SAFETY ORAL QUESTIONS AND ANSWERS

Q. Major non conformity example and definition.

As per ISM code major non conformity means an identifiable deviation that poses a serious threat to the
safety of personnel, the ship, or a serious risk to the environment, that requires immediate corrective action. In
addition lack of effective and systematic implementation of ISM code is also considered as a major non
conformity.
Structural damages,
Invalid certificates or documents
Emergency generator cannot start
Oil record book not available
Non conformities raised during last internal audits are still pending
Non conformity example and definition
Means an observed situation, where objective evidence, indicates the non fulfilment of a specified requirement,
ISM checklists incomplete,
Crew not aware of companies ISM safety and environmental protection policy
Responsible officers not knowing their duties as per SMS manual
Crew not knowing DPA
Oil record book incomplete/ not signed
4. SOLAS latest developments / amendments.
Dec 2004 Amendments,
Bulk carrier safety- A new text for SOLAS chapter XII,
Free fall life boat on bulk carrier
Simplified VDR, S-VDR
May 2005 Amendments,
A revised chapter II indented to harmonize the provision on sub division and damaged stability for passenger
and cargo ship. Probabilistic method is being used rather than deterministic method.
All ships to be provided with arrangements, equipments, fitting of sufficient SWL for safe conduct of towing and
mooring
Water level detector in cargo holds for new single hold cargo ship other than bulk carrier.
Ship construction drawings to be maintained on board and ashore
Mandatory company and registered owner identification number
May 2006 Amendments
Long range identification and tracking system (LRIT)
EPIRB capable of transmitting a distress alert through polar orbiting satellite
6. Name a detainable deficiency with respect to SOLAS, LOADLINE, MARPOL, STCW, ILO
SOLAS:
Improper Design of bilge pumping arrangement, Defect in propulsion and electrical machinery. Failure of proper
operation of emergency generator, lighting, batteries , Failure of proper operation of main and aux steering
gear, Emergency steering not operational, Certificates under convention expired, Major structural damage not
informed to class or flag state. Life boat lowering arrangement not operational. Radio failure for distress signals,
Below manning
MARPOL
Oil record book not available , Failure of operation of IOPP equipments such as OWS, Incinerator. Inadequate
tank retention capacity for sludge tank for intended voyage. Sewage plant not operational. Illegal or evidence of
illegal connections for bilge pumping. Absence of P &A manual, Cargo record book
ILO
Inadequate food and water for intended voyage. Sea fearer of age below min specified 15yrs. Evidence of
inadequate rest hours
STCW
Failure of seafarers to hold a certificate, to have an appropriate certificate, to have a valid dispensation or to
provide documentary proof that an application for an endorsement has been submitted to the flag State
administration.
Failure to provide proof of professional proficiency for the duties assigned to seafarers for the safety of the ship
and the prevention of pollution.
The Load Lines Convention
Significant areas of damage, corrosion, or pitting of plating and associated stiffening in decks and hull are

noticed affecting seaworthiness and strength. If temporary repairs are done to take local loads and are unless
proper temporary repairs for a voyage to a port for permanent repairs have been carried out.
Absence of inability to read draught markings
Insufficient stability
Overloading

11. What is latest in fire fighting?

Water mist nozzles- hyper mist pump and nozzles in engine room, Novec
12. What is MS act?
This is a comprehensive piece of legislation passed by Indian parliament in 1958 for development of maritime
activities. Merchant shipping act 1958 has been modified many times to implement the provisions of
international conventions.
13. Latest developments in tankers /MARPOL
Double hull construction, Alternate design of cargo tanks
CAS requirement for tankers of 15 year or more
Enhanced Survey file to be maintained.
14. Certificates of chemical tanker
Fitness certificate for carriage of noxious liquid substances in bulk ( NLS Certificate)
15. M/E breakdown in rough weather.
Possibility of cutting out the affected unit
Cut out the unit as per makers instructions cut out the fuel pump and exhaust valve using cutting out
arrangements- levers for SULZER exhaust valve must be closed . Possibility of repairing or renewal of major
spare parts
Plan the job check availability of the spares .Prepare to stop engine , let it cool down and start maintenance job.
Take full assistance from engine and deck crew. Lash the heavy parts properly. Tell all crew to keep clear and
themselves in safe working locations. All must wear full protective gear, should work carefully. Leader to
communicate with all. Delegate nature duties and explain them in a meeting prior to starting the work .

Instructions to crew in safeties in dry dock.

Look out for any unsafe act
Fire capabilities may be reduced and efficient fire patrol to be done
Dangers of fall, Protect any open removed guard rails.
18. What is NOx technical file?
File maintained on board to verify the various components installed on the engine which affect the engine
performance wrt NOx emission. All components replaced and maintenance carried out on these components
are to be recorded in this file. There is one file for each engine with EIAPP certificate issues. When replacing
these components it is to be checked that the component replaced have the same IMO number as specified in
the technical file
19. Latest developments and amendments in bulk carriers.
Dec 2004 Amendments : A new text for SOLAS chapter XII Additional safety measures for bulk carrier . New
reg 14 on restriction of sailing with one hold empty and requirements for double side skin construction.
Free fall life boats made mandatory on bulk carriers.
Q. What is continuous synopsis record?
SOLAS chapter XI -1 Special measures to enhance maritime safety, Reg 5 states that every ship to which
chapter 1 applies shall be issued with a continuous synopsis record . indented to provide on board record of the
ship history.
Name of flag state , Date registered , Ship identification Number , Name , Port at which registered , Name of
owners and address./ If bare boat charterer--their address. Address of safety management company. Name of
Class society ,Name of administration issuing SMC,ISSP certificate. Any changes to owner/ Flag state etc to be
entered in this record.
Q. Ship out of dry-dock, heavy vibrations what internal checks you will carry out.
Check the tightness of the foundation bolts of M/E, check the foundation for any damage and tightness of the
pedestal bearing , take the engine crankshaft deflection , check the tightness of the shafting couplings , Take
the trust bearing clearance. M/E top bracing to be checked , Tie rod tightness to be checked , Check integrity of
vibration dampers and detuners if any.

Q. Ship out of dry-dock , SFOC is increased what all-internal checks to carry out?
Take indicator cards, Check that power developed are comparable , Incorrect or clogged flow meter, clean the
filter , Fuel injection valves may be leaking , Check and compare scavenge air pressure with test trials, Air
pressure drop at air filters coolers and assess the need for any cleaning of air side of air cooler. Check the fuel

timing .Check the chain tightness.Check the operation of VIT and confirm that linkages are free
Q. As 2/E what will you do in annex VI?
Keep a accurate record of Ozone depleting substances and if any maintenance work need to be done on A/C or
REF plants , methods for extracting Freon from the system to be available.
During bunkering a representative sample is obtained with Bunker delivery note with appropriate information
to be available. Sample (MARPOL) to be signed and kept on board for 12 months with record.
Fuel change over procedure to be available and are followed when required. Records of change over to LSFO
consumption and back is recorded with location.
Nox technical file for each engine is available and maintained.
Q. What all certificates to carry regarding CO2 system
Weight certificate,
Pressure test certificates of bottles, lines, Installation cert.
Annual shore service certificate

Q. Propeller is to be changed , what will be the role of Second engineer?

Give details of the propeller to the company from the makers instructions since it is a dry-dock job and
company would arranging for an emergency dry- dock , second eng. must ensure that if any other jobs are to
be done. Keep record of fuel consumption and engine power output for future reference. Keep a record of stern
tube oil seal leaks if any. Take crankshaft deflection .Instruct the ships crew to give required assistance to dry
dock authorities .Keep poker gauge handy and witness the propeller drop when measured by the dry dock
authorities .Keep the drawings concerned ready. Check the record of the dynamic balancing of the new
propeller .Check the manufacturers details of the new propeller and compare it with old propeller. Details such
as- diameter, material , pitch. Ensure that the rope guard is fitted back if removed .Keep no 1 unit on TDC when
advised by the dock authorities. Check the mating ( Bedding) surfaces for area of contact- should be more than
90% Ensure that the tallow grease is adequately filled up in the cover and cover is cemented smoothly after
boxing up
DYNAMIC WINCH BRAKE TEST
Annual operational testing should preferably be done by lowering the empty boat. When the boat has reached
its maximum lowering speed and before boat enters the water, the brake should be abruptly applied. Fiveyearly operational testing should be done by lowering the boat loaded to a proof load of 1.1 times the
maximum working load of the winch, or equivalent load. When the boat has reached its maximum lowering
speed and before the boat enters the water, the brake should be abruptly applied. Should stop within 1 m of
descent.
OVERHAUL OF ON-LOAD RELEASE GEAR
dismantling of hook release units; examination with regard to tolerances and design requirements; adjustment
of release gear system after assembly; operational test as per above and with a load according to SOLAS
regulation III/20.11.2.3; and Examination of vital parts with regard to defects and cracks.

Q. Test of fire fighting equipments.

Fire Fighting Equipments including portable fire extinguishers that exists while the ship is being registered
under Indian flag are required to have documentary evidence of having approval of Administration or
classification society, who is a member of the IACS and the fire fighting equipment is approved in accordance
with the relevant provision of the SOLAS 74 as amended and relevant provision of the FSS Code and applicable
IMO Assembly Resolution
All fire extinguishers are required to have 100 % spare charges; Shipping companies are required to ensure that
the refill of the same make is available on board ship
Shipping companies are not able to comply with the requirement of getting one third of the fire extinguishers
pressure tested every year. In order to facilitate shipping companies, it has been decided that fire extinguishers
may be hydraulically pressure tested during the dry dock once in three years.
However, shipping companies are required to ensure that the ships fire extinguishers are properly maintained
and kept in satisfactory operating condition at all times
Weekly testing and inspections
All public address systems and general alarm systems are functioning properly; and Breathing apparatus
cylinders do not present leakages.
Monthly testing and inspections
all firemans outfits, fire extinguishers, fire hydrants, hose and nozzles are in place, properly arranged, and are
in proper condition; all fixed fire-fighting system stop valves are in the proper open or closed position, dry pipe
sprinkler systems have appropriate pressures as indicated by gauges; sprinkler system pressure tanks have
correct levels of water as indicated by glass gauges; all sprinkler system pumps automatically operate on
reduction of pressure in the systems; all fire pumps are operated; and all fixed fire-extinguishing installation
using extinguishing gas are free from leakage.

Quarterly testing and inspections

All automatic alarms for the sprinkler system are tested using the test valves for each section; the international
shore connection is in proper condition; lockers providing storage for fire-fighting equipment contain proper
inventory and equipment is in-proper condition; all fire doors and fire dampers are tested for local operation;
and all CO2 bottle connections for cable operating system clips should be checked for tightness on fixed fireextinguishing installations.
Annual testing and inspections
all fire extinguishers are checked for proper location, charging pressure and condition; fire detection systems
are tested for proper operation, as appropriate; all fire doors and dampers are tested for remote operation; all
foam-water and water-spray fixed fire-fighting systems are tested for operation; all accessible components of
fixed fire-fighting system are visually inspected for proper condition; all fire pumps, including sprinkler system
pumps, are flow tested for proper pressures and flows; all hydrants are tested for operation; all antifreeze
systems are tested for proper solution; sprinkler system connections from the ships fire main are tested for
operation. all fire hoses are hydrostatically tested; breathing apparatus air recharging systems checked for air
quality; control valves of fixed fire-fighting system should be inspected; and air should be blown through the
piping of extinguishing gas systems. Five-year service hydrostatic testing for all SCBA cylinders; and control
valves of fixed fire- fighting systems should be internally inspected.
Q. Purpose of VDR and SVDR
The purpose of a Voyage Data Recorder (VDR) and Simplified Voyage Data Recorder (S-VDR) is to maintain and
store (in a secure and retrievable form) information concerning the position, movement, physical status,
command and control of a vessel over the period leading upto and following an incident / casualty.
The information contained in the VDR / S-VDR is to be retrieved and used during the subsequent investigation.
For a vessel operating in shallow waters, cost of recovery of fixed VDR recording medium may not be very
expensive. However, in case a vessel is lost in deep waters, the cost of recovery of the recording medium may
be prohibitive and at times not feasible at all.
In view of the foregoing, it has been decided that all Indian ships shall install the float-free variety of the VDR /
S-VDR. However, if the shipowner has already installed the fixed type of VDR or it is not possible to install the
float-free VDR meeting full requirements of the IMO Resolution, they shall ensure that an additional float-free
arrangement may be made to retrieve the following information:
Q. What is SSAS?
The SSAS should be documented in the Ship Security Plan. The location of activation points should be specified
in the plan and may form a part of the Confidential Section of the plan. It is advised that such information shall
be known to the Master, Ship Security Officer and other ship personnel as may be decided by the Master and
the SSO.
The dedicated equipment used for transmission of Security Alert should not be used for any other routine
communication. The system should have the main source of electrical power and a backup source, which may
include emergency source or independent supply. However, an uninterruptible power supply (UPS) or such
similar device may also be considered as an alternate source of power.
All Indian Ship owners, Company Security Officers, Masters and others concerned may please note that the
SSAS test is to be carried out in the "LIVE" mode only.
Q. How to test SSAS?
The standard procedure for testing of Ship Security Alert System is as follows:
1. E-mail DG Communication centre the following information at least three hours in advance when requesting
for a test :
a) Name of the vessel and its present position
b) Intended date and time (UTC) and IST of the test.
2. The DG Communication centre will acknowledge confirming the conduct of the test. It may be noted that
SSAS tests with other ship/s may have already been scheduled at the proposed time, in which case, the DG
Communication centre would advise the earliest suitable time for the conduct of the test.
3. The ship staff may then carry out the SSAS test as per schedule, first from Location 1.
4. The CSO/ Master shall confirm by phone whether the Alert has been received by DG Communication centre
DG Communication centre will then advise if all details provided in the alert are correct, or otherwise.
5. If all details received are correct, DG Communication centre will advise to reset the alert and then proceed to
test from Location 2
6. When testing from Location 2, WAIT FOR about 30 minutes for alert to go to Level 3.
7. Call DG Communication centre to confirm whether alert Level 3 has been received.
8. DG Communication centre will confirm whether all is OK, or otherwise. If all is OK, DG Communication centre
will advise the CSO/ Master to reset the system.
9. After resetting the system, the CSO/ Master to send an email to DG Communication centre stating that the
"SSAS test has been completed and all subsequent alerts may be treated as true alerts." Request for
compliance may be made immediately upon satisfactory completion of the test, and not after several days,
10. DG Communication centre will then revert compliance by email if tests were OK or advise further testing/

rectification, as required.

Q. Requirements of a UMS ship as per SOLAS?

Fire Protection:
1. Fire Detection & Alarm systems in:
a) Boiler Air supply casings & exhausts
b) Scavenge air systems for the propulsion machinery
2. I.C. Engines above 2250 KW & above OR cylinders of bore more than 300 mm shall be fitted with Oil Mist
Detectors, crankcase relief doors and bearing temp monitors.
Protection against Flooding:
1. Bilge Well large enough to accommodate the normal drainage during the un attended periods.
2. In case of automatic starting of bilge pumps, long run alarms to be provided (in such case smaller bilge wells
may be allowed)
3. Emergency bilge suction v/v to have a longer spindle to allow for it's operation in case of flooding.
Control of Machinery from Bridge
1. Under all sailing conditions, including manoeuvring, the speed direction of thrust (pitch of propeller in case of
CPP)
2. Emergency stopping Device on Navigation Bridge independent of the Bridge control system.
3. Propulsion machinery orders from bridge to be duplicated in the machinery control room
4. Remote control of the propulsion machinery to be possible from one location at a time.
5. Indicators on the Bridge for a) propeller speed & direction of rotation in case of fixed pitch propeller.
b) propeller speed & pitch position in case of CPP.
6. An alarm to indicate low starting air pressure set at a level which will still permit starting operations of the
propulsion m/cery.
Means of Communication :
1. Reliable means of vocal communication between nav. bridge - machinery control room - engineer officer's
accommodation.
Alarm System :
1. Alarm System shall be provided
a) capable of sounding an alarm in machinery control room.
b) connected to engineer's cabins through a selector switch, to at least one of those cabins.
c) audio-visual alarm on nav. bridge.
2. Alarm system continuously powered automatic change over to standby power in case of power failure.
3. Normal power failure alarm.
4. Alarm to indicate more than one fault & acceptance of one will not interfere with the other.
Safety System:
1. Automatic shutdown of main propulsion machinery & boiler in case of serious malfunction which may lead to
complete breakdown or explosion. Incase over ride function is fitted visual indicators to be provided to indicate
that override has been activated.
Special Requirements:
1. In case of loss of power , automatic starting & coming on load of standby generator.
2. Preferential trip
3. Automatic change over mechanism for all essential auxiliary machinery required for propulsion.
Rapson Slide Actuators - Ram type

Steering gear incorporating the rapson slide principle are the most common in use on heavy duty applications.
The rapson slide acting on either a fork tiller or the more common round arm. The tiller drives the rudder stock by means of a
key or keys. The crosshead is free to slide along the circular arm of the tiller so that the straight line effort of the rams is applied
to the angular moving tiller. Each set of two cylinders in line are connected by a strong steel girder usually called a "Joist" which
stiffens the system and forms a "guide bar" for the crosshead guide slippers to slide along. The joist is often designed to
incorporate the steering engine stops.
An important consideration in all steering gears is the "wear down" of the rudder carrying bearing, this bearing takes all the
weight of the rudder. Therefore there must be adequate clearance between the bottom of the tiller and the crosshead bearing,
so as the rudder bearing wears down in service the tiller and crosshead bearing do not touch, clearance when new can be 20
mm at bottom and 12 mm at top; the top clearance is a precaution to stop the tiller bumping up the steering rams in the
unlikely event of the rudder lifting in heavy weather. Should the bottom of the tiller and the crosshead bearing touch, then the
weight of the rudder will be transferred from the rudder bearing to the steering rams with disastrous results such as leaking of
working fluid from the cylinders and shearing of the ram
Q. Instructions For a Newly Joined J/E
A. 01. Lifeboat Duties to explain
02. Duties in case of emergencies like Fire , Grounding , Collision
03. Instruction regarding safe working Practices
04. Locations of Emergency exits , manual call points to raise alarm
05. Instructions to operate portable Fire Extinguishers their locations
06. Familiarisation with Alarm Systems : General Alarm, Fire Alarm, CO2 Alarm
07. Location of Fire Station Muster Station
08. How to operate : Em. Fire P/P / Em. Air Comp./ Em. Bilge Injection / Em. Generator & their Locations
09. Fire Line Isolation V/V & it's purpose
10. How to use EEBD
11. Em. Steering
12. Operation of O.W.S. & Incinerator

Q. Battery rooms Safeties

A. a. Provision for Ventilation :- In Case of Lead Acid batteries during charging process Hydrogen & Oxygen is
evolved / generated. The rate of evolution of these gases is high in case of overcharging. This H2 & O2 mixture
is highly flammable over a wide range of 4% to 74% . Hence the possibility of explosion or fire in battery room
is quite high . It is necessary that the accumulation of such gases is avoided & must be extracted from battery
room so exhaust fan is provided . H2 being light extraction must be from the top of the room.
* Fan should be fitted outside the the battery room.
* Material of fan blade should be spark proof in case it may come in contact with the casing.
* Outlet of the battery room duct (exh. fan) should be above accommodation level & it should be at the aft of
the Engine room blower suction. Ventilation outlets are arranged at the top of the compartment as H is lighter
than air
b. Lighting :- * All Lighting should be explosion proof.
* Main Switch for Lighting should be outside the battery room
* It should have 2 independent circuits. Each circuit cabin door is interlocked, If we open the cabin door the
power is put 'OFF' & it is not possible to remove the key & same key is used for opening the fitting. Two keys for
two circuits are not interchangeable.

c. Distilled water Container :- * Mostly PVC containers are used (Polystyrene or Polyvinyl chloride)
* Glass Containers are not used as they may break & also electrolyte in distilled water may attack glass.
* Steel Containers are not used DW attacks steel.all
* If steel containers will get loosened & they may produce spark.
d. Use of Tools & Replacement of Batteries :- * Tools should be insulated type so there will not be sparking &
short circuiting if accidentally released from hand.
* Aluminium tools are not used as it may produce sparking.
* Electrical instruments should be intrinsically safe.
* Before carrying out any maintenance it is necessary to check the atmosphere of the battery room

Q. Condition of Class
A. A classification survey is a visual examination that normally consists of:
an overall examination of the items for survey,
detailed checks of selected parts,
witnessing tests, measurements and trials where applicable.
When a surveyor identifies corrosion, structural defects or damage to hull, machinery and/or
any piece of its equipment which, in the opinion of the surveyor, affects the ships class,
remedial measures and/or appropriate recommendations/conditions of class are implemented before the ship
continues in service.
Recommendation and condition of class are synonymous terms used by IACS societies for
requirements that specific measures, repairs, request for surveys etc., are to be carried out by the owner within
a specified time period .

Q. GRT & NRT

A. Various measures of the cargo carrying capacity or the volume of a ship:
(1) Gross registered tonnage (GRT) is the total enclosed space of a ship expressed in registered tons of 100
cubic feet (2.832 cubic meters) each. GRT is a measure of the space available for cargo, crew, passengers, and
stores, and is usually the basis for computing drydock charges. Also called gross tonnage.
(2) Under deck tonnage (UDT) is GRT less a ship's bridge, deck house, forecastle, and poop.
(3) Net registered tonnage (NRT) is GRT less space occupied by the crew, engines, fuel, and navigation
equipment. In general, GRT and NRT are in the ratio of 3:2 or, in other words, NRT is roughly equal to 60 percent
of GRT. Also called net tonnage, it is usually the basis for computing harbour or port charges.
(4) Dead weight tonnage (DWT) is the maximum weight (mass) of a ship when loaded up to its summer load
line (see Plimsoll line) and is the sum of the weights of the cargo, crew, fuel, passengers, and stores. On
average, DWT is about 60 percent of the GRT.
(5) Displacement tonnage is the weight of water displaced by a ship computed on the basis that 35 cubic feet
of salt water weigh one long ton (2240 pounds).

BALLAST WATER MANAGEMENT

The ballast water that is loaded by ships to stabilise them often contains organisms, e.g. small fishes, benthic
organisms or plankton, or pathogenic bacteria, which are released into the environment when the ballast water is
discharged. With continued growth of shipping traffic, the probability increases that such organisms survive the
transport in ballast water. In this way, numerous invasive alien species have already established populations, e.g., in
the North and Baltic Seas. In the Baltic Sea, the shipworm (teredo navalis) has damaged coastal defence structures,
e.g. groynes made of local types of wood, by boring into the wood and destroying it. The damage caused by such
invasive alien organisms is rarely expressed in figures, and its origin mostly is not traced back to the discharge of
ballast water
For quite a long time, this aspect of marine environmental protection lacked adequate international regulations. To
address the situation in February 2004, the Ballast Water Convention was adopted during a diplomatic conference at
IMO. From 2009, but not later than 2016, the Convention requires the establishment of a ballast water management
system on board ships which will replace the uncontrolled ballast water uptake and discharge operations common
until then. In future, ballast water has to be treated on board before being discharged into the marine environment, in
compliance with the ballast water performance standard in Regulation D-2 of the Ballast Water Convention.
The Ballast Water Convention will enter into force 12 months after the date on which not less than 30 states, the
combined merchant fleets of which constitute not less than 35 percent of the gross tonnage of the world's merchant
shipping, have deposited their instrument of ratification with IMO as the depositary (Article 18 of the Convention).

ISPS Declaration of Security

5 DECLARATION OF SECURITY
5.1 Contracting Governments shall determine when a Declaration of Security is required by
assessing the risk the ship/port interface or ship to ship activity poses to persons, property or the
environment.
5.2 A ship can request completion of a Declaration of Security when:
.1 the ship is operating at a higher security level than the port facility or another ship
it is interfacing with;
.2 there is an agreement on a Declaration of Security between Contracting
Governments covering certain international voyages or specific ships on those
voyages;
.3 there has been a security threat or a security incident involving the ship or
involving the port facility, as applicable;
.4 the ship is at a port which is not required to have and implement an approved port
facility security plan; or
.5 the ship is conducting ship to ship activities with another ship not required to have
and implement an approved ship security plan.
5.3 Requests for the completion of a Declaration of Security, under this section, shall be
acknowledged by the applicable port facility or ship.
5.4 The Declaration of Security shall be completed by:
.1 the master or the ship security officer on behalf of the ship(s); and, if appropriate,
.2 the port facility security officer or, if the Contracting Government determines
otherwise, by any other body responsible for shore-side security, on behalf of the
port facility.
5.5 The Declaration of Security shall address the security requirements that could be shared
between a port facility and a ship (or between ships) and shall state the responsibility for each.
5.6 Contracting Governments shall specify, bearing in mind the provisions of
regulation XI-2/9.2.3, the minimum period for which Declarations of Security shall be kept by
the port facilities located within their territory.
5.7 Administrations shall specify, bearing in mind the provisions of regulation XI-2/9.2.3, the
minimum period for which Declarations of Security shall be kept by ships entitled to fly their
flag.
Q.What is EEDI?
Energy Efficiency Design Index (EEDI) is an attempt to measure how much CO2 a ship emits per unit of
transport provided. A formula producing an EEDI for each ship is developed. The current EEDI formula is
outlined in MEPC.1/Circ.681, Interim Guidelines on the Method of the Calculation of the Energy Efficiency Design
Index for New Ships, 2009-08-17. Then an upper limit on EEDI is mandated for all new buildings. In most
variants, this upper limit drops through time.
The amendments to MARPOL Annex VI Regulations for the prevention of air pollution from ships, add a new
chapter 4 to Annex VI on Regulations on energy efficiency for ships to make mandatory the Energy Efficiency
Design Index (EEDI), for new ships, and the Ship Energy Efficiency Management Plan (SEEMP) for all ships.
Other amendments to Annex VI add new definitions and the requirements for survey and certification, including
the format for the International Energy Efficiency Certificate.
The regulations apply to all ships of 400 gross tonnage and above and are expected to enter into force on 1
January 2013.
However, under regulation 19, the Administration may waive the requirement for new ships of 400 gross
tonnage and above from complying with the EEDI requirements. This waiver may not be applied to ships above
400 gross tonnage for which the building contract is placed four years after the entry into force date of chapter
4; the keel of which is laid or which is at a similar stage of construction four years and six months after the
entry into force; the delivery of which is after six years and six months after the entry into force; or in cases of
the major conversion of a new or existing ship, four years after the entry into force date.
The EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to use in

a specific ship design to the industry. As long as the required energy-efficiency level is attained, ship designers
and builders would be free to use the most cost-efficient solutions for the ship to comply with the regulations.
The SEEMP establishes a mechanism for operators to improve the energy efficiency of ships.
Promotion of technical co-operation
The new chapter includes a regulation on Promotion of technical co-operation and transfer of technology
relating to the improvement of energy efficiency of ships, which requires Administrations, in co-operation with
IMO and other international bodies, to promote and provide, as appropriate, support directly or through IMO to
States, especially developing States, that request technical assistance.
It also requires the Administration of a Party to co-operate actively with other Parties, subject to its national
laws, regulations and policies, to promote the development and transfer of technology and exchange of
information to States, which request technical assistance, particularly developing States, in respect of the
implementation of measures to fulfill the requirements of Chapter 4.
Crane Safeties:
1. Upper and lower limit switch for hoisting
2. Jib max. and min. angle and rest position limit switch
3. Differential limit switch between luffing and hoisting (to keep a minimum distance between jib top and hook
block, irrespective of jib angle)
4. Slewing limit switch (not for 360deg full slewing type)
5. Slack limit switch for hoisting rope (to protect the hoisting rope
from irregular winding or slackening, hoisting device stops automatically by the limit switch)
6. Interlock switch for control handles (to prevent misoperation, when starting and restarting the crane after the
limit sw are acted)
7. Overload protector fm hydraulic parts ie relief valve (one each for hoisting n luffing and usually two for
slewing, one for clockwise, second for anti clockwise)
8. Resistance thermometer sensor for oil cooler
9. Oveccurrent protector for induction motor
10. Low level switch for oil tank
11. Jib emergency limit switch (to stop the jib motion if due to sticky or smthin the luffing ckt is malfunctioning)
Three Requirements for Dry Dock
Stability is the most important requirement for getting a ship safely into a dry dock. The three important
parameters which must be ensured before entering the dry dock are:
1) Adequate Initial G.M:
When the ship touches the blocks, there is a reaction at the point of contact which raises the centre of gravity
G and reduces the metacentric height G.M so that adequate initial metacentric height is required to
compensate the same.
2) Vessel to be Upright:
While entering the dock the vessel needs to be upright which means there should be no port or starboard list
when the ship touches the blocks, the point of contact will be outside the centre line of vessel, which may force
the vessel to tip over.
3) Small or Moderate Trim Aft:
The slight trim allows the accenting of stern and bow in tandem rather than simultaneously as it will reduce the
load and pressure on hull and the keel of vessel.
How to Rescue a Person from a Confined Space on a Ship?
Following precautions and procedures are to be followed for quick and effective rescue operation supposing a
victim is to be rescued from an enclosed space.
1. General emergency to be announced through the ships alarm.
2. A responsible officer to be made in charge of the operation.
3. Adequate man power to be present for the operation
4. Two trained persons to be ready with SCBA and PPE.
5. All prior checks to be carried out on SCBA used in the operation.
6. Life line to be used by the entry person.
7. Communication equipment (walky talky) to be given to all.

8. Torch lights to be taken along.

9. Extra ready breathing apparatus to be kept stand by.
10. In charge of operation to be present at entry point co-ordinating the operation.
11. Breathing apparatus to be carried by rescuing party along with stretcher for the victim.
12. If not possible to carry SCBA, EEBD to be carried instead.
13. A life line to be tied out in the stretcher of the victim so that it can be guided and lifted out of the tank.
14. Never attempt to rescue a person alone from confined spaces. Always call for help, plan a quick rescue
operation and do it with proper equipments and team efforts