Kunjal Shah Safety Combined

THIS FILE IS JUST WILL HELPFULL A LOT TO PREPARE YOUR SELF IN FUNCTION 3
(SAFETY) COSCPOOL ( CONTROLLING THE OPERATION OF SHIP AND CARE FOR

PERSON ON BOARD AT OPERATIONAL LEVEL) ORAL. AND I HOPE YOU WILL SURELY
CLEAR THE MOST IMPORTANT FUNCTION IN CLASS 4 EXAM, Bcoz MOST OF THE
STUDENT WILL NOT ABLE TO CLEAR THIS FUNCTION EASILY, I JUST GIVE YOU SOME
IMPORTANT NOTES ON THIS FUNCTION. THIS FILE WILL INCLUDE MOST OF THE
FACEBOOK QUESTION, QUESTION ASKED BY SURVEYOR MOSTLY, AND A PART FROM
MY LITTLE KNOWLEDGE. THANKING YOU.
*MEO CLASS 4 SAFETY(COSCPOOL)ORAL PREPARATION FILE* PART 1
Hello to my entire friend who are giving his MEO CLASS-4 ORAL EXAM from any MMD in India. This file is only
for function-3 (safety) (CONTROLLING THE OPERATION OF SHIP AND CARE FOR PERSON ON BOARD AT
OPERATIONAL LEVEL) hi h is the toughest su je t to e lea i e a . I sail o CONTAINE‘ “HIP so this file ill
include only question regarding container vessel and I will try to put some question about TANKER safety also.
So this file will be a most helpful to you, that s p o ise. A d I hope ou ill lea as soo as possi le ou
oral in mainly safety. Most of the surveyor will ask you different type of question in safety, so a part from what I
olle ted a d f o the file of WA“IM HU““AIN & f o uestio asked surveyor, I will try to give you answer.
NOTE:
 IN THI“ FILE MAIN QUE“TION WILL BE WRITTEN A“ Q , Q , Q ………..et , AND IT“ “UB QUE“TION
WILL BE Q a, Q , Q ………..et .
PREPARED BY : KUNJAL S. SHAH Page 1

LIFE “AVING APPLIANCE“

Q 1: Tell me which are the categories in L.S.A ?
A 1:
survival craft Life Raft
Life Boat
Line throwing apparatus

General L.S.A EEBD
Breathing apparatus
SCABA
Life buoy
Life Jacket
L.S.A Personal L.S.A T.P.A
Immersion Suit
Anti exposure suit

EPIRB
SART
GMDSS
Distress Signalling Equipment
Pyrotechniqs
General alarm and P.A system
T.P.A: Thermal Protective Aid

EEBD: Emergency Escape Breathing Device
SCABA: Self-Contained Air Breathing Apparatus
EPIRB: Emergency Position Indicating Radio Beacon
SART: Search And Rescue Transponder
GMDSS: Global Maritime Distress Signaling System

PERSONAL LIFE SAVING APPLIANCES FIGURE JUST FOR YOUR VIEW

LIFE BUOY SELF-IGNITING LIGHT SELF- ACTIVATING SMOKE SIGNAL
RIGID LIFE JACKET INFLATABLE LIFE JACKET LIFE JACKET LIGHT
IMMERSION SUIT ANTI EXPOSURE SUIT THERMAL PROTECTIVE SUIT

Q 2: Tell me about LIFE BUOYS including SOLAS regulation?

Q 2 a: How many life buoys in your ship and its location?
Q 2 b: According to solas which are the marking on life buoys?
A 2, 2 a, 2 b: it’s a PER“ONAL L.“.A
To know how many life buoys and location of buoys in your ship plz check your fire o trol
a d safet pla
SOLAS REGULATION:
 Carrying minimum capacity. Ship length under = o’s
to = o’s
150 m to 200 m = o’s
A o e = o’s
 SIZE: Inner diameter should not be less than 400 mm or 16 inch
Outer diameter should not be more than 800 mm or 32 inch
 WEIGHT: total mass not be less than 2.5 kg not be more than 6 kg
 MADE: Inherently buoyant material
 COLOUR: internationally ORANGE in color, highly visible.
 ACCESSORIES:
1) Retro reflective taps (Retro-reflective material is a material which reflects in the
opposite direction a beam of light directed on it.)
2) Grab line:
a) Its dia not be less than 9.5 mm and length of line not be less than 4 times the outer
dia of body in length.
b) It must be secure at 4 equidistant space around the life buoys.
3) Self igniting light:
a) White in colour
b) Capable of burning continues & its luminous intensity not be less than 2 cd ( candela
) having min 50 and max 70 flashes per minute for a period of 2 hour, operated
battery type.
4) Buoyant life line:
a) Non-kinking type
b) Dia not be less than 8 mm
c) Breaking strength not be less than 5 KN
5) Self- activating smoke signal:
a) Capable of quick release from the height of 30 m.
b) Burning period at least 15 minute.
c) Smoke color is ORANGE.

 It is capable of supporting not less than 14.5 kg of iron in fresh water for a period of 24 hour.
 It shall not sustain burning or continues melting after being totally enveloped in a fire for a period
of 2 sec.
 be constructed to withstand a drop into the water from the height at which it is stowed above the
waterline in the lightest seagoing condition or 30 m, whichever is the greater, without impairing
either its operating capability or that of its attached components.
 Marking is PORT OF REGI“TRY of ship.
=======================================================================================
Q 3: Tell me about LIFE JACKET including SOLAS regulation?

Q 3 a: How many life jacket in your ship and its location and its type?
Q 3 b: According to solas which are the marking on life jackets?
Q 3 c: After wear life jacket what is the meaning of H.E.L.P. ?
A 3, 3 a, 3 b, 3 c: it s pe so al L.“.A
To k o ho a life ja ket a d lo atio of ja ket i our ship plz he k our fire o trol
a d safet pla
SOLAS REGULATION:
 Carrying minimum capacity. Each person onboard must have its personal life jacket + extra life jacket
for the watch keeper + 5% extra life jacket at Muster station or Embarkation station
 TYPE: (1) inflatable (2) rigid
 MADE: Non Flammable material or synthetic buoyant material
 WORN: it should be donning within 1 min without any help from assistance. (at least 75% person),
and it should be comfortable to wear
 JUMP: it is capable to allow jump from a height of at least 4.5 m into water without injury of life
jacket and personal.
 BUOYANCY: it should not be reduced by more than 5% after 24 hour submersion in fresh water.
 ACCESSORIES:
1) Retro reflective taps.
2) Non conducting whistle secure with lanyard
3) Manual igniting light:
c) White in color
d) Capable of burning continues & its luminous intensity not be less than 0.75 cd
(candela) having min 50 and max 70 flashes per minute for a period of 8 hour.
of 2 sec.

 MARKING:
a. Manufacture name
b. Serial number
c. Date of manufacture
d. Weight capacity
e. F‘ONT o d p i ted
 H.E.L.P. = HEAT ESCAPE LESSENING POSTURE
=======================================================================================
Q 4: : Tell me about IMMERSION SUIT including SOLAS regulation?

Q 4 a: How many immersion suit in your ship and its location ?
Q 4 b: what is Hypothermia?
A 4, 4 a, 4 b: : it s pe so al L.“.A
To know how many immersion suit a d lo atio of suit i our ship plz he k our fire
o trol a d safet pla
SOLAS REGULATION:
 Carrying minimum capacity. Each person onboard must have its personal immersion suit + extra suit
for the watch keeper.
 TYPE: (1) insulated (2) Un-insulated (3) wearing with life jacket (4) have sufficient buoyancy.
 MADE: Non Flammable and water proof material.
 COLOUR: internationally RED in color, highly visible.
 WORN: it should be Unpacked and donning within 2 min without any help from assistance.
 It will cover whole body, exception with face. Hand shall be covered unless permanently attached
gloves are provided.
 ACCESSORIES:
1) Retro reflective taps.
of 2 sec.
 After wear it must be capable to normal work.
 Climb up and down a vertical ladder at least 5 m in length.
 To swim a short distance through the water and board a survival craft.
 It is used in cold weather, where the temp is at below freezing point.
 It will not allow to go down our body temp 2®c for a period of 6 hour immersion in calm circulating
water at a temperature of between 0°C and 2°C.

 A person in fresh water wearing either an immersion suit or an immersion suit with a lifejacket, shall
be able to turn from a face-down to a face-up position in not more than 5 seconds.
=======================================================================================
Q 5: Tell me about ANTI-EXPOSURE SUIT including SOLAS regulation?

A 5: : it s pe so al L.“.A
To know how many Anti-exposure suit and location of suit in your ship plz he k our fire
SOLAS REGULATION:
 WORN: it should be Unpacked and donning within 2 min without any help from assistance.
 covers the whole body with the exception of the head and hands and, where the Administration so
permits, feet; gloves and a hood shall be provided in such a manner as to remain available for use
with the anti-exposure suits;
 is equipped with a pocket for a portable VHF telephone;
 has a lateral field of vision of at least 120°.
of 2 sec.
 After wear it must be capable to normal work.
 Climb up and down a vertical ladder at least 5 m in length.
 to swim through the water at least 25 m and board a survival craft;
 be so constructed, that when worn as marked, the suit continues to provide sufficient thermal
protection following one jump into the water which totally submerges the wearer and shall ensure
that when it is worn in calm circulating water at a temperature of 5°C, the wearer's body core
temperature does not fall at a rate of more than 1.5°C per hour, after the first 0.5 hours.
 A person in fresh water wearing either an immersion suit or an immersion suit with a lifejacket, shall
be able to turn from a face-down to a face-up position in not more than 5 seconds and be stable face-
up.
=================================================================================

Q 6: Tell me about THERMAL PROTECTIVE AIDS including SOLAS regulation?

A 6: it s pe so al L.“.A
To know how many Anti-e posure suit a d lo atio of suit i our ship plz he k our fire
SOLAS REGULATION:
 having a thermal conductance of not more than 7800 W/(m 2.K) and shall be so constructed that,
when used to enclose a person,
 it shall redu e oth the o e ti e a d e aporati e heat loss fro the earer’s od .
 thermal protective aid shall function properly throughout an air temperature range -30°C to +20°C.
 WORN: permit the wearer to remove it in the water in not more than 2 min, if it impairs ability to
swim.
 cover the whole body of persons of all sizes wearing a lifejacket with the exception of the face.
Hands shall also be covered unless permanently attached gloves are provided;
 be capable of being unpacked and easily donned without assistance in a survival craft or rescue boat.
=======================================================================================

PYROTECHNIQUES
ROCKET PARACHUTE TYPE HAND FLARE TYPE BUOYANT SMOKE SIGNAL
Q 7: Explain about flares or pyrotechniques? How many u have to carry along with survival craft?
A 7:
There are main 3 types of pyrotechniques:
Rocket parachute type. ( 4 per life boat & life raft )
The rocket parachute flare shall:
 be contained in a water-resistant casing;
 have brief instructions or diagrams clearly illustrating the use of the rocket parachute flare printed
on its casing;
 have integral means of ignition;
 be so designed as not to cause discomfort to the person holding the casing
 when used in accordance with the manufacturer's operating instructions.
 The rocket shall, when fired vertically, reach an altitude of not less than 300 m.
 At or near the top of its trajectory, the rocket shall eject a parachute flare, which shall burn with a
bright RED color;
 burn uniformly with an average luminous intensity of not less than 30,000 cd;
 have a burning period of not less than 40 s;
 have a rate of descent of not more than 5 m/s; and not damage its parachute or attachments while
burning.
 Expire in 3 year from date of manufacture.
Hand Flare. ( 6 per life boat & life raft for F.G vessel for short voyage 3 pcs.)
The hand flare shall:
 have brief instructions or diagrams clearly illustrating the use of the hand flare printed on its casing;
 have a self-contained means of ignition;
 be so designed as not to cause discomfort to the person holding the casing and not endanger the
survival craft by burning or glowing residues when used in accordance with the manufacturer's
operating instructions.
 burn with a bright RED colour, 5-8 Nautical mile of visibility.
 burn uniformly with an average luminous intensity of not less than 15,000 cd;
 have a burning period of not less than 1 min;
 continue to burn after having been immersed for a period of 10s under 100 mm of water.
Buoyant Smoke Signal

The buoyant smoke signal shall:
 not ignite explosively when used in accordance with the manufacturer's operating instructions
 have brief instructions or diagrams clearly illustrating the use of the buoyant smoke signal printed
on its casing.
 emit smoke of a highly visible color at a uniform rate for a period of not less than 3 min when
floating in calm water;
 not emit any flame during the entire smoke emission time;
 not be swamped in a seaway;
 continue to emit smoke when submerged in water for a period of 10 s under 100 mm of water.
=================================================================================
Q 8: Explain about Walkie-Talkie or Two-way VHF radio telephone?

A 8:
As per solas requirement vessel
Between 300 to 500 GT= 2 no to be carried
Above 500 GT= 3 no to be carried.
 it can be continuously transmitting for 8 hrs and
stand by for 24 hrs.
 channel = 16 for ship to ship
channel = 06 for ship to aircraft
 Range of communication = 5 to 8 nautical mile
 It shall highly visible in color
 It have ON/OFF visual indication
 Water proof and buoyant
 Capable of single hand operation.

=================================================================================
Q 9: Explain about SART? Location of it? Functioning? Any indications where SART is kept?
A 9:
 A sea h a d es ue t a spo de “A‘T is the ai ea s fo lo ati g ships i dist ess o thei

survival craft.
 As per SOLAS min 2 no required onboard.
 SART has been made of Fiber reinforced plastic which can bear the prolonged sunlight and stays
unaffected by the sea water or oil.
 It is capable of self-floating free of survival craft.
 International ORANGE in color.
 SART is mounted in a mounting bracket which in turn is fixed to the bulkhead of ship.
 The SART operates in the 9GHz frequency band (i.e. 9.2 to 9.5 GHz) and generates a series of
response signals on being interrogated by any ordinary 9 GHz ship borne 3-cm X-band radar or
suitable airborne radar.
 SARTs can be either portable for use on board ship or carrying to survival craft and/or permanently
installed in the survival craft.
 The SART is activated manually so that it will thereafter respond when interrogated.
 When activated in a distress situation, a SART responds to radar interrogation by transmitting a
sig al hi h ge erates as a li e of lips ode o a radar s ree out ard fro the “ART’s positio
along its line of bearing.
 Displayed on the Radar-Plan Position Indicator (PPI), the spacing between each pair of dots will be
0.6 nautical mile.
 As the search craft approach as to within about 1 nautical mile of the SART, the blip dots will change
into wide arcs, and even become complete circles as the SART is closed and become continually
triggered.
 This is useful warning to the search craft to slow down.
 This distinctive and unique radar signal is easily recognized and is therefore much easier to spot than
a signal echo such as from a radar reflector.

 The SART also provides a visual or audible indication of its correct operation and will also inform
survivors when it is interrogated by radar.
 An audible beep will sound every 2 seconds when the SART is interrogated by a radar and every 12
seconds when no radar in sight.
 The SART should have sufficient battery capacity to operate in the standby condition for 96 hours
followed by a minimum 8 hours of transmission while being interrogated by radar.
=================================================================================
Q 10: What is EPIRB? How does it activate? What is HRU? How does it operate?
A 10:
 An EPIRB is a compact, buoyant, self-contained radio transmitter.
 As per SOLAS min 1 no to be carried and as per D.G shipping requirement on INDIAN vessel min 2
no to be carried.
 Battery storage life 5 year and weight 2 kg.
 It is located on the bridge wing attached with H.R.U.
 Capable of floating free and is automatically activated in the event of the ship sinking.
 Activated, it continuously emits a distinctive radio signal for a minimum of 48 hours.
 An Emergency Position Indicating Radio Beacon is used to alert search and rescue services in the
event of an emergency.
 it does this by transmitting a coded message on the 406.5 MHz distress frequency via satellite and
earth stations to the nearest rescue co-ordination centre.
 Some EPIRBs also have built-in GPS which enables the rescue services to accurately locate you to +/-
50 metres.
 406 MHz EPIRBs work with the Cospas-Sarsat polar orbiting satellite system, giving true global
coverage. There is an alert delay of about 45 minutes dependant on when the satellites come into
view on the horizon.
 The satellite can determine the position of your EPIRB to within 5km (3 miles). The coded message
identifies the exact vessel to which the EPIRB is registered. This information allows the rescue services
to eliminate false alerts and launch an appropriate rescue.
 GPS-enabled EPIRBs have a built-in transmitter which will typically alert the rescue services within 3
minutes and to a positional accuracy of +/- 50 metres (updated every 20 minutes) given a clear view
skywards.
 Some EPIRBs also have a secondary distress transmitter. This transmits on 121.5 MHz and is used for
"homing" purposes. When the rescue services get close, this allows them to direction find on the
signal. Some EPIRBs also have a high brightness LED flashing light that aids final visual location.
=================================================================================
Q 11: What is GMDSS ? in which SOLAS chap it will come?

A 11: GMDSS: GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM
 It will come in solas chap 5 ( Safety of navigation )
 It is located on bridge.
 It is main communication system of ship and all external communication through world is done by
GMDSS.
 It can be operated by MASTER and OFFICER in charge.
 There are 3 sets of GMDSS.
 By using this we can Mail, Satellite call, etc done.
=================================================================================

GENERAL LIFE SAVING APPLIANCES

LINE THROWING APPLIANCES

Q 12: Explain about Line throwing apparatus and tell me how much length it will cover?
Q 12 a: location of it?
A 12, 12 a:
Every line-throwing appliance shall,
 As per solas at least ONE pcs should be kept onboard.
 It s ha e ope hi h ill kept i a li de a d he li de is p opelled p essi g le e , ope ill
turned out from cylinder.
 be capable of throwing a line with reasonable accuracy;
 include not less than four projectiles each capable of carrying the line at least 230 m in calm
weather;
 include not less than four lines each having a breaking strength of not less than 2 kN;
 have brief instructions or diagrams clearly illustrating the use of the line-throwing appliance.
 The rocket, in the case of a pistol-fired rocket, or the assembly, in the case of an integral rocket and
line, shall be contained in a water resistant casing.
 In this apparatus spring is kept with high tension and when lever is pressed rope will comes out
from cylinder.
 Direction of this YELLOW colored cylinder is explode in direction of wind and at angle of 45 0 to
achieve max projectile path.
 In addition, in the case of a pistol-fired rocket, the line and rockets together with the means of
ignition shall be stowed in a container which provides protection from the weather.
 Kept on BRIDGE and with SAFETY PIN is provided to prevent accidental release of rope.
=================================================================================
BREATHING APPARATUS
Q 13: Tell about EEBD and its Location and minimum requirement onboard and how u will charge it
and how ling you can be used?
Q 13 a: New type of EEBD with its procedure to wear?
Q 13 b: Maintenance on EEBD
A 13, 13 a, 13 b:
EEBD: Emergency Escape Breathing Device
To know how many life jacket and location of jacket in
our ship plz he k our fire o trol a d safet pla
SOLAS REQUIREMENT:
 On cargo ship in accommodation min 2 & 1 spare

 In ECR 1
 Near workshop 1
 At each deck or platform 1
 It must be situated ready for use and easily visible.
 EEBD is to be located in easily visible areas of machinery spaces,
mostly in engine control room, workshop and near escape routes.
 Brief instruction for operation and usage is given with diagrams or
pictures.
EEBD includes the following:

 Cylinder: It consists of small cylinder carrying 2.5 litre oxygen, along
with a demand valve and low pressure alarm.
 Hood & face piece: Fresh air or oxygen comes inside the hood and the face piece, which are
connected to the cylinder through a demand valve.
 Clear window: A clear window is provided in the face piece and is made up of flame resistant material
for clear sighting and smooth escaping.
 Pressure indicator: to know the remaining pressure, and while you will charge to know the limit.
 it shall not be use for fighting the fires, entering into oxygen deficient voids or tanks, or worn by fire
fighters.
 It shall have service duration of at least 10 min.
 EEBD oxygen cylinder will charged with BREATHING AIR COMPRESSOR and suitable adopter will be
used to charge it, otherwise it may be charged by External Authority in Port.
Maintenance on EEBD
 Check indicator needle is in green zone, thus ensuring no leak has taken place. (Monthly)
 Keep the device case clean. (Monthly)
 Check and record expiry dates. Typically EEBD is valid for 15 years.
 Do not open EEBD. Use training piece for training purpose.
=================================================================================
Q 14: Explain about SCABA and how you will use in emergency?
Q 14 a: How you will pressure test for remaining air in bottle or how you will make alarm?
A 14, 14 a:
 A breathing apparatus normally known as the BA set or the SCBA (Self contained Breathing apparatus)
or CABA (Compressed air breathing apparatus) is an equipment used to supply fresh air for human

breathing when a person is entering any space where the atmosphere is a suspect and may not
support human life.
These include:
 When entering into an enclosed space
 When entering into a space to fight fire
The Self Contained Breathing Apparatus (SCBA) or Compressed Air Breathing Apparatus (CABA):
The equipment is designed on an open-circuit system. The exhaled air is discharged to the atmosphere and
the wearer of this apparatus gets his fresh air from the air cylinder attached to the equipment.
The equipment consists of:

 One or two cylinders containing air under pressure
 A harness to mount the cylinders on the back of the person.
 A respiratory system which incorporates a means of reducing the pressure of the air from the cylinder
and of supplying the wearer on demand with air according to his requirements, and
 A facemask attached to a demand valve, which maintains a positive pressure inside the mask at all
times.
The arrangement of a typical apparatus is as follows:
 The cylinders contain approximately 1240 litres of free air compressed to give approximately 31
minutes of full air usage time and 21 minutes of working duration under normal circumstances.
Please note that the usage time greatly varies from person to person and the workload the person is
performing.
 A reducing valve is connected after the cylinders to reduce the pressure to approximately about 4
bars. This pressure is further reduced by the demand valve, which is attached to the mask of the
wearer.
 The demand valve supplies air to the wearer when he inhales and closes when he exhales.

 An Exhalation valve releases the exhaled air from the facemask.

 When approximately 10 minutes of air is left (air cylinder pressure about 50 bar), a warning whistle
will sound continuously – warning the user that his air supply would soon be over and he has to move
out.
 This warning signal will sound continuously till the air in the cylinder is over.
 The facemask is made of moulded rubber with a series of adjustable rubber straps to secure it to the
head of the wearer and fitted with quick release arrangements.
 The user should have a good field of vision so that the wearer does not need to turn his head
constantly.
 A gauge is provided to indicate the pressure of the air in the cylinder.
 Spare cylinders should be provided for each set of breathing apparatus and a small air compressor to
charge these cylinders is provided.
If the facemask is dislodged whilst the wearer is in a smoky or toxic atmosphere, it is vital that the wearer
should hold his breath and immediately replace the dislodged mask. If for any reason, there is likelihood
of delay in doing so, the wearer should be evacuated to fresh air at the earliest, even though he may not
feel any ill effects from the few breaths of contaminated air, which he has been forced to inhale.
An approximate Consumption and duration table:
Degrees of work Air consumption Duration of Duration of cylinder

(Ltrs/minute) cylinder having 1800 ltrs
having 1200 capacity (minutes)
ltrs capacity
(minutes)
Resting 8 – 12 150 – 100 225 - 150
Light Work 12 – 20 100 – 60 150 – 90
Moderate Work 20 – 40 60 – 30 90 – 45
Heavy Work 40 – 60 30 – 20 45 – 30
Please note in the above table the total full duration is given. Reduce the safety margin from the above
table to get the working duration.
Nominal Working Duration = (fully charged cylinder capacity) ---- 10 minutes.

(40)

 Here we have taken an average consumption of 40 litres of air per minute being required by human
being when doing heavy work.
 Hence if we have a cylinder of 1200 litres capacity fully charged then
 Nominal working duration = 1200/40 = 30 minutes – 10 minutes (period for which the alarm whistle
will blow and time required for the wearer to get back to safe atmosphere) = 20 minutes.
ALARM TESTING: ( mostly surveyor asking this)

 Open cylinder valve.
 Line will pressurized with 200 bar pressure.
 Pressure gauge indicate 200 bar pressure.
 Close cylinder valve.
 Check pressure should not drop 10 bar in a minute.
 Now to make alarm test, operate demand valve and pressure will start to reduce from high
pressure line.
 When on pressure gauge the pressure will reach around 55/60 bar the alarm will sound.
 It will indicate that now you have only 8-10 min for escape.
 As soon as you heard sound, escape from that compartment.
Function Checks:
 Close cylinder valve.
 Breathe normally to vent system.
 During venting observe gauge - whistle alarm should sound at preset pressure of 55bar +/-5bar.
 When gauge indicates zero, hold breath. Face piece should hold onto face indicating positive seal.
 Open cylinder valve slowly, but fully to pressurize system.
 Inhale and hold breath. Unit must balance, i.e. no audible leak.
 Continue breathing. Expired air should easily flow out of exhalation valve.
 Press center of rubber cover on demand valve checking supplementary supply.
Note: If leak detected, open cylinder valve, readjust head harness and retest.
During Use:
 Cylinder pressure must not be less than 80% full.
 Check gauge reading regularly. Whistle will sound at 55 bar +/- 5 bar.
 When whistle sounds, exit and go to safe area, by shortest and safest route.
 Do Not remove equipment until in safe area, clear of hazard.

After Use:
 P ess eset le e to s it h Off positi e p essu e.
 Press and hold down the button and remove the demand valve.
 Removing mask: Insert index finger behind the tabs on the neck straps and press the buckles forwards
with thumb, pulling the mask forward off your face and then up and back over your head.
 Close cylinder valve and remove face piece.
 Unbuckle waist belt, lift shoulder strap buckles to loosen, remove equipment.
Maintenance on facemask:
Cleaning: The mask must be cleaned after every use. Do not use any organic solvents such as acetone,
alcohol etc.
Clean the mask with a cloth and lukewarm water mixed with all-purpose detergent. Rinse thoroughly under
running water.
Disinfecting: Disinfect mask after every use. Place mask in disinfectant bath. Only use approved
disinfectants. Excessive disinfectant concentrations and over-long disinfecting times can damage the mask.
Rinse thoroughly under running water.
Drying: Leave to dry in air. Maximum temperature 60°C. Keep out of direct sunlight.
Testing: The mask must be tested every time it has been used, repaired or serviced as per manufacturers
instructions.
Visual inspection of the speech diaphragm: The speech diaphragm and O-ring must be clean and
undamaged. If not, clean or replace.
Visual inspection of inhalation valve: The inhalation valve is visible in the mask connector. Check by blowing
into it that both wings of the valve disc move freely. Replace if seized.

Visual inspection of exhalation valve: Remove the protective cap from the connector. Press one arm of the
spring clamp inwards and remove the clamp. Hold valve disc by the nipple and lift out of guide. The valve
disc and seat must be clean and undamaged. Clean or replace if necessary. Moisten valve disc with water
and refit. When the seat is
horizontal, the valve disc must slide into the guide under its own weight. Fit spring clamp and spring so that
oth la p a s e gage at the sides. The la p is a ked L = left a d ‘ ight a d fits at a a gle.
Additionally requires following checks to be carried out:

 Every month the air bottles, bottle valves, reduction valve, intermediate hose, manometer, carrying
back plate, the lung demand regulator, the warning alarm for withdrawal, and the breathing mask
shall be examined and checked in accordance with the manufacturer's manual.
 Every year all valves, sealing and speech membranes shall be checked.
 Every second year the exhalation disc must be replaced. This should be done even if the mask has not
been used.
 Every five years the complete breathing apparatus shall be submitted to a major service check, which
should include a major overhaul of the reduction valves in an authorized workshop and a pressure
test of the air bottles.
 Pressure test of the air bottles shall be carried out by an approved service company.
 If an air bottle shows any sign of corrosion or if it has been exposed to damage or overheating it shall
be replaced instantly.
=======================================================================================
Q 15: Regulation about Life Raft? Carrying Capacity and Location on your ship?
Q 15 a: Thing to be carried in Life Raft?
Q 15 b: Launching Of Life Raft by all method (1) manually (2) Davit (3) auto?
Q 15 c: Marking on Life Raft?
Q 15 d: Safety on Life Raft?
Q 15 e: Maintenance on Life raft?
Q 15 f: Why only CO2 use for inflation of life raft why not any other?
Q 15 g: What is H.R.U and how it will work?
Q 15 h: Difference between fwd and aft life raft?
Q 15 i : Breaking strength of H.R.U, Weak link and painter?
A 15, 15 a, 15 b, 15 c, 15 d, 15 e, 15 f, 15 g,15 h, 15 i:
Friend this are the most favorite question of all surveyor, he can ask you anything from it.
There are mainly two type of Life raft,

(1) Inflatable (2) Rigid
SOLAS REGULATION:
 Inflatable life raft contain inflation cylinder which contain CO 2 Gas.
 CO2 gas containing small amount percentage of NITROGEN gas to act as an Anti-freeze,
 also CO2 is NON-FLAMMABLE and also weight is more than the AIR hence add buoyancy to
raft,
 freezing point of CO2 is -780 c, so it can inflate life raft even at -150 c.
 It shall be capable of being inflated by ONE person.
 NO life raft shall be Approved which has a carrying capacity of less than 6 person.
 The total mass of the life raft with its container and its equipment shall not become more than 180
kg.
 Inflation shall be completed within a period of 1 min at an ambient temp. of between 18 0 c to 200 c,
And within a period of 3 min at an ambient temp. of -300 c.
 A life raft shall be constructed so as to be capable of withstanding exposure for 30 days afloat in
any sea condition.
 A life raft shall be constructed so that when, packed in its container,

 it is dropped into the water from a height of 18 meter the life raft and its equipment are not
damaged.
 A life raft, when afloat, shall be capable of withstanding the number of jumps onto it equal to the
number of members of its complement, from a height of at least 4.5 m above its floor.
 A life raft and its towing patch shall be so constructed as to enable the life raft to be towed at a
speed of 3 knots in calm water when it is loaded with its full complement and equipment and one
of its sea anchors is streamed.
 Life raft shall be provide INSULATION against HEAT and COLD by means of either TWO layer of
material separated by an AIR GAP. Shall be provided to prevent accumulation of water in the AIR
GAP.
 It shall be provided with means to mount a Survival Craft RADAR TRANSPONDER at a height of at
least ONE meter above the SEA.
 Efficient PAINTER of length equal to not less than 15 m.
 A a uall o trolled La p shall e fitted to the TOP of the life raft CANOPY, the light shall e
hite a d e apa le of operati g o ti uosl for at least hrs. ith a lu i ous i te sit ot
less than 4.3 cd, in all direction of the UPPER HEMISPHERE, the flashes rate not less than 50 and
not more than 70 per minute.
Minimum carrying capacity = 6 person.
Location on ship = in forward ( 6 person )
At embarkation station in port and stbd side ( on my vessel 16 person )

Breaking Strength of Painter:
 15 KN for more than 25 person life raft permitted to accommodate.

 10 KN for 9 to 24
 7.5 KN for any how.
Equipment contain in LIFE RAFT as per SOLAS.

1) Mirror / Heliograph = 1
2) Sponges = 2
3) Buoyant paddles = 2
4) Hand Flares = 6
5) Rocket parachutes = 4
6) Smoke signals =2
7) EPIRB = 1
8) SART = 1
9) Food Ration = 500 gms/ person / days upto 3 days ( not less than 10000 kJ/each person )
10) Water = 500 ml / person / days upto 3 days
11) Knife = 1
12) Survival instruction booklet = 1
13) Topping Up pump and Bellow
14) Anti-sea sickness tablets = 50
15) Buoyant bailers = 2
16) Waterproof torch = 1
17) Daylight signaling lamp.
18) Radar reflector = 1
19) First Aid Kit in water proof case = 1 box

20) Fishing tackle = 1 set
21) Compass = 1
22) Sea Anchor = 2
23) Whistle = 1
24) Tin opener = 3
25) Thermal Protective aid = 2
MARKING ON LIFE RAFT CONTAINER as per SOLAS:

1) Make s a e o T ade a k
2) Serial number
3) Date when last serviced
4) Length of painter
5) Maximum permitted height of stowage above water line
6) Type of emergency pack enclosed
7) Date of manufacture ( month and year )
8) Capacity of life raft
9) Launching instruction
10) SOLAS
MARKING ON LIFE RAFT as per SOLAS:

1) Make s a e o T ade a k
2) Serial number
3) Date when last serviced
4) Date of manufacture ( month and year )
5) Name of approve authority.
SAFETY ON LIFE RAFT:

1) Pressure relief valve
2) Stabilizing pocket
3) Insulated canopy have Two layer.
LAUNCHING OF LIFE RAFT MANUALLY:

During drill or in case of any emergency when you have to lower the life raft, follow the procedure as
follow.
 First of all take out painter from life raft almost 80% of the total length.
 Now fasten it to ship side on deck and make sure it should not be loose.
 Now remove railing and clear the way for launch.
 Unfasten the ship hook from cradle,

 Two person will lift raft container from its cradle and thrown it to overboard ( make sure painter
point will be ship side)
 Now after thrown take out remaining painter from raft and after that give sharp pull, but until the raft
inflate ( Regulation says that it will inflate within 1 to 3 min depend on ambient temp )
 Now with the help of same painter pull it to ship side,
 Now lower the embarkation ladder or if height will low than jump into water, you can direct jump into
raft if the height will not be more than 4.5 m from water line, and also by using embarkation ladder
you can go down and jump it inside, or swim some distance and climb up in raft.( but if you are in
cold weather try to should not get wet, keep dry as possible as you can.)
 You must have to sit in order wise means face by face, to not be unbalance of raft,
 Have to take SART and EPIRB along with you.
 After all person get inside head count must be taken,
 Now immediately cut the painter by using knife, and using paddle or sea anchor get clear the ship (
bcoz as ship will start to sink there will be low pressure create in water near by area of ship and
your raft will be possible to imbalance)
NOTE: if your raft will inflate up side down so in raft you have RIGHTING STRAP, so climb up on CO2
cylinder and pill it in the same direction of wind, means your face must be opposite to wind, so wind will
be help you to make it stable.

LAUNCHING LIFE RAFT IN AUTO MEANS WHEN SHIP WILL SINK AND H.R.U WILL ACTIVE:
 Once ship started to sink, and when it will sink upto 4 meter the water pressure will activate sharp
knife in H.R.U
 It will cut the securing rope around the canister or container of the raft, and now raft will float free.
 Now ship will further sink, the painter line will stretched and it will inflate the raft.
 Now due to increase in buoyancy will break the Red weak link around 2.2 KN± 0.4 and life raft will
be on surface of water now.
NOTE: life raft located in forward will be only inflate manually, it do ’t ha e H.R.U a d its perso arryi g
capacity also 6 person, and life raft located in midship means at embarkation station it have maximum
capacity and can be launched by manually, by davit and by H.R.U. So these are the main difference
between fwd and aft life raft.


LAUNCHING LIFE RAFT BY DAVIT :

 Launching life raft by davit make sure always you keep maintaining davit mechanism.
 Fi st ou e o e ship s ha d ail o gate.
 Unlash the container for launch, REMEMBER INBOARD mark should be ship side.
 Lower davit hook and make it lock with lifting shackle.
 Secure canister or container lines outboard.
 Secure bowsing line.
 Pull out approx 5-6 meter of painter line.
 Make sure before lifting that hook and brake lanyard are inboard.
 Secure painter line.
 Now pull full length of painter.
 Now lift the life raft canister upto some height.
 Now pull the painter and give sharp pull to inflate life raft.
 Make sure the opening of canopy means access should be ship side.
 Now secure the life raft.
 Now one person will go inside to make some check ( make sure you should not wear Sharpe edge
shoes or heels )
 Collect SART and EPIRB.
 Now go inside life raft and seat evenly.
 Now release bowsing line and pass to raft.
 Check launching area is clear.
 Lower the raft using brake release.
 You can operate hook release 1 m above the water or allow the raft to touch the water and load
will reduce from hook and it will release it self.
 Now cut painter and use sea anchor or paddle to clear the area immediately.
=======================================================================================

Q 16: Regulation about Life Boat? Carrying Capacity and Location on your ship?
Q 16 a: Thing to be carried in Life Boat?
Q 16 b: Launching Of Life Boat by all method (1) Davit?
Q 16 d: Marking on Life Boat?
Q 16 e: Safety on Life Boat?
Q 16 f: Maintenance on Life Boat?
Q 16 g: difference between Tanker Life boat and cargo life boat?
Q 16 h: life boat engine not starting checks?
Q 16 i: What is Dead a ’s ha dle? Ho you ill use it?
A 16, 16 a, 16 b, 16 c, 16 d, 16 e, 16 f, 16 g, 16 h, 16 i:
There are three types of lifeboats used on merchant vessels:

 Open Lifeboat:
As the name suggests, the open lifeboat has no roof and is normally propelled by manual
power by using hand propelled ores. Compression ignition engine may also be provided for the
propulsion purpose. However, open lifeboats are becoming obsolete now because of stringent safety
norms, but one may find them on older ship.
The ope life oat does t help u h i ai o ad eathe a d the possi ilit of ate i g ess
in the highest.
 Closed lifeboat:
Closed lifeboats are the most popular lifeboats that are used on ships, for they are enclosed
which saves the crew from sea water, strong wind and rough weather. Moreover, the water tight
integrity is higher in this type of lifeboat and it can also get upright on its own if toppled over by
waves. Closed lifeboats are further classified as – Partially enclosed and fully enclosed lifeboats.
 Free fall life boat:
Free fall lifeboat is similar to an enclosed lifeboat but the process of launching is entirely
different. They are aerodynamic in nature and thus the boat can penetrate the water without
damaging the body when launched from the ship. The free fall life boat is located at the aft of the
ship, which provides a maximum clear area for free fall.
Solas Regulations of lifeboat.

 Each lifeboat shall be fitted with a certificate of approval, endorse by the administration containing
atleast following items:
-Ma ufa turer’s a e a d address
- Lifeboat Model & serial number.
-Month and year of manufacture
- No. of persons approved to carry.

 All lifeboat shall be of sufficient strength to :

-Enable them to safely launch when fully loaded with their full complement of person and
equipment.
-Be capable of launched and towed when a ship is making headway at a speed of 5 knots in
calm water.
 Except for free fall, each other lifeboat to be launched by falls shall be of sufficient strength to
withstand when loaded with its full complement of person and equipment and with applicable skates
or fenders in position, a lateral impact against ship side at an impact velocity of atleast 3.5m/sec
and also a drop into water from a height of atleast 3mt
 A lifeboat shall not carry more than 150 persons.
 The size, number and the capacity of the lifeboat for a merchant vessel is decided by the type of the
ship a d u er of ship’s re , ut it should ot e less the . i le gth a d i i u t o
lifeboats are provided on both side of the ship (port and starboard).
 The requirement for lifeboat of a cargo ship with 20,000 GT is that the boat must be capable of
launching when the ship is heading with a speed of 5 knots.
 The ship must carry one rescue boat for rescue purpose along with other lifeboats. One lifeboat can
be designated as a rescue boat if more then one lifeboat is present onboard ship.
 The gravity davits must be hold and slide down the lifeboat even when the ship is heeled to an
angle of 15 degree on either side. Ropes are used to hold the lifeboat in stowed position with cradle.
These ropes are called gripes.
 The wires which lift or lower the lifeboat are known as falls and the speed of the lifeboat descent
should not be more then 36m/ min which is controlled by means of centrifugal brakes.
 The hoisting time for the boat launching appliance should not be less then 0.3 m/sec with the boat
loaded to its full capacity.
 The Life oat ust e pai ted i i te atio al ight o a ge olo ith the ship s all sig p i ted o it.
Regulation for lifeboat engine.

 Lifeboat shall be powered by a compression ignition engine. No life boat engine can be used if the fuel
used in it has a flash point of 43 degree C or less.
 The lifeboat engine can either be two stroke or four-stroke type, and can be started either by hand
or by power.
 The engine can be capable to operate when life boat be flooded upto waterline of crankshaft.
 Power starting can be by using accumulator batteries or hydraulic.
 In power starting, normally two independent rechargeable energy sources are provided. However,
any starting method should be capable of starting engines at 15 degrees C of ambient temperature
within two minutes of commencing of starting procedure.

 The engine power is transmitted to propeller through gearbox. The gearbox is capable of disengaging
the engine as well as engaging in either ahead or astern direction.
 The exhaust pipe outlet is located well clear of waterline.
 Engine should be capable of operating for not less than 5 minutes after starting from cold, with
lifeboat out of water.
Neptha or Butane spray is injected in air filter to start from cold condition
 A fully loaded lifeboat in calm water has an engine speed of 6 knots and enough fuel for 24 hours.
When towing the biggest liferaft it makes good a speed of at least 2 knots for 25 person.
 Before lowering lifeboat, battery-charging connection should be disconnected, if provided.
Regulation for the life boat hook:

 For ship built after 1st Jan 2014 to provide hook stability the release mechanisum shall be designed
so that when it is fully in the close position.
 The weight of the life boat does not cause any force to be transmitted to the operating mechanism.
 Locking device shall be designed that they can not turn to open due to forces from the hook load.
 If a hydrosyatic interlock is provide, it shall automatically reset upon lifting the boat from the water.
Specialty of Tanker lifeboats.

 Self rightening, fully enclosed.
 Self-contained air system (Oxygen bottle)
 Fire protected lifeboat (Sprinkler system)
Equipment contain in LIFE Boat as per SOLAS.

1) Boat hook =2
2) Buoyant oars = sufficient
3) Mirror / Heliograph = 1
4) Sponges = 2
5) Buoyant paddles = 2
6) Hand Flares = 6
7) Rocket parachutes = 4
8) Smoke signals =2
9) EPIRB = 1
10) Food Ration = 500 gms/ person / days upto 3 days ( not less than 10000 kJ/each person )
11) Water = 500 ml / person / days upto 3 days
12) Knife = 1
13) Survival instruction booklet = 1
14) Topping Up pump and Bellow =1

15) Anti-sea sickness tablets = 50

16) Buoyant bailers = 2
17) Waterproof torch = 1
18) Daylight signaling lamp.
19) Radar reflector = 1
20) First Aid Kit in water proof case = 1 box
21) Fishing tackle = 1 set
22) Compass = 1
23) Sea Anchor = 1
24) Whistle = 1
25) Tin opener = 3
26) Thermal Protective aid = 2
27) First aid kit =1
28) Buckets =2
29) Painter line = 2 uptp 15 m
30) Tools =set
Safety on Davit:
1) Dead hook handle
2) Harbor pin
3) Winch upper limit switch
4) Drum brake
5) Release gear hook ring
6) Winch brake counter weight.
MARKING on LIFE BOAT as per SOLAS ( in ROMAN alphabet)

1) Name of ship
2) Maker name and trade mark
3) Serial number
4) Port of registry
5) IMO number
6) Call sign
7) Carrying capacity
8) Life boat dimension
MAINTENANCE and weekly checks.

 The engine should be trial out weekly.
 Propulsion has to be checked both fwd and astern side.
 Battery checks by electrical officer and is be changed every 2 year.

 Mechanical linkage and electrical equipment of launching gear are checked including lubrication.
 Cleaning of limit switch of davit.
 According to SOLAS weekly the life boat will be lower upto embarkation ladder and all davit
mechanisum is inspected and checked.
 Winch type hand operated brake will go static and dynamic test.
 Life boat should be launched once in 3 month and go for round in order to ensure proper
functioning of life boat.
 In life boat to prevent this O2 cylinder to provided, so it is released when life boat passes through
fire.
Lifeboat engine is not Starting, Checks on it.

 Empty fuel tank.
 Incorrectly attached fuel supply hose.
 Damaged fuel supply hose.
 Defective fuel pump.
 Contaminated fuel.
 Improper starting procedures.
 Faulty, spoiled or incorrect positioning of spark plug(s).
 Improper maintenance.
 Emergency shut off de-activated.
 Undercharged starter battery.
 Loose electrical connections.
 Bad ignition coil.
 Defective starter motor
Launching of life boat:

 One person goes inside the Life Boat and passes the end of toggle painter and plugs the drain.
 Check all lifeline and falls are clear of Life Boat.
 Make fast the other end of toggle painter on a strong point forward of the ship.
 Remove forward and aft gripes and both person stand by for passing bowing tackle and tricing
pendant.
 Remove harbour safety pin.
 Make su e the ship s side is f ee of e e thi g, o ate o ga age is the e.
 No , o e pe so lift s the Dead a s handle slowly which releases the brake.
 The boat along with cradle sides downward till it comes to the embarkation deck.
 By pulling tricing pendant , bring it alongside the embarkation deck.
 Persons embark inside the boat.

 Now, tricing pendant is removed and the whole load comes on falls.
 No , oat is further lo ered ith Dead a ’s ha dle.

Note: dead a ’s ha dle is othi g ut a si ple ha dle hi h a e operate e e y o ly o e perso to

lower the life boat from inside.As soon as the boat comes around 1meter above the sea-water, it can be
released.
Surveyor asking some time as an engineer what is your checks while Lowering life boat:
 before lower life boat check battery is properly charged.?

 Rudder is turning on both port and stbd side.
 Check fuel tank, fuel pipe, lube oil level.
 Check air bottle pressure.
 Ensure engine running in both direction means fwd and astern.
 Electrical connection checks.
 Condition of bilge pump and plug.
 Check all tools are in tool box.
 Check shaft sealing.
Off load mechanism:

 The off load mechanism releases the boat after the load of the boat is transferred to water or the
boat has been lowered fully into the sea.
 When the boat touches the surface of water, the load on the fall and hence the hook releases and
due to its mechanism the hook detaches from the fall. If the detachment dose not takes place, any
of the crew members can remove the hook from the fall.
 Most of the times the offload mechanism is manually disengaged in case of malfunction; however, in
case of fire, it is dangerous to go out and release the hook.
On load mechanism:
 On load mechanism can release the lifeboat from the wire, with the ship above the water level and
with all the crew members inside the boat.
 The load will be still on the fall as the boat would not have touched the water. Normally the height
of about 1 m is kept for the on load release, so that the fall is smooth without damaging the boat
and harming the crew inside.
 A lever is provided inside the boat to operate this mechanism. As the lever is operated from inside, it
is safe to free the boat without going of the out lifeboat, when there is a fire on ship.

FREE-FALL life boat:

Free-fall lifeboats shall comply with the requirements of totally enclosed lifeboats described above.
 The carrying capacity of a free-fall lifeboat is the number of persons that can be provided with a seat
without interfering with the means of propulsion or the operation of any of the lifeboat's equipment.
 The width of the seat shall be at least 430 mm. Free clearance in front of the backrest shall be at least
635 mm. The backrest shall extend at least 1,000 mm above the seat pan.
 Each free-fall lifeboat shall make positive headway immediately after water entry and shall not come
into contact with the ship after a free-fall launching against a trim of up to 10° and a list of up to 20°
either way from the certification height when fully equipped and loaded with:
 its full complement of persons;
 occupants so as to cause the centre of gravity to be in the most forward position;
 occupants so as to cause the centre of gravity to be in the most aft position;
 its operating crew only.
 Each free-fall lifeboat shall be of sufficient strength to withstand, when loaded with its full
complement of persons and equipment, a free-fall launch from a height of at least 1.3 times the free-
fall certification height.
 Each free-fall lifeboat shall be fitted with a release system which shall:
 have two independent activation systems for the release mechanisms which may only be operated
from inside the lifeboat and be marked in a color that contrasts with its surroundings;

 be so arranged as to release the boat under any condition of loading from no load up to at least
200% of the normal load caused by the fully equipped lifeboat when loaded with the number of
persons for which it is to be approved;
 be adequately protected against accidental or premature use;
 be designed to test the release system without launching the lifeboat;
 be designed with a factor of safety of 6 based on the ultimate strength of the materials used.
In addition to the requirements for fully enclosed lifeboat certificate of approval for a free-fall lifeboat
shall also state:
 free-fall certification height;
 required launching ramp length; and
 launching ramp angle for the free-fall e tifi atio height…………………..

“o Frie d these are all a out LIFE “AVING APPLIANCE , I hope you ill u dersta d easily a d if you
have any doubt just go through the L.S.A code book, or any reference if you have. I just share what I know
from my side.
Corre tio A epted
In next page you have FIRE FIGHTINHG APPLIANCE, PORTABLE , FIXED, DETECTOR, you all have CO 2
fixed fire fighting system onboard, and surveyor most most most important topic also this. I will try to
explain each and every thing, also about sprinkler, hypermist, fire main and some amount of Foam.

ORAL QUESTION WITH ANSWER
**MEO CLASS 4 SAFETY( COSCPOOL) ORAL PREPARATION FILE PART 2*
SECTION : 2
Q 17: Explain FIRE FIGHTING APPLIANCE?
A 17:
Other critical
Portable Exti. Fixed Exti Fire man's outfit appliances
SCABA set emergency Gen.

CO2 CO2 gas
water proof heat
emergency air
resistance
protective clothing comp.
water Electrically non-
emergency air
conductive boots
sprinkler and gloves bottle.
water
emergency fire
Rigid Helmet
pump
Fire main
Axe with insulated Quick closing
handle valve
mechanical
Foam High-Low
expansion Fire proof life line B.A. compressor
foam
Belt for carrying International
the auxiliary shore coupling
D.C.P Hyper mist Battery operated Fire plan &
safety lamp Muster list

Remote stops for F.O pumps Semi Portable CO2 Semi Portable DCP
Fire a ’s outfit Fire Alarm Quick closing valve

Q 18: Class of Fire explain?

A 18:
ON CLASS A (CARBONANCEOUS)= USE WATER MOSTLY
ON CLASS B ( OIL FIRE ) = USE FOAM, D.C.P., CO2
ON CLASS C ( GAS, CHEMICAL FIRE ) = USE D.C.P
ON CLASS D ( METAL FIRE ) = USE D.C.P
ON ELECTRICAL FIRE = USE D.C.P AND CO2
1. STARVATION: Cutting of FUEL.

2. SMOTHERING: Separating the FUEL from the OXIDANT.
3. COOLING: Lower the TEMPERATURE, usually with water.
4. INHIBITION or RETARDATION OF THE COMBUSTION REACTION: Removal of
MOLECULAR Chain Reaction.
=======================================================================================
PORTABLE FIRE EXTINGUISHER

Q 19: Explain in Detail about all Portable extinguisher (mostly surveyor asking about CO2 and
D.C.P )with cross section of it.?
Q 19 a: Solas Regulation regarding portable extinguisher?
Q 19 b: Weekly, monthly and Yearly maintenance on it?
Q 19 c: Weighting of extinguisher? How you will do it?
Q 19 d: Marking on portable extinguisher?
Q 19 e: Ho ou ill use foa e ti, a d if ou do ’t fou d vertical surface how you will
extinguish fire?
A 19, 19 a, 19 b, 19 c, 19 d, 19 e:
Solas Regulation:
 Accommodation, Service space, and Control station shall be provided with P.F.E (portable fire exit.)
of appropriate type and in sufficient number to the satisfaction of the Administration.
 Ship of 1000 GT and above have at least 5 P.F.E.
 Total weight shall not more than 23 Kg, and capacity of fluid not less 9 ltr and not more 13.5 ltr.
 One of the P.F.E intended for use in any space shall be stowed near the entrance to that space.
 CO2 P.F.E shall not be use in Accommodation.
 P.F.E shall be situated ready to use at easily visible.

 P.F.E shall be provided with Device which indicate whether they been used .?
 Spare charge shall be provided for 100% of the first 10 exti. And 50% of the remaining P.F.E
capable of being recharge on board. But not more than 60 total spare charge are required.
 Fore P.F.E which cant recharge on board additional P.F.E of the same quantity, type, capacity shall
be provided lieu of spare carge.
WATER TYPE ( SODA ACID TYPE) P.F.E
 Working principle on =COOLING effect

 Use= Carbonaceous Type A fire
 Safety= Relief hole and Safety pin
 Body= Solid drawn steel and internally Zinc coated
 Contain= CO2 74 mg ( it will different as per weight and capacity of
cylinder) at 36 bar pressure
Water 9 ltr minimum
 Duration of working = 6 meter jet length for 60 second
Working:
 Carry exti. Nearby the fire.
 Keep exti. Towards the fire.
 Remove safety pin and strike plunger to pierce the CO2 cartridge.
 When it will pierce the pressure created on the upper part of the container and water from the dip
tube will pass and thrown as a Jet spray.
Maintenance:
Weekly Monthly Yearly
 Check exterior, clean  Check internal  Pressure tested at 35 bar
exterior.  Check gas cartridge before recharging.
 Check nozzle outlet and  Check plunger
clean  Check spring
 Check relief hole and clean  Weighting of the cylinder
it.

MECHANICAL FOAM TYPE
 Working principle on =SMOOTHERING effect

 Use= Volatile petroleum, paint, oil Type A, B fire
 Safety= Relief hole and Safety pin
 Contain= CO2 74 mg ( it will different as per weight and capacity of cylinder) at 36 bar
pressure
A.F.F.F = 97 % and WATER= 3%
 Duration of working = 6 meter jet length for 60 second
Working:
 Carry exti. Nearby the fire.
 Keep exti. Towards the fire.
 Remove safety pin and strike plunger to pierce the CO2 cartridge.
 When it will pierce the pressure created on the upper part of the container and water from the dip
tube will pass and thrown as a Jet spray.
NOTE:
 do not allow foam to strike on the surface of burning liquid.
 Direct the foam to some nearly vertical surface so that the foam runs down the side and
blanket the liquid.
 If ou do ’t fou d a erti al surfa e tha it ad isa le to keep the dista e su h that the
discharge from the extinguisher will fall gently on the liquid surface.
 Use same manufacture for refills and if you using pre- i t pe fluid tha DON’T INCREA“E
or DECREASE the proportion of the fluid bcoz it will affect the efficiency of the extinguisher.
Maintenance:
 Check exterior, clean  Check internal  Pressure tested at 35 bar
exterior.  Check gas cartridge before recharging.
 Check nozzle outlet and  Check plunger
clean  Check spring
 Check relief hole and clean  Weighting of the cylinder
it.

CO2 TYPE
 Use= oil, electrical, petroleum product, gaseous
substance under enclosed space, Type B
 Safety= control valve or safety valve, pressure
relief device and Safety pin
 Discharge hose= NON-conductive material
 Contain= CO2 4.5 kg ( it will different as per
weight and capacity of cylinder) at 53 bar
pressure
 Duration of working = 3 to 4 meter length for 20
second
 Pressure tested= 210 kg/cm2 prior recharge
 Recharge= only at shore and when weight reduced
10% and more.
 Storage= should be at least 750 mm above the
floor level, it should not placed where it likely to gain heat from surrounding equipment or
process.
Working:
 Carry the extinguisher near the place of fire.
 Remove the safety pin.
 Direct the hose at the base of fire, starting one edge and sweeping across the surface on burning
material.
 When use in open air the operator should stand up the UP-WIND side of the fire.
 Fire on electrical equipment , first SWITCH-OFF the current supply.
Maintenance:
 Check exterior, clean  Weighting of the cylinder,  Pressure tested at bar 210
exterior. if 10 % less than send to kg/cm2 before recharging.
 Check hose outlet and shore
clean

Friend this picture will show you how to do weighting of extinguisher. Which I did on my vessel.
DRY-CHEMICAL POWDER TYPE

 Use= oil, electrical, petroleum product, gaseous substance under
enclosed space, Type A,B,C,D and electrical also.
 Safety= Safety pin, Relief hole,
( in picture it will not show the inner container but there will be
inner container for CO2 cartridge bcoz Sodium Bicarbonate will
get freeze when it will come in direct contact with CO2 bcoz CO2 is
cool gas )
 Contain= inner shell:CO2 60 mg ( it will different as per weight
and capacity of cylinder)
Outer shell: 4.5 kg of D.C.P powder
DCP powder contain mixture of
SODIUM BICARBONATE + MAGNESIUM STEARATE
NaHCO3 + Mg ( C18 H35 O2 )2
 Duration of working = 3 to 4 meter length for 20 second
 Pressure tested=35 kg/cm2 prior recharge once in 3 year

WORKING:
 carry the extinguisher to the place of fire and keep it upright.
 Remove the safety pin and strike plunger.
 CO2 will escape to main shell and push out powder in the foam of FOG.
 When using outdoor the extinguisher operate upwind side of the fire for better range.
Maintenance:
Weekly Monthly Yearly 3 Yearly
 Check exterior,  Check internal, check  1/3rd of the  As per IMO
clean exterior. powder for any total Pressure tested at
 Check pressure choking effect. number of 35 bar before
indicating needle it  Check gas cartridge extinguisher recharging.
should be in green  Check plunger should be
zone.  Check spring put into
 Check nozzle outlet  Extinguisher must be operation
and clean inverted once in for
 Check relief hole month to avoid evaluating
and clean it. choking of powder their
 Weighting of the satisfactory
cylinder performance
NOTE: MAGNESIUM STEARATE use for the purpose that it will not allowed to choking effect in powder.
But if choking will be there remove and replace with fresh charge.
MARKING ON EXTINGUISHER: (as per FSS code)

 Name of manufacture
 Type of fire for which the extinguisher suitable.
 Quantity and Type of extinguishing medium.
 Approval detail
 Instruction for use and recharge
 Year of manufacture
 Temperature range over which the extinguisher
will operate
 Test pressure

SEMI-PORTABLE TYPE
SEMI PORTABLE EXTINGUISHERS :

 Types: CO2, Dry Chemical Powder & Mechanical
Foam
 Propellant: Externally fitted CO2 cartridge.
 Capacity: 55 liters / kg ( will be different )
 Discharge Mechanism: 15 meters Hose-reel type
 Period of discharge duration: Maximum 3 minutes
 Head Assembly: Brass with tell - tale hole relief
system.
 CO2 cartridge operating lever equipped with safety
pin.
 Maintenance: Weekly physical inspection & Annual
complete servicing.
 Location: CO2 adjacent to MSBD
DCP & Foam Boiler & Purifier Rooms
=======================================================================================
Q 20: Explain Detector type? Working of it?

Q 20 a: Regulation regarding detector?
Q 20 b: location of it?
A 20, 20 a, 20 b:
HEAT DETECTOR SMOKE DETECTOR FLAME DETECTOR
FIXED TEMP BIMETAL IONIZATION TYPE

STRIP TYPE INFRA RED TYPE
RATE OF RISE TEMP

TYPE LIGHT OBSCRUCTION
TYPE
FUSIBLE LINK TYPE
ULTRA VIOLET TYPE
LIGHT SCRATTER TYPE
FUSIBLE ALLOY TYPE

HEAT DETECTOR:
Location: Mai l i purifier roo , ear oiler platfor , arou d M/E, A/E, ear i i erator et …
Position: located on the overhead shall be minimum distance of 0.5 m away from bulkhead, except in
corridor, lockers and stairways.
Operate: operate before the temp exceeds 780 c but not until temp rise 540 c when the temp rise the
those limit at a rate less than 10 c per minute.
Regulation required:
 Max floor area per detector: 37 m2
 Max distance a part between centre: 9 m
 Max distance away from bulkhead: 4.5 m
Power supply: from MSB, ESB and TRANSITIONAL BATTERY.
Friend, surveyor asking to draw detector so u can draw this simple and easy detector. I found this theory
in SCI booklet when I went for AFF course so the diagram and theory is simple and easy to understand. If
u want to read more just go through SCI AFF course manual.
(1) Bimetal type: in this type there will be a bimetal strip, alarm and power supply connection are there
as in picture. In normal condition strip will not be band but in case of fire occurs the strip will start
to band and it will touch the point and circuit will close , so current will flow through it and it will
rise the alarm. It will take some time to come in natural position becoz of the property of bimetal.
Working range is from 550 c to 1600c .
(2) Fusible link type: the principle is the same once it will close the circuit it will rise the alarm. In this
type there is fusible link connection together, when fire occurs it will disconnect and one of the
connection will touch the plate and the circuit will close and alarm will sound.
Working range is from 550 c to 1800 c.
(3) Rate of rise temp pneumatic type: in this type inside the casing of detector atmospheric air is there,
when fire occurs the air will get expand due to heat and the upper part of detector have diaphragm
will get expand also and it will touch the plate and circuit will close and rise the alarm.
Working range is from 570 c to 820 c.


SMOKE DETECTOR
Location: a pla es like a o odatio stair a s, ECR, ridge, argo spa e, arou d a hi er et …..
Position: located on the overhead shall be minimum distance of 0.5 m away from bulkhead, except in
corridor, lockers and stairways.
Operate: operate before smoke density exceed 12.5% obscuration per minute, but not until 2%.
Regulation required:
 Max floor area per detector: 74 m2
 Max distance a part between centre: 11 m
 Max distance away from bulkhead: 5.5 m
Power supply: from MSB, ESB and TRANSITIONAL BATTERY.
(1) Ionization type: in this type detector have positive and negative charge plate in container. A positive
ions attracted to negative plate and vice versa. The movement of ions between the plates reduce
resistance of the air , so small current flow in the circuit. The small current is amplified so it can be
readily monitored. In fire, smoke particle entering in chamber become attached and reduction of
ions flow will increase resistance and current falls down. Amplifier senses and monitored when it
will below value it will give alarm.
(2) Light obscuration type: it work on photo electric cell principle, in normal condition light source will
focus on P.E.C but when fire occurs and smoke will enter in container the reduction of light source
on to the P.E.C will rise the alarm.
(3) Light scatter type: it work on the opposite to obstruction type, when light source will focus on the
P.E.C it will give alarm.


=======================================================================================

FIXED FIRE FIGHTING SYSTEM

Friend this is the most important section in SAFETY oral, All of the surveyor asking you at least ONE main
question from this section and if you will not give proper answer, most of the surveyor will fail you
surely.
The most favourite question from surveyor is CO2 fixed system for all student and those who sail on
tanker he will ask you Foam system also. He can ask you any thing from this.
So let start with main important topic of all surveyor:
CO2 FIXED FIRE FIGHTING SYSTEM

Q 21: Draw CO2 fixed system? Explain it?
Q 21 a: Regulation of this system?
Q 21 b: Safety on this System? Explain about fire into E/R and P/R, what is your action?
Q 21 c: Regulation Regarding CO2 Room? Safety in CO2 Room?
Q 21 d: Function of Master Valve?
Q 21 e: Calculation Of CO2 bottle? What you mean by 0.56 in calculation?
Q 21 f: Weighting of CO2 bottle?
Q 21 g: Maintenance on CO2 system?
A 21, 21 a, 21 b, 21 c, 21 d, 21 e, 21 f, 21 g:
Principle of this system : SMOOTHERING and COOLING, reduce O2 %

Regulation:
 First of all Solas regulation says that the ship which has MACHINARY SPACE of category A class 500
m3 and above volume required additional fixed fire fighting system.
 Requirement that 85 % of the CO2 gas is released into the space within 2 min of the actuating the
system release.
 CO2 bottle are SOLID DRAWN steel, hydraulically tested @ 228 bar.
 CO2 bottle should not stored where the temp exceed 55 0 c.
 CO2 bottle pressure normally about 52 bar and it will varies with temp.
 CO2 bottle content are checked by RADIO ACTIVE ISOTOPE GUN level indicator or WEIGHTING.
 In CO2 bottle head assembly the Bursting Disc are designed to rupture @ 177 bar pre produced by
a temp pf about 630 c.
 syphon tube in bottle ensure that liquid is discharged from the bottles.
 Without syphon tube the CO2 would evaporate from the surface giving a very slow discharge rate
and taking latent heat, would cause the remaining CO2 in bottle to freeze.
 Once you relese CO2, it will reduce the O2 in the space to less than 15 % to extinguish fire.


CO2 ROOM REGULATION:

 The storage room should be used for no other purposes.
 If the storage space is located below deck, it should be located no more than one deck below the
open deck and should be directly accessible by a stairway or ladder from the open deck.
 Spaces which are located below deck or spaces where access from the open deck is not provided,
should be fitted with a mechanical ventilation system designed to take exhaust air from the bottom
of the space and should be sized to provide at least 6 air changes per hour.
 Access doors should open outwards, and bulkheads and decks including doors and other means of
closing any opening therein, which form the boundaries between such rooms and adjacent enclosed
spaces, should be gas tight.
 Room temp should maintain below 550 c.
 Room should have a minimum clear height of 2.4 m to provide the mounting of manifold and
weighting the cylinder.
CO2 bottle assembly
250 bar pressure gauge Blow through valve Master valve

CO2 leak alarm Exhaust or ventilation fan at bottom floor
 if fixed extinguishing medium stored outside a protected space, it shall be stored in a room which is
behind FWD collision bulkhead.
Safety on CO2 system:

 Trip switch: control cabinet have special trip switch for ventilation trip and sound CO 2 alarm.
 As soon as you open cabinet it will trip ventilation and sound alarm.
 Master valve: on main manifold line which is going to M/C space or Cargo space will have this valve.
 It will not allowed to release CO2 in ant of the space in case accidentally release.
 Relief valve: it will located on at the end of manifold.

 if manifold pressure will exceed the relief valve will lift up into ATM,
 Safety pin : it will be provided into bottle head assembly, u can see into picture what I put just
above .
 It will function like to do ’t allo ed to a ide tall le er to operate, a d for a uall
operation u have to take it out and operate the lever.
 Bursting disc: it will also into bottle head assembly.

 It will burst when the pressure into bottle exceed @ 177 bar along with the temp
around the bottle reach 630 c.
 Non-return check valve: as I mentioned into my CO2line diagram, it will located between bottle and
Manifold.
 Function of it is act as a non return and when you blow the system along with
manifold it want allow to service air will pass through it, and if u have fire in Cargo
hold or any one place where u need only few bottle to extinguish the fire, so once u
operate system the manifold will fully pressurized but it want allow to open the
another bottle after operating pilot cylinder.
 CO2 leak alarm : the most of the surveyor want to hear this safety from you. As I saw you in my
picture
 It will located on the manifold.
 It will work @ 4 bar pressure, it like a pressure switch, if any of the CO 2 bottle will leak
so pressure into the manifold will be increase and as you know CO 2 is stored @ 52 bar
pressure so a small leak will also create a high pressure in to manifold once the
manifold pressure will reach @ 4 bar it will sound alarm, and by this safety switch you
ill o e to k o that there is a leak i to a og the ottle, ut u do ’t k o hi h
one it is?
So now you have to found the leak bottle? Now the question is how?
 Simple once u got alarm at least 2 person will go to outside the CO 2 room.
 Start the ventilation and stay outside for some time.
 Carry proper communication equipment with you.
 Now after some time the space will be properly ventilated, go inside the room.
 Now the main thing how u can identify?
 So start from the first bottle by physical touch by your hand, if any of the bottle leak the
bottle is much cooler than the other.
 Mark on the bottle and check another.
 After u finished all of them, u can come to know how many of them is leak.
 Pipe work solid drawn mild steel & galvanized to protect against corrosion.
Safety in CO2 room:

 Room is fully insulated
 Proper ventilation provided
 Room access door open outward

 It should not be use for any other purpose.

 All near by compartment should be gas tight.
Required CO2 cylinder calculation:
On my vessel I have
 For E/R = 201 cylinder
 For Purifier room = 7 cylinder
 In Spare = 4 cylinder
 Total = 212 cylinder
 Cylinder pressure store = 58 bar
 Approx weight = 120 kg /each cylinder and cylinder tare weight is approx= 72-80 kg
 Design discharge time = 120 second
 Actual discharge time = 107 second

Solas regulation for calculate cylinder:
 If the CO2 system is installed in the cargo spaces, the quantity of CO2 available should be
sufficient enough to give at least a minimum of 30% of the total volume of the largest space that
is protected by the CO2 system.
 40% of the total volume of the largest machinery spaces that is protected by the CO2 system.
(The volume should exclude that part of the casing where the horizontal area of the casing is
40% or less then the horizontal area of the space taken into consideration and measured
midway, between tank top and lowest part of casing).
 35% of the total volume of the largest machinery spaces that are protected by the CO2 system
including the area covered by the casing.
 It is also a requirement that 85% of the required quantity of gas should be released into the
spaces within two minutes of evacuating the fire-affected space.
Formula:
For E/R (exclude casing ): Engine room gross volume × 0.40
__ _________0.56_____________________
CO2 capacity per cylinder
For E/R ( including casing): Engine room gross volume × 0.35

__ _________0.56_____________________
For cargo hold: largest cargo hold volume × 0.30

__ _________0.56_____________________
Where, 0.56 = volume of free carbon dioxide
= also specific volume of CO2 @ 21.10 c and 1 bar in m3/kg.
CO2 capacity per cylinder = 45.4 kg
Weighting of CO2 cylinder:

 As I shown in figure below there is beam scale assemblt tool, it is a special tool for weighting.
 It contain adjustable hook, yoke, scale from 0 – 220 kg and handle.
 And in second figure the way to take weighting of cylinder is mention.
 First you loosen the securing strap from the cylinder as shown in fig 1.
 Fit the yoke in the CO2 head assembly and also fit the adjustable hook on the crossbar as shown in
fig 2.

 Now pull down the scale with the help of handle and lift the cylinder upto it will free from the
bottom contact.
 Now slowly pull down the beam to 900 against hook and now you can take reading from the scale.
Note: ± 5 degree of beam angle is allowed for measuring the bottle.

Recharge is must necessary if there is 10% reduction in weight.
Maintenance or check on CO2 system:

Weekly:
 inform bridge before going inside the CO2 room.
 Start ventilation blowers first and room should be ventilated for some time.
 Go with a person with proper communication equipment.
 Check all cylinder are properly secured.
 Check all the operating lever and there accessories are properly tight.
 check clamping.
 Check valve actuator.
 Flexible hose visually check and do leak test if required.

Monthly:
 All of the above.
 Open cabinet door and check alarm and ventilation cut off working.
Yearly:
 all above
 Blow the system with service air @ 25 bar pressure.
2 yearly:
 all above
 Weighting of CO2 bottles.
5 yearly:
 All above
 Spring loaded relief valve pressure test @ 180 bar.
10 yearly:
 Cylinder pressure test @ 250 bar ( after first 10 year cylinder to be tested every 5 year.)
15 yearly:
 Pressure testing of line by suitable liquid
 Cylinder to master valve: @ 170 bar
 Master valve to E/R or Cargo hold valve: @ 80 bar
 E/R or Cargo hold to nozzle: @ 6-7 bar
Working of CO2 system:

 In E/R you also have hyper mist system so if you sure that it will help full to extinguish fire you can
operate it also, for that you no need to shut any system. But if surveyor ask to explain about CO 2
than and then only you must have to explain CO2
 as you all know that this system we can use only inside the enclosed space, in open space it will not
work any more.
 So mainly it will be use in Machinery space or Engine room and Purifier room and Cargo hold.
 This system must be operated by Chief engineer or 2nd Engineer, these two person are responsible
of all operation for this system.
 Surveyor asking in two way that fire in E/R what is your action? And fire in Purifier Room what is
your action? I never heard that he asked fire in Cargo hold? But I will try to explain all thing , but in

my way. Might be I am wrong so just go through and try to understand and make correction if I will
wrong at any point.
Fire in E/R what is your action?

 As you seen fire in any place in E/R, immediately rise the Fire Alarm from nearby place by breaking
the glass with the use of ha er ut i ase if ou do ’t fou d ha er hat u ill do? I that ase
remove your safety shoes and hit on the glass bcoz shoes have steel plate at fwd part so by using
that u can easily break the glass.
 Now if you can able to recognized that which type of fire is there than use proper type of portable
fire extinguisher ( if fire is not too big ).
 No if ou a ’t a le to e ti guish that fire tha i ediatel ru to i for the C/E a d De k Offi er
or on Bridge. Inform about location and type of fire.
 Now if M/E is running than immediately slow down and stop the M/E.
 After the instruction given by C/E or Master to release CO2 system so before you leave the E/R make
sure that all access from the E/R must be closed properly.
 Stop your running A/E and start E.G. and take on load. As you stop A/E all ventilation will also stop.
Just need to close flaps.
 Now all crew member except the one bridge watch keeper or any officer or master. All have to
gether at muster station for head counting.
 After head counting done as per the muster list follow the duty.
 Regarding closing vents, doors, flaps, damper, quick closing valve for fuel line.
 Now start the Emergency Fire Pump to make boundary cooling for the E/R bulkhead continue.
 Now from the fire control station you can operate the CO2 system.
 Make sure that all crew member are present, no one is missing.
 Open the cabinet with the help of key, as soon as you open it will cut the power supply for
ventilation fans and sound the CO2 release alarm in E/R.
 Now operate the pilot cylinder valve and master valve to release the CO 2 gas.
 Keep continue boundary cooling and time to time check the temp of B/H.

ABOVE PICTURE WILL TELL YOU WHEN U OPEN CABINET THAN HOW THE VENTILATION SHUT AND
ALARM SOUND.
Fire in PURIFIER ROOM what is your action?
 In P/R you also have hyper mist system so if you sure that it will help full to extinguish fire you can
operate it also, for that you no need to shut any system. But if surveyor ask to explain about CO 2
than and then only you must have to explain CO2
 In this case as you found fire in P/R. immediately rise the Fire Alarm from nearby place by breaking
the glass ith the use of ha er ut i ase if ou do ’t fou d ha er hat u ill do? I that ase
remove your safety shoes and hit on the glass bcoz shoes have steel plate at fwd part so by using
that u can easily break the glass.
 Stop the purifier from outside of the room by using EMERGENCY STOP.
 Now if you can able to recognized that which type of fire is there than use proper type of portable
fire extinguisher ( if fire is not too big ).
 Close the P/R door. Do ’t forget to lose it.
 No if ou a ’t a le to e ti guish that fire tha i ediatel run to inform the C/E and Deck Officer
or on Bridge. Inform about location and type of fire.
 Shut the ventilation of the P/R from the MSB. And shut the flaps.
 Shut the quick closing valve for fuel line only for the Purifier.
 Make boundary cooling for purifier room.

 C/E will be responsible to operate the CO2 system from the outside of the P/R or from Fire control
station.
 Release the CO2 as per I mentioned above.
 Keep continue boundary cooling.
Prevention of Purifier Fire:
 All the pipes leading to the separator are to be double sheathed; the reason for this is that if inner
pipe leaks, then it will not spray all over the place but instead it will leak into outer pipe.
 Drip trays should be provided below the purifier or separator, so that in case of oil spill the oil will
not flow and spread in the purifier room and contact with any hot material and catch fire.
 All the pipes with flanges or connections are to be covered with anti spill tapes which can prevent
spill from the flanges in case of a leakage.
 Fire fighting system such as water mist and CO2 system should be installed.
 Quick closing valves and remote stopping of pumps and purifier should be provided.
 Fire detection and alarm system are to be provided so that quick action can be taken.
=======================================================================================

SPRINKLER FIXED FIRE FIGHTING SYSTEM

Q 22: Expalin sprinkler fixed fire fighting system?
Q 22a:Regulation about it?
Q 22b: Can we use fire pump?
Q 22c: Draw sprinkler head and working range of it, and which liquid inside bulb?
A 22, 22a, 22b, 22c:
Working principle : Cooling
SOLAS REGULATION:
 Every cargo ship 2000 GT and above have fitted.
 M/C space 500 m3 in volume and above required additional fixed fire fighting system.
 It must have at least TWO source of power for the S/W pump, Alarm & Detection system and F.W.
pump.
 In Accomodation and service space the sprinkler shall come into operation within temp range from
690 c to 790 c except where high temp might be expected the operation temp may be increase by
not more than 300 c above maximum deck head temp.
 Sprinkler shall be resistant to corrosion by marine atmosphere.
 Sprinkler system is divided into section, each section is permitted to contain not more than 200
head.
 Each sprinkler head is sufficient to cover the areas of 16 m about.
 Sprinkler head are spaced not more than 4 m apart and 2 m from the vertical wall.
 Each sprinkler head capable of 100 litre/min discharge.
 At highest sprinkler head in the system is not less than 4.8 bar pressure.
 Each section of sprinkler shall be capable of being isolated by ONE STOP valve.
 Location of STOP valve outside of the associated section or in cabinet and clearly and permanently
indicated.
 A test valve shall be provided for testing the automatic alarm for each section of sprinklers by a
discharge of water equivalent to the operation of one sprinkler. The test valve for each section shall
be situated near the stop valve for that section
 A gauge indicating the pressure in the system shall be provided at each section stop valve and at a
central station
 This system is nit to be fitted where NO risk of FIRE, such as Void Space, CO 2 room, Public Toilet, etc.
 Paint locker room shall have sprinkler with designed 5 litre/m2 min connected to FIRE MAIN
pump of the ship.
 A list or plan shall be displayed at each indicating unit showing the spaces covered and the location
of the zone in respect of each section. Suitable instructions for testing and maintenance shall be
available.

 The sprinkler system shall have a connection from the ship's fire main by way of a lockable screw-
down non-return valve at the connection which will prevent a backflow from the sprinkler system
to the fire main
BULB OPERATING RATING:
Orange : 570 c
Red : 680 c
Yellow: 790 c
Green : 930 c
Blue: 1410 c
MAINTENANCE OF THIS SYSTEM:

 Pressure tank level check and recharge.
 Greasing of various valve.
 Check alarm system.
 S/W pump testing by closing isolating valve.
 Drain pressure switch circuit.
 Drain whole system yearly or every 6 month.


Testing procedure: -
 Close the section isolating valve, this will raise an alarm indicating zone isolation.
 Now, open the test valve, if no water comes out, then it means the NR valve placed after the
section-isolating valve is not leaking.
 Since, the section after the NR valve remains pressurized, opening of the drain valve will cause the
water pressure in the section line to decrease.
 A pressure switch sensor senses the decreased pressure & raises an alarm.
 Now, close the drain valve, open the section isolating stop valve.
 To check the flow switch, open the flow test switch to activate an alarm.
 All the above alarms will be indicated on the navigation bridge, E/R as well as in the Fire Control
Room. The alarm will also indicate the particular zone from where it has risen.
 If all the alarm conditions are satisfied, close all the testing valves, open the section-isolating valve,
purge the sprinkler line by air and again keep the line pressurized.
 Check from the pressure gauge, that proper pressure has been maintained or not.
=======================================================================================

HYPERMIST ( LOCAL APPLICATION ) FIXED FIRE FIGHTING SYSTEM

Q 23: Explain about your ship another fixed fire fighting system into E/R?
Q 23 a: Regulation regarding Local fire fighting?
Q 23 b: Safety on Hypermist system?
Q 23 c: How it will activate?
A 23, 23 a, 23 b, 23 c:
Working principle: COOLING
SOLAS REGULATION:
 Cargo ship 2000 GT and above have this system.
 M/C space 500 m3 in volume and above required additional fixed fire fighting system.
 in periodically unattended M/C space have Manual and Auto release.
 In continue manned it have only manual release.
 It will protect are without the engine shutdown, personnel evacuation or sealing of space.
 Around M/E,A/E
 Boiler platform
 Purifier room
 Incinerator area
 Activation shall give a visual and audiable alarm in the protected space.
Working:
 It will get activate only when TWO detector will get activate, than and than only.
 Once it will activate it will send a signal to fire alarm panel.
 From fire alarm panel sense the ZONE of fire and it will send signal to Hypermist control panel.
 H.M. control panel send signal to High pressure pump ( Plunger type reciprocating pump ) starter
and also solenoid operating valve according to Zone of fire.
 Capacity of pump: 200 litre/min @ 70 bar pressure discharge.
 At nozzle 12-20 litre/min @ 50 bar pressure discharge.
 It is very high water mist system which create a water fog which effectively puts out the fire while
also providing a cooling effect.
 Specialty of H.M Nozzle: its diffuser action in Nozzle drop in pressure at Nozzle throat will breaking
the liquid particle into fine mist.
SAFETY:
 High and low water alarm switch.
 Detector sensor. ( TWO )



Q 24 : Draw Fire main system from your ship ?

Q 24 a : What is function of Isolation valve ?
Q 24 b: Regulation of Emergency fire pump and main fire pump ?
Q 24 c: Regulation of Fire hose and nozzle ?
Q 24 d: What is the Diameter of fire main line ?
Q 24 e: Is there any Relief valve on line ? if yes so location of it, and if no than why ?
A 24, 24 a, 24 b, 24 c, 24 d, 24 e :
FIRE MAIN LINE
General Principles
 The fire main is a system consisting of sea water inlet(s), suction piping, fire pumps and a distributed
piping system supplying fire hydrants, hoses and nozzles located throughout the vessel.
 Its purpose is to provide a readily available source of water to any point throughout the vessel
which can be used to combat a fire and is considered the backbone of the fire fighting systems
onboard a vessel.
 Through the fire main system, the firefighter is provided with a reliable and versatile system capable
of providing a number of different methods with which to engage a fire.
 Water can be supplied as a straight stream for combating deep seated fires, as a spray for
combating combustible liquid fires where cooling and minimum agitation is desired or as a means to
protect personnel where cooling is the primary effect desired.
Extinguishing Capabilities of Water

 Water primarily extinguishes a fire by the removal of heat. It absorbs heat more effectively than any
other commonly used extinguishing agent due to its good thermal conductivity and its high latent
heat of vaporization.
 It is most effective when it absorbs enough heat to raise its temperature to 100°C (212°F).
 At that temperature, water absorbs additional heat as it goes through the transition from a liquid to
a vapor (i.e., steam).
 In the process of heating the water from normal temperatures, up through its conversion into
steam, water absorbs approximately 2.6 kilo-joules of heat per gram (1117 BTU/lb) of water, which
is a much higher heat absorption value than any other agent.
 This absorption of heat reduces the temperature of the burning vapors and also reduces the amount
of vapor being generated by the cooling of the fuel surface.

 With adequate cooling, there is insufficient heat to maintain the self-supporting combustion process
and the fire goes out.
 Water also has an important secondary effect. When it turns to steam, it expands about 1600 times
in volume at atmospheric pressure. As a result, one cubic meter (cubic foot) of water can generate
up to 1600 cubic meters (cubic feet) of steam vapor.
 This great cloud of steam surrounds the fire, displacing the air that supplies oxygen for the
combustion process.
 Thus, water provides a smothering action as well as cooling.
Special tool nozzle coupling
International shore coupling Fire hydrant

Hoses

Description
 A ship‟s ai e erge fire s ste o sists of a spe ifi u er of fire h dra ts lo ated at
strategic positions across the ship. A series of dedicated pumps ( 2 Nos), called Fire Main pumps are
provided to supply to these fire hydrants.
 The number and capacity of pumps required for a particular type of ship is decided as per FSS code
book.
 All these pumps are supplied power from the main power system. Apart from that, an emergency
fire pump is also provided (25m3 /hr or 40% capacity of Main Fire Pumps ), which is located
outside the machinery space.
 The emergency fire pump has its own independent means of power source, which can be used to
take over in case of main power failure.
 All the hydrant outlets are provided with an isolating valve so as to isolate those valves which are
not in use.
 The fire hydrants are also provided with standard size flanges in order to attach hoses which have
nozzles attached to them. All hoses are provided with snap in connectors for easy and quick
engaging and disengaging operation.
 The nozzles attached to the hoses can be operated in two modes – jet and spray, depending on
the type of discharge required for extinguishing the fire.
 The nozzles can be adjusted according to the type of spray and flow required, which could be used
over the fire to cool it without spreading.
 The pumps are connected with the main sea water connection, having appropriate head to prevent
any type of suction problem.
 The emergency fire pump is fitted with a priming unit & should be capable of overcoming the
suction head even under the lightest draft the vessel may encounter and in any condition of list &
trim.
 The valves supplying water to these pumps are always kept open to provide a constant supply of
sea water to fight fire at any point of time.
 The pumps can be started from remote locations also.
 Though sea water is the best mode of fighting fire, the main emergency fire fighting system can only
be used on fires of Type A. However, in case of class B fires, if all modes for extinguishing fire fails,
sea water from main emergency system can be used.
 Fire main system is also be used for boundary cooling.
 Performance criteria = 12 meter jets from 2 hydrants located farthest from each other.

Regulation for the Emergency Fire Pump

 Apart from Main Fire Pump, an Emergency Fire Pump is also provided on board a ship, that can be
used in case of an emergency like CO2 flooding or when Main fire pumps are dysfunctional.
 They shall be capable of supplying two jets (12 meters each) and
 Capacity being 40% of the total capacity of the Main Fire pumps, but in any case not less than
25m3/h for passenger ships of less than 1,000 gross tonnage and for cargo ships of 2,000 gross
tonnage and upwards;
 15m3 /h for cargo ships of less than 2,000 gross tonnages.
 It should be located outside the engine room, preferable on the same level of embarkation deck.
 It is generally driven by a diesel engine (started by battery and a hand cranking as an alternate
starting mechanism).
 It should take suction without any external support in the lightest seagoing conditions.
 It should also be attached to a priming unit.
 The suction piping if passing through the space to be protected must be additionally reinforced with
fire retardant material so that no damages takes place and supply of water ensured at all times.
 The power supply to the pump should be from the Emergency Generator in case the prime mover of
the pump is an electric motor.
 The egulatio s e ui e a i depe de tly d i e po e ope ated e e ge y fi e pu p to e
fitted, this can be met by a self-contained compression ignition engine driven unit or an
electrically or hydraulically driven unit.
 Such units, their sea suctions, means of priming, sources of power supply, switchboards, electric
cables and hydraulic piping as appropriate, must not be in the compartment containing the main
fire pumps, but in a position not likely to be cut off by fire or smoke in that compartment and be
such that the supply of water is ensured at all ti es”.
 Venting of Emergency fire pump room should be as far as possible from M/C space to avoid any
smoke from M/C space fire entering into that space.
Fire Hoses and Nozzles.

Fire Hoses:
 These are made from synthetic woven textiles, lined with rubber and PVC coated.
 They are strong and are not affected by oils, chemicals, extreme climates and mildew.
 These are generally 18 meter long and 64mm diameter and provided with couplings and Nozzle.
 They are conspicuously kept at designated positions near the hydrants, either rolled or flaked, in a
Fire Hose Box.
 15 m for M/C space
 20 m other space and open deck
 25 m open deck with a max breadth in excess of 30 m

 Testing annually @ 50% above working pressure, damaged and suspect hose must be removed.
 Working pressure 17 bar and testing pressure 24 bar.
Nozzles:
 They should be of approved dual purpose type, i.e. spray and jet, also incorporating a shut-off. They
are kept with hoses in the Fire Hose Box.
 Nozzles shall be fitted above the bilges, tank tops and other areas over which oil fuel is liable to
spread and also above other specific fire hazards in the machinery spaces.
 Precautions shall be taken to prevent the nozzles from becoming clogged by impurities in the water
or corrosion.
 The number and arrangement of the nozzles shall be to the satisfaction of the Administrator and
shall be such as to ensure an effective average distribution of water at least 5 litre/m2 /min in the
spaces to be protected.
 Where increased application rates are considered necessary, these shall be to the satisfaction of the
Administrator.
 Size are 12 mm, 16 mm, 19 mm
 For accommodation only 12 mm used
Fire mains and Fire Hydrants.

 A Fire Main System must have at least two independently driven fire pumps that can each deliver
water at a continuous pitot tube pressure of at least 3.5 kilograms per square centimeter
(approximately 50 pounds per square inch) at least two fire hose nozzles that are connected to the
highest two fire hydrants on the unit.
 Alternative designs that meet the pressure requirement of this paragraph will be considered for
column stabilized and self-elevating units.
 Pressure @ hydrant:
for passenger ships:
 4,000 gross tonnage and upwards 0.40 N/mm2
 less than 4,000 gross tonnage 0.30 N/mm2
for cargo ships,
 6,000 gross tonnage and upwards 0.27 N/mm2
 less than 6,000 gross tonnage 0.25 N/mm2
 the maximum pressure at any hydrant shall not exceed that at which the effective control of a fire
hose can be demonstrated.

Fire Hydrants:
 Number and position of hydrants shall be such that at least two jets of water, not emanating from
same hydrant, one of which shall be from a single length of hose, may reach any part of ship
normally accessible to passenger or crew.
 They should be positioned in such a way that the fire hose may be easily coupled to them.
 They should be fitted with a valve for controlling the discharge. Hydrant valves fitted in fire mains
should be designed to open with an anti-clockwise rotation of the hand wheel.
Relief valve:
 Relief valves shall be provided in conjunction with fire pumps if the pumps are capable of
developing a pressure exceeding the design pressure of the water service pipes, hydrants and hoses.
 These valves shall be so placed and adjusted as to prevent excessive pressure in any part of the fire
main system.
 Relief valve is provided if pumps are capable of developing the pressure exceeding the design
pressure of water service pipes, hydrants & hoses.
 It assists to avoid any overpressure to develop in any part of the fire main.
 The fire line is fitted with relief valve to prevent the damage to pipe in case, the V/L is fighting fire
with the help of shore while in dry-dock.
Drain Valve:
 Drain valve is fitted to drain the fire line when not in use & also prevent the damage to pipe due to
icing, while V/L is operating in Sub-zero temperature area.
Isolating valve:
 Isolating valves to separate the section of the fire main within the machinery space containing the
main fire pump or pumps from the rest of the fire main shall be fitted in an easily accessible and
tenable position outside the machinery spaces.
 The fire main shall be so arranged that when the isolating valves are shut all the hydrants on the
ship, except those in the machinery space referred to above, can be supplied with water by another
fire pump or an emergency fire pump.
 The emergency fire pump, its seawater inlet, and suction and delivery pipes and isolating valves
shall be located outside the machinery space.
 If this arrangement cannot be made, the sea-chest may be fitted in the machinery space if the valve
is remotely controlled from a position in the same compartment as the emergency fire pump and
the suction pipe is as short as practicable. Short lengths of suction or discharge piping may
penetrate the machinery space, provided they are enclosed in a substantial steel casing, or are
insulated to A-60 class standards.

 The pipes shall have substantial wall thickness, but in no case less than 11 mm, and shall be welded
except for the flanged connection to the sea inlet valve.
 A valve shall be fitted to serve each fire hydrant so that any fire hose may be removed while the fire
pumps are in operation.
 In tankers, isolation valves shall be fitted in the fire main at poop front in a protected position and
on the tank deck at intervals of not more than 40 m to preserve the integrity of the fire main
system in case of fire or explosion.
 It is screw down isolation valve.
Diameter of fire mains:

 The diameter of the fire main and water service pipes shall be sufficient for the effective distribution
of the maximum required discharge from two fire pumps operating simultaneously, except that in
the case of cargo ships the diameter need only be sufficient for the discharge of 140 m 3/h.
=======================================================================================
Q 25 : EXPLAIN DECK FOAM FOR FIRE FIGHTING SYSTEM?

A 25:
Deck foam for fire extinguishing:
 Foam for fire protection purposes is an aggregate of air-filled bubbles formed from aqueous
solutions, and is lower in density than the lightest flammable liquids.
 It is mainly used to form a coherent floating blanket on flammable and combustible liquids to
prevent or to extinguish fires by excluding air and cooling the fuel.
 It also pre-vents re-ignition by suppressing formation of flammable vapors.
 It has the property of adhering to surfaces, providing a degree of exposure protection from adjacent
fires.
 Foam is used as a fire prevention, control, or extinguishing agent for flammable liquid in tanks or
processing areas.
 Foam solution for these hazards may be supplied by fixed systems or portable foam generating
systems.

Foam Types:
 The principal use of foam is to extinguish burning flammable or combustible liquid spills or tank fires
by developing a coherent coolant blanket.
 Foam is the only permanent extinguishing agent used for fires of this type. Its application allows fire
fighters to extinguish fires progressively.
 A foam blanket covering a liquid surface is capable of preventing vapor transmission for some time,
depending on its stability and thickness.
 Fuel spills may be rendered safe by foam blanketing.
 The blanket may be removed after a suitable period of time.
 Foam is used to diminish or halt the generation of flammable vapors from non-burning liquids or
solids, and to cut off access to air for combustion.
 The water content of foam cools and diminishes oxygen by steam displacement.

 Foam is also used to fill cavities or enclosures where toxic or flammable gases may collect.
 Foam solutions are conductive and therefore not recommended to be used for electrical fires.
Foam Concentrate Types:

 Protein foam concentrate. It is diluted with water to form 3% to 6% solutions depending on the
type and, in general, it is only used for crude oil fires.
 Fluor protein foam concentrate is very similar to protein foam concentrates. It may also deposit a
vaporization preventing film on the surface of a liquid fuel. It is diluted with water to form 3% to 6%
solutions depending on the type, and is used for crude oil or refined oil products where a higher
degree of protection is preferred.
 “pe ial al ohol type foa o e t ate forms a foam that has an insoluble barrier in the bubble
structure which resists breakdown at the interface of the fuel and foam blanket. It is used for
fighting fires in water solution and certain flammable or combustible liquids and solvents that are
destructive to regular foam. Mainly used for protection onboard chemical tankers.
 Synthetic foam concentrate includes: AFFF and medium and high expansion foam concentrates are
used to produce foam or foam-to-solution volume ratios from 20:1 to approx. 1000:1 and are used
for local protection and engine room hi-ex systems.
SOLAS REGULATION :
 For ships carrying chemicals or oils in bulk, SOLAS/IMO require a fixed deck foam system for
extinguishing fires on deck or in tanks.
 In principle, the systems required are identical; however, for chemical tankers, IMO type 2 and 3,
the foam system is considerably larger than for crude oil tankers, due to the higher risk of fire in
chemicals.
Design Figures
 Oil Tankers: - The foam system capacity shall be a minimum of the largest of the entire cargo tank
deck covered with 0.6 litre/m2/min. or 6.0 litre/m2/min. for the largest cargo tank.
 Chemical Tankers: - The foam system capacity shall be a minimum of the largest of the entire
cargo tank deck covered with 2.0 litre/m2/min. or 20 litre/m2/min. for the largest cargo tank.
System Description:
 All foam systems, consist of a water supply, foam liquid storage, a proportioning device and a
distribution system.
 The water supply pump(s) provide(s) a certain capacity of seawater to the deck foam system, and
is/are supplied the ship’s fire pu ps.
 The foam liquid is stored in a tank. The tank must be complete with vent, contents gauge, and
access manhole.
 The foam is delivered via a high-pressure foam liquid pump to the automatic foam liquid
proportionate, which will accurately proportionate foam liquid at 3% to 6% to the seawater flow,
irrespective of flow rate or pressure.
 For satisfactory operation of the proportionate, foam liquid must be supplied with a minimum
pressure of at least 10 meters head higher than the inlet water pressure under all load conditions.
 The electrically driven foam liquid pump is provided for this purpose.
 Foam solution is supplied to the deck monitors and hand lines by the deck main fitted with isolating
valves.
 Each monitor is isolated from the main supply pipe by means of butterfly valves, which are normally
closed.
 Four portable foam-making branch pipes are provided. Each branch pipe has a solution rate of
400 litre/min.
=======================================================================================
Q 26: Explain I.G system?

A 26:
INERT GAS SYSTEM
Flammable Limits.
 Flammability Limits or Flammable Limits give the proportion of combustible gases in a mixture,
between which, limits the mixture is flammable.
 Gas mixtures consisting of combustible, oxidizing, and inert gases are only flammable under certain
conditions.
 The Flammable limit of a gas or a vapor is the limiting concentration (in air) that is needed for the
gas to ignite and explode.
 The Lower Flammable Limit (LFL) describes the leanest mixture that is still flammable, i.e. the
mixture with the smallest fraction of combustible gas. It is the lowest concentration (percentage) of
a gas or a vapor in air, capable of producing a flash of fire in presence of an ignition source (arch,
flame, heat).
 At concentration in air below the LFL there is no fuel to continue an explosion.
 Concentrations lower than LFL are "too lean" to burn.
 The Upper Limit (UFL) gives the richest flammable mixture, i.e. the mixture with the highest fraction
of combustible gas. It is the highest concentration (percentage) of a gas or a vapor in air capable of
producing a flash of fire in presence of an ignition source (arch, flame, heat).

 At concentration in air above the UFL are "too rich" to burn. Temperature and Pressure also
influences flammability limits.
 Higher temperature results in lower LFL and higher UFL, while greater pressure increases both
values.

 The IMO and other international marine safety regulations stipulate that tankers transporting crude
oil and other flammable and hazardous cargo use inert gas to prevent explosions from occurring in
their cargo tanks.
 Inert gas systems produce inert gas by cooling the flue gasses from boilers and removing all traces
of dust and sulfur, and then inert gas fans supply it to cargo tanks for preventing explosion via back
flow preventing devices.
 These systems are generally used on crude oil tanker ships where a higher quality inert gas is not
required for the unrefined cargo product.
 Typically a range between 4% to 5% O2 content with some soot content dependent upon flue gas
quality

Various terms those are used in reference to IG System:
Inert gas: Gases with a low content of oxygen that are used to fill void spaces in and around tanks for
explosion protection or gas which contains insufficient oxygen to support combustion of hydrocarbons.
Inert conditions:
 This is where a space has had its oxygen content reduced to 8% or less
Inert gas plant:

 This is a system specially designed to supply cool, clean, pressurised, monitored and controlled inert
gas.
Gas freeing:
 Opposite to Inerting and is the replacement of an inert atmosphere with one of fresh air.
Purging-
 This is the introduction of inert gas into an Inerted space to:
 Further reduce O2 content
 Reduce hydrocarbon level in the inert gas so that air may be introduced without the mix entering
the flammable range.
The various construction parts of an Inert Gas system are explained below:

Boiler Uptake Valve:

 It controls the flow of exhaust gas from the boiler to IG System.
Boiler uptake valves are of butterfly type and of heat resistance
material.
 Air sealing of this valve is provided to avoid the exhaust gases from
entering the system when it is not in use.
 Soot blowing device is also provided to prevent the accumulation
of carbon deposits.
Scrubber Unit:
 The Scrubber unit is used to cool and clean exhaust gases.
 It combines three scrubbing principles; a venturi scrubber, a wet
filter and a spray section for high efficiency cooling and cleaning of
boiler flue gases.
 Concentric arrangement with demister section and mesh type wet filter gives independence of
ship‟s pit hi g a d rolli g ithout loss of effi ie .
 The scrubber unit is internally GRP coated and venturi tube in corrosion and heat resistant steel.
Blower Units:
 The blower units are of a single stage centrifugal type with motors and
each unit is arranged on a rigid steel base frame equipped with
resilient mountings.
 The blower house is of mild steel and internally GRP coated.
 The impeller is manufactured from corrosion resistant steel.
 Their total capacity is 25% more than the discharge rate of IG system.
Pressure/Vacuum Breaker:
 The Pressure/Vacuum Breaker is another device of importance for the
ship‟s safet , releasi g e essive pressure or vacuum from the cargo
tanks, thus avoiding exploding or collapsing of cargo tanks.
 The unit is internally coated with epoxy.
Control System:
 The control system is based on a Programmable Logical Control (PLC).
 The control panel is of the touch screen type. Several mimic flow diagrams are implemented as well
as the controls required for safe and easy operation with a minimum of operator supervision.

 Additional functions like user manuals and condition monitoring can also be included.
 The capacity is remotely controlled from a panel in the cargo control
room.
O2 Analyzer:
 It measures the Oxygen content in Inert Gas and if it is more than
specified, it opens the vent to atmosphere and closes the supply of gas to
IG main line.
Deck Water Seal:

 The Deck water seal acts as a non-return safety valve to avoid the hazardous cargo vapors from
entering back the IG system.
 It is of displacement semi-dry type internally GRP coated.
 Upon loss of positive flow, the water immediately closes the seal.
 The mesh demister effectively prevents the carry-over of water
droplets under all flow conditions.
Wet Type Deck Water Seal
 The picture below shows the construction of a wet type deck water
seal and its functioning.
 Basically it consists of a chamber semi-filled with water and two
pipes for inlet and outlet of flue gases while another two small pipes denote inlet and outlet for
sealing water.
 There is a demister pad to remove water droplets from gas.
 The operation of this device is pretty simple and the two diagrams shows conditions where the inert
gas is flowing from the plant to the distribution area and the right hand side showing a condition
where back pressure tends to push cargo gases into the IG system and is prevented by the water
seal.

Semi Dry Type Deck Water Seal

 The construction of this type of seal as well as the functioning under both conditions is shown in the
diagram below.
 The main difference with the previous type of seal is that it uses venture action to draw water when
there are chances of backflow of the gases thus reducing if not completely eliminating water carry
over to the cargo tanks.
Dry Type Deck Water Seal

 This seal totally eliminates any water carry over and uses automated valve control to deliver water
to the seal in case there is any back flow but the only disadvantage is that if automation system fails
then there is a danger of blow back of cargo gases.
 The only alarm is Deck water seal low level alarm.

SCHEMATIC DIAGRAM OF IG SYSTEM

Working:
 Exhaust gases enter the system through Boiler Uptake valve and then are sprayed with water in
Scrubber unit.
 Water cools the exhaust gases and also dissolves the impurities in exhaust gases.
 This washing water is then drained to overboard (in IG generator unit, in case of flame failure, the
water is transferred to bilge holding tank).
 Then the exhaust gases pass through a demister, which traps the moisture content from gases.
 The two blowers are provided in the system (out of which one is standby) to force the exhaust gases
for transfer.
 The capacity of blower is 125% more than incoming exhaust gases ensuring the positive direction
transfer of gases.
 The flue gases are now analyzed for oxygen content by Oxygen analyzer provided just before the
Deck water seal.
 If O2 content is more than 8%, the flue gases are vented out to atmosphere through an air vent.
 IF O2 content is 8% or less, the flue gases are passed to the deck water seal arrangement, which acts
as a non-return safety valve. A Pressure/Vacuum breaker is provided on discharge line, to release
the pressure or reduce the vacuum if excess to avoid exploding or collapsing of cargo tank
separately.



Oxygen-Control
 Theoretically any mix with less than 11.5% oxygen will not support combustion,
 However, for safety the level is reduced to 8% vol. This allows for calibration errors in monitoring
equipment as well as any lack of homogeneity in the tanks.
 The tank is kept at positive pressure to ensure no ingress of air. ( say 100mmwg at the deck ).
Hydrocarbon-Control
 The principle means of ensuring safe operation is the reduction in oxygen, high levels of HC should
not affect the safe operation and may in fact aid by producing an over rich atmosphere.
 If it is required to gas free then the level of HC must be reduced to prevent the mix entering the
flammable range, then the HC level is reduced by purging.
Gas-Replacement
 There are two principle means of gas replacement, these are; Dilution-The important factors for
these is that the vent is situated at the top of the tank and the inlet gas stream must have sufficient
velocity to reach the bottom of the tank
Displacement-
 This requires a stable interface between the heavier and lighter gas, if the replacement gas is
heavier it enters at the top with low velocity , the lighter gas is vented up a purge pipe reaching the
base of the tank.
Fra kl speaki g frie ds I do ’t k o u h ore a out I.G. s ste , just I tried to gi e ou those otes
which I have. So if any mistake or any thing left in this topic just to tell you SORRY for that, no one is
perfect in this world. But whatever I gave you may be it will helpful to you around 5%.
=======================================================================================

Q 27: Explain about FIRE PLAN? Location? Content inside? Approved by?
A 27:
FIRE CONTROL & SAFETY PLAN
Location:
 Entrance of the ship on both side.
 On bridge
 In ECR
 I ship s offi e
Symbol:
 It will give the details of all the fire fighting appliances are located of that particular ship, either may
be Fixed type, Portable type or Semi Portable type.
 It is located inside the RED COLOR container.
 Importance to locate outside is if in case of fire in ship, so any external agency come from the port
they can easily understand about appliances and the way to reach near by the fire and escape way
from there.
 It include:
 Fire detection and alarm system
 Sprinkler installation
 CO2 nozzle installation
 Location of all extinguisher.
 Ventilation system.
 Position of damper.
 Detail of escape route from E/R.
 All detector location.
 EEBD location.
 Total no. of Fire Hose, Nozzle etc.
 Life raft and immersion suit location.
IT IS CONFIDENTIAL DOCUMENT APPROVED BY ADMINSTRATION
Q 28: Explain about MUSTER LIST?

A 28:
SOLAS CHAPTER =3 , SECTION 5, REGULATION 37
Muster list and emergency instructions:
 The muster list shall specify details of the general emergency alarm and public address system
 The muster list shall also specify how the order to abandon ship will be given.
 The muster list shall show the duties assigned to the different members of the crew including:
 closing of the watertight doors, fire doors, valves, scuppers, sidescuttles, skylights,
portholes and other similar openings in the ship.
 equipping of the survival craft and other life-saving appliances.
 preparation and launching of survival craft.
 general preparations of other life-saving appliances.
 muster of passengers.
 use of communication equipment.
 manning of fire parties assigned to deal with fires.
 special duties assigned in respect to the use of fire-fighting equipment and installations.
 The muster list shall specify which officers are assigned to ensure that life-saving and fire appliances
are maintained in good condition and are ready for immediate use.
 The muster list shall specify substitutes for key persons who may become disabled, taking into
account that different emergencies may call for different actions.
 The muster list shall show the duties assigned to members of the crew in relation to passengers in
case of emergency.
 These duties shall include:
 warning the passengers.
 seeing that they are suitably clad and have donned their lifejackets correctly.
 assembling passengers at muster stations.
 keeping order in the passageways and on the stairways and generally controlling the
movements of the passengers.
 ensuring that a supply of blankets is taken to the survival craft.
 The muster list shall be prepared before the ship proceeds to sea.
 After the muster list has been prepared, if any change takes place in the crew which necessitates an
alteration in the muster list.
 the master shall either revise the list or prepare a new list.
=======================================================================================

Q 29 : FLOODING IN ENGINE ROOM, WHAT WILL BE YOUR ACTION?

A 29 :
 Inform bridge & Chief engineer.
 Raise e gi eer’s all/e erge alar .
 Before starting bilge pump note down the position of vessel & time of starting.
 Other engineers will in between try to locate the hole or burst of pipe and repair.
 If ingress of water very high, start another pump.
 Reduce the engine r.p.m.
 Change over main seawater suction to emergency bilge suction.
 If level is still coming up try to protect the motor from short-circuiting,
 If situation is not coming in control, prepare lifeboat for lowering.

“o Frie d these are all a out FIRE FIGHTING APPLIANCE , I hope ou ill u dersta d easil a d if
you have any doubt just go through the F.F.A code book, or any reference if you have. I just share what I
know from my side.
Co e tio A epted
In next page you have, about Bulkhead, beam, frame,chain locker,rudder,bulbous

o ,keels,ta ks, oa i g, et et ….so this is the 3rd section of my file. And it will include some diagram
also.

*MEO CLASS 4 SAFETY(COSCPOOL)ORAL PREPARATION FILE PART 3*
NAVAL ARCHITECTURE & SHIP CONSTRUCTION

Q 30: Basic Defination which are generally asking by surveyor?
A 30:
1. Length overall :The distance from the extreme fore part of the ship to a similar point aft and is the
greatest length of the ship. This length is important when docking.
2. Length between perpendiculars :The fore perpendicular is the point at which the Summer Load
Waterline crosses the stem.
The after perpendicular is the after side of the rudder post or the centre of the
rudder stock if there is no rudder post.
The distance between these two points is known as the length between
perpendiculars, and is used for ship calculations.
3. Breadth extreme :The greatest breadth of the ship, measured to the outside of the shell plating.
4. Breadth moulded :The greatest breadth of the ship, measured to the inside of the inside strakes of
shell plating.
5. Depth extreme :The depth of the ship measured from the underside of the keel to the top of the
deck beam at the side of the uppermost continuous deck amidships.
6. Depth moulded : The depth measured from the top of the keel.
7. Draught extreme : The distance from the bottom of the keel to the waterline. The load draught is
the maximum draught to which a vessel may be loaded.
8. Draught' moulded : The draught measured from the top of the keel to the waterline.

9. Freeboard: The distance from the waterline to the top of the deck plating at the side of the deck
amidships.
Freeboard represents the safety margin showing to what depths a ship may be loaded under various
service conditions—e.g., the type of cargo, the waters to be navigated, and the season of the year.
Purpose of Freeboard
 To ensure that she can not be loaded beyond her strength.
 To provide ship with adequate Reversed Buoyancy
 To keep the deck high enough from water, to enable the crew to navigate and handle her in
all weather condition.
10. Camber or round of beam: The transverse curvature of the deck from the centreline down to the
sides. This camber is used on exposed decks to drive water to the sides of the ship. Other decks are
often cambered. Most modern ships have decks which are flat transversely over the width of the
hatch or centre tanks and slope down towards the side of the ship.
11. Sheer:The curvature of the deck in a fore and aft direction, rising from midships to a maximum at
the ends. The sheer forward is usually twice that aft. Sheer on exposed decks makes a ship more
seaworthy by raising the deck at the fore and after ends further from the water and by reducing the
volume of water coming on the deck.
12. Rise of floor: The bottom shell of a ship is sometimes sloped up from the keel to the bilge to
facilitate drainage. This rise of floor is small, 150 mm being usual.
13. Bilge radius: The radius of the arc connecting the side of the ship to the bottom at the midship
portion of the ship.

14. Tumble home: In some ships the midship side shell in the region of the upper deck is curved slightly
towards the centreliie, thus reducing the width of the upper deck and decks above. Such tumble
home improves the appearance of the ship.
15. ARCHIMEDES' PRINCIPLE: If a solid body is immersed in a liquid there is an apparent loss in weight.
This loss in weight is the upthrust exerted by the liquid on the body and is equal to the weight of the
volume of liquid which the body displaces.
16. Displacement: When a ship is floating freely at rest the mass of the ship is equaI to the mass of the
volume of water displaced by the ship and is therefore known as the displacement of the ship.
17. T.P.C: The tonne per centimetre immersion (TPC) of a ship at any given draught is the mass required
to increase the mean draught by 1 cm.
T.P.C: A w (waterplane area) X ƍ
-------------------------------------
100
18. Metacentre: The point where a vertical line through a centre of buoyancy of an inclined ship
intersects the vertical line through the centre of gravity when it is floating in equilibrium.
19. Water plane area coefficient: (Cw): is the ratio of the area of the waterplane to the product of the
length and breadth of the ship.
20. Midship section area coefficient ( Cm ): the ratio of the area of the immersed portion of the
midship section to the product of the breadth and the draught.
21. Block coefficient (Cb): is the ratio of the volume of displacement to the product of the length,
breadth and draught.
22. Prismatic coefficient (Cp): is the ratio of the volume of displacement to the product of the length
and the area of the immersed portion of the midship section.
23. Wetted surface area: The wetted surface area of a ship is the area of the ship's hull which is in
contact with the water. This area may be found by putting the transverse girths of the ship, from
waterline to waterline, through Simpson's Rule and adding about f per cent to allow for the
longitudinal curvature of the shell. To this area should be added the wetted surface area of
appendages such as cruiser stern, rudder and bilge keels.
DENNY s EQUATION
TAYLO‘ s EQUATION
24. Centre of gravity: The centre of gravity of an object is the point at which the whole weight of the
object may be regarded as acting. If the object is suspended from this point, then it will remain
balanced and will not tilt.
25. Centre of buoyancy: the point through which the total force of buoyancy is considered to act.

26. Metacentric height: distance between C.O.G and transverse metacenter (M).
27. Pitch of propeller: one revolution of the shaft the propeller will move forward a distance.
28. Diameter of propeller: diameter of the circle or disc cut out by the blade tips.
29. Pitch ratio: it is the face pitch divide by diameter.
30. Theoretical speed (Vt): distance the propeller would advance in unit time if working in an ungielding
fluid. Thus if the propeller turns N rev/min.
Vt=P x N m/min
= P x N x 60 knots
1852
31. Wake: ater hi h is i otio at the ster of a ship as a result of a ship s o e e t, the o i g
water known as wake.
32. Wake fraction: ratio of the wake speed to the speed of advance.
33. Speed of advance: speed of ship relative to the wake is termed the speed of advance Va.
34. Real slip or True slip: difference between theoretical speed and the speed of advance.
Real slip = Vt -- Va X 100%
Vt
35. Skew: offset of a propeller blade from the vertical in the plane od rotation, it is always a distance in
the direction opposite to rotation.
36. Slip: the difference between the actual distance travelled by a ship and the theoretical distance
given by the product of the propeller pitch and the no. of revolution. It is usually expressed as a
percentage and can have a negative value if a current or following wind exists.
37. Apperent slip: the propeller work in water the ship speed V will normally be less than theoretical
speed, or
the difference between the two speed known.
38. Longitudinal Centre of Flotation: it is the point about which the ship will Trim when weight are
loaded or discharged, if the weight added at L.C.F point, trim will not change only draft change.
39. Permeability (µ): ratio of volume with the space which is assumed to be occupied by water to the
total volume of that compartment. µ for M/C space: 85%, for accommodation: 95%, for cargo hold
average: 60%
40. Buoyancy: the upthrust exerted by the water on the ship. If the ship float freely the buoyancy is
equal to the weight of ship.
41. Reserve buoyancy: it is the potential buoyancy of a ship and depends upon the intact watertight
volume above the waterline of ship. If the mass added to ship or buoyancy lost due to bilging the
reserve buoyancy is converted into buoyancy by increasing draught.
42. Strake: external hull of a ship consists of bottom shell, side shell and deck which are formed by
longitudinal strips plating called strake. Or continue range of plate forming the side of vessel, or
etal plate e te di g ship s hull fro ste to ster .
43. Bilge strake: strake at the turn of the bilge called.
44. Stealer strake: No.of adjacent strakes fitted at the end of ship called.
45. Garboard strake: strake adjacent to the keel on each side of ship called.
46. Sheer strake and its importance: it is largest continue strake at the top og the side of vessel on
maindeck. Or uppermost strake of side plating which meet the upper deck. It is 10-20% thicker than
other side plating.
IMPORTANCE: when vessel is bending to forces from tension to compression and sheer strake is
subjected to maximum compressive and tensile stress. Which is contribute to the strength of the
hull.
47. Stringer: the stiffners used to strengthening the sides surface of the ship called, without stringer the
hull shape doesnot formed.
48. Coffin plate: used to connect stern frame to the flat plate keel.
49. Shoe plate: used to connect stem to the flat plate keel.
50. Margin plate: at bilges, the tank top may be either continued straight out to the shell by means of a
tank margin plate. Which is water tight and set an angle of about 45 0 to the tank top and meeting
the shell almost at right angle.
51. Bulwark: It is solid wall that extends above the weather deck or any other deck to exposed to
weather and fitted for the safety of the crew. Atleast 1 m in height spacing of stays and is not
exceed 1.2 m on the forecastle.

52. Freeing port: the area of freeing port on each side depend on the length of well deck, the lower
edge of the port must be as near to the deck as possible and opening are to be protected by rails
spaced approx. 230 mm apart. When hinged flaps are fitted the hings must be of non-corrodible.
53. Gunwale: the upper edge of a ship s side here the sheer strake eets the de k plati g alled.
54. Margin line: is a line drawn at least 76 mm below the upper surface of the bulkhead deck at side.
It is the imaginary line, which is drawn 76mm below the uppermost continuous deck. It
denotes the limit, up to which ship can be flooded/ loaded without sinking.
For a ship which has a continuous bulkhead deck, the margin line is to be taken as a line
drawn not less than 76 mm below the upper surface of the bulkhead deck at side, except that where
there is a variation in the thickness of the bulkhead deck at side the upper surface of the deck
should be taken at the least thickness of deck at side above the beam.
If desired however, the upper surface of the deck may be taken at the mean thickness of the
deck at side above the beam as calculated for the whole length of the deck, provided that the
thickness is no greater than the least thickness plus 50 mm.

55. Trsnsom space: situated in S.G. room there you can find manhole door near Rudder Trunk this
purpose is to inspect Rudder Trunk condition, Lubrication etc.. you can enter inside this place for
carried out inspection in Port only and in calm weather or sea.
56. Buttock line: It is equidistant transverse section line from the midship to fwd of the ship, such that
they give you the cross section are at various station at all possible draft and trim.
They are mainly used for knowing the light weight displacement at the time of end of
construction phase of a ship.
=======================================================================================
Q 31: Explain inclining experiment? Why it is carried out? Define calculation? Draw tender and
stiff ship?
A 31:
INCLINING EXPERIMENT
 This is a simple experiment which is carried out on the completed ship to determine the
metacentric height, and hence the height of the centre of gravity of the ship.
 If the height of the centre of gravity of the empty ship is known, it is possible to calculate its
position for any given condition of loading.
 It is therefore necessary to carry out the inclining experiment on the empty ship (or as near to
empty as possible).
 The experiment is commenced with the ship upright.
 A small mass m is moved across the ship through a distance d.This causes the centre of gravity to
move from its original position G on the centreline to G1.
 If A = displacement of ship
Then GG1 = m x d
A
 The ship the heels to a gle θ, he the e tre of uo a o es fro B to B , i the sa e

vertical line as G1. But the vertical through B1 intersects the centreline at M, the transverse
metacentre.
GG1 = GM tan θ
GM tan θ= m x d
Δ
GM= m x d
Δ tan θ
 To determine the angle of heel it is necessary to suspend a pendulum from, say, the underside of a
hatch.
 The deflection a of the pendulum may be measured when the mass is moved across the deck.
 Thus if L = length of pendulum
tan θ = __ a__
L
and GM = m x d x L
Δ x a
 The height of the transverse metacentre above the keel may be found from the metacentric
diagram and hence the height of the centre of gravity of the ship may be determined.
KG = KM — GM
How to conduct this experiment on board?

For this experiment we can use STABILOGRAPH
 The experiment must be carried out very carefully to ensure accurate results.
 At least two pendulums are used, one forward and one aft. They are made as long as possible and
are suspended from some convenient point, e.g. the underside of the hatch.
 A stool is arranged in way of each pendulum on which the deflections are recorded.
 The pendulum bobs are immersed in water or light oil to dampen the swing.
 Four masses A, B, C and D are placed on the deck, two on each side of the ship near midships, their
centres being as far as possible from the centreline.
 The mooring ropes are slackened and the ship-to-shore gangway removed. The draughts and
density of water are read as accurately as possible.
 The inclining masses are then moved, one at a time, across the ship until all four are on one side,
then all
four on the other side and finally two on each side.
 The deflections of the pendulums are recorded for each movement of mass.
 An average of these deflections is used to determine the metacentric height.
 The experiment should be carried out in calm weather.

=======================================================================================
Q 32: Draw and explain equilibrium, tender, stiff ship?

A 32:
1) In the upright position , the weight of the ship acts

vertically down through the centre of gravity G, while the
upthrust acts through the centre of buoyancy B. Since the
weight is equal to the upthrust, and the centre of gravity
and the centre of buoyancy are in the same vertical line,
the ship is in equilibrium.
2) When the ship is inclined by an external force to an

angle θ,the centre of gravity remains in the same position but
the centre of buoyancy moves from B to B1. The buoyancy,
therefore, acts up through B1 while the weight still acts down
through G, creating a moment of Δ g x GZ which tends to
return the ship to the upright. Δ g x GZ is known as the
righting moment and GZ the righting lever.
Since this moment tends to right the ship the vessel is said to
be stable or tender ship.
Tender ship: small metacentric height GM, will have small Righting lever GZ, at any angle and will roll
easily.
GM is said to be POSITIVE when G is lies below M
and vessel is stable.
3) If the centre of gravity lies above the transverse

metacenter the moment acts in the opposite direction,
increasing the angle of heel. The vessel is then unstable and will
not return to the upright, the metacentric height being regarded
as negative.

Stiff ship: large metacentric height GM, will have large righting lever GZ, at any angle resistance to rolling.
=======================================================================================
Q 33: what is Free Surface Effect? And method to reduce it? How it will effect on GM?
A 33:
Free Surface Effect: When a tank on board a ship is not completely full of liquid, and the vessel heels, the
liquid moves across the tank in the same direction as the heel.
 C.O.G moves away.
 Reduce metacentric height GM.
 Reduce righting lever GZ.
 Increase angle of heel.
RESULT: SHIP is UNSTABLE.
without division
GG2 =

With transverse division

GG2 =
With longitudinal division

GG2 =
It may be seen that the F.S.E is still further reduced by

the longitudinal division
If a tank is subdivided by N longitudinal division forming
equal tank, than
GG2 =
Another method for reducing F.S.E
POCKETING
 Free Surface Effect can be reduced, to some extent, by creating pocketing. Pocketing occurs when
the surface of the liquid contacts the top or bottom of the tank, reducing the breadth (B) of the free
surface area.
Pocketing with top of tank. Pocketing with bottom of tank.

 Since the effects of pocketing can not be calculated, it is an indeterminate safety factor.
 The Free Surface correction will therefore indicate less overall stability than actually exists.
SURFACE PERMEABILITY
 Impermeable objects (engines, pumps, piping
systems, etc) inside a flooded space project
through and above the liquid surface.
 These objects inhibit the moving water and the
"shifting of the wedge" may or may not be
complete, thus reducing Free Surface Effect.
 The impermeable objects also occupy volume,
reducing the amount of flooding water (movable
weight) that can fill the space.
SWASH BULKHEADS (BAFFLE PLATES)

 In addition to some structural support, these
bulkheads are designed to reduce Free Surface Effect.
 They are longitudinal bulkheads that hinder, but do
not prevent, the flow of liquid from side to side as the
ship rolls or heels.
 They are found in tanks, voids, double bottoms, bilges,
etc.
SLUICE VALVES
 Sluice valves allow opposing tanks to be
cross-connected.
 When large, partially filled tanks are
connected, Free Surface Effect increases,
and the vessel becomes less stable.
 Ships like oilers and tenders use these
valves to create long, slow roll periods
during ammunition handling and refueling
Sluice Valve Closed: Sluice Valve Open:
=====================================================================================

Q 34: Explain Angle of loll? How you will correct it? And lot more question asking from this
theory.
A 34:
ANGLE OF LOLL
ANGLE OF LOLL:
 It is the angle at which the ship with initial negative
Metacentric height will lie at rest in still water. If the
ship is further inclined to an angle less than angle of
loll, the ship will sink.
 An initially unstable ship heels to a certain angle and
ends up in neutral stability. That angle is called angle
of loll
At angle of loll ., GM = 0 OR KG = KM
CORRECTIVE ACTION
 First check if the vessel is listed or lolled.
 Always presume it is lolled for safety and work
accordingly.
 Calculate the vol of all tanks check for any slack
tanks if any for the reason listed .
 If the port and starboard listing moments are same
then confirm its lolled
 In a listed condition always try to lower the centre of gravity by discharging the high side of the
ballast first
 start filling low side of the tanks (prefer smaller
tanks to minimise free surface effect during filling )
(coz if you fill the other side of the tank, the listing
moment will be enough to capsize).
 gradually start filling the mid tank and then the
port side tank.
 now the vessel should be upright , even if it is not .,
try ballasting other tanks in the same method

WHERE DOES ANGLE OF LOLL OCCUR

 Occurs in timber carriers., - timber s on the deck absorb moisture and increases the COG.
 Moreover, while sailing, consumption of fuel and water from the lower tanks also increases the
COG.
NOTE :- DURING LOLL – NEVER BALLAST THE HIGH SIDE OF THE TANK , BECOZ , THE SHIPS LISTING
MOMENT TO THE OTHER SIDE IS ENOUGH FOR IT TO CAPSIZE
=======================================================================================
Q 35 : GZ and GM curves, Explain stability in it, at what angle will vessel lose its stability?
A 35:

Cross curve of stability:

 To draw static stability curve with the help of Cross curve of stability, to plot Static stability curve we
required value of GZ at various angle of heel.
 Cross curve of stability is nothing but curve by GZ angle of heel at various displacement.
GZ cross curves of stability:

 These are the set of curves from which the righting lever about an assumed center of gravity for any
angle of heel at any particular displacement may be found by inspection.
 The curves are plotted for an assumed KG and if the actual KG of ship differs from this, a correction
must be applied to the righting levers taken from the curves.
KN cross curves of stability:

 It has already been shown that the stability cross curves for a ship are constructed by plotting the
righting levers for an assumed height of the centre of gravity above the keel.
 In some cases the curved are constructed for an assumed KG of zero.
 The curves are then referred to as KN curves, KN being the righting lever measured from the keel.
STATIC STABILITY REQUIREMENTS :

 The initial metacentric height GM should not be less than 0.15 m
 G) should ot e less tha . at heel =
 Ma righti g le er should o ur at a gle of heel > i a a s ot less tha .
 The area under the GZ curve should be
. rad upto heel =
0.09 m rad upto heel =
. rad et ee <heel< or <heel< A gle of do floodi g
(angle of downflooding means = angle at which deck immersion takes place )
CURVES OF STATIC STABILITY :

 This curve is plotted for every voyage and its for a particular KG and displacement .
 FROM THIS CURVE YOU CAN FIND INITIAL GM
 A tangent drawn to the curve at initial point where it meets at 1 rad ( that h = Initial Metacentric
height)
ANGLE OF CRONTRAFLEXURE:
 The angle till which the rate of GZ increases with increase in heel. Though after this GZ may
increase, the rate of increase is slower ANGLE AT WHICH MAX GZ occurs.

ANGLE OF VANISHING STABILITY:

 Beyond which the vessel will capsize
 RIGHTING MOMENT AT ANY ANGLE CAN BE FOUND
- GZ x Displacement
MOMENT OF DYNAMIC STABILITY AT ANY PARTICULAR ANGLE

= Disp X A where Displacement in tons and A in meter
(DYNAMIC STABILITY: Its nothing but the work done in heeling the ship to a particular angle )
=======================================================================================
Q 36 : Explain about chain locker? Location of it?

Q 36 a: Explain bitter end and its location? How it is connected?
Q 36 b: Spurlingpipe and Hawspipe location?
A 36, 36 a, 36 b:
CHAIN LOCKER
Location:
 Fitted between upper and second deck, below second deck or in forecastle.
 Usually FWD of the collision bulkhead.
 It is not carried out to ship side.
 It must have sufficie nt volume to allow adequate head room when the anchor are in the stowed
position.

Connection and Construction:

 Spurling pipe or Chain pipe connected chain locker to the deck.
 Haws pipe runs from deck to hull of the ship. When anchor chain remove from the S.W, mud will
stuck on it, so a fire hose line is in haws pipe to clean anchor chain.
 Top of the chain or spurling pipe have Canvas Sleeve to keep the water from enterning into chain
locker.
 Any fluid accumulated in chain locker is removed by educator for directly discharge overboard.
 Chain stopper is fasting with hinged lever, used to lock the chain in any desired position and it will
release the load from the windlass either when it is out or stowed.
 Cable lifter are arranged over to the spurling pipe to ensure a direct lead for the cable onto locker.
 The end of a chain secured in the chain locker of a vessel which is attached to the hull by a quick
release mechanism known as the BITTE‘ END .
 End of the cable connected to deck or B/H in chain locker.
 Existing stiffners fitted to the fore side of the collision B/H, two similer section are fitted
horizontally back to back reverted to the B/H and welded to the stiffners.
 Stiffeners are fitted outside the locker to prevent damage from the chains.
 A space allowed between the horizontal bars to allow the end link of the cable to slide in and be
secured be
a bolt.
 Centerline division fitted to separate the two chains (port & stbd).
 If the locker fitted in forecastle the B/H may be used to support the windlass.
 Hinged door is fitted in FWD B/H giving access to the locker from the store space.
 Locker fitted with false floor to allow drainage of water and mud with help of drain plug in FWD
B/H.

=======================================================================================
Q 37 : Explain Bulbous Bow? How it improve propulsion efficiency?

A 37:
BULBOUS BOW
LOCATION: Just elo the ater li e a d i fro t of the ship s hull.
WORK:
 it reduce the hull wave making resistance of a ship, which is the major residuary frictional
resistance of a ship.
 when water will be cut by Bulbous bow there is two type of wave will generate.
 Primary wave which formed by bow just in front of Bow will cut the Secondary Wave formed by ship
hull and will reduce dragging.
 So hull wave making resistance is reduced so more efficient and lesser fuel oil consumption.
ADVANTAGE OF BULBOUS BOW:

 Increase propulsion efficiency.
 Reduce pitching.
 Increase stability.
 Increase buoyancy.
 Reduce dragging
 Increase the ship speed.
 Reduce fuel oil consumption.
 It ork as a ‘o ust BUMPE‘ i the e e t of ollisio .
 Allow the installation of the bow thruster at a foremost position making it more efficient.
 Extra protection for panting and pounding effect.
 Increase range fuel efficiency.


=======================================================================================
Q 38 : How many type of keel used in ship construction? Explain all of them?
A 38:
 Runs along the centreline of the bottom plate.
 For most ships it is of flat plate construction
 Centre Girder – a watertight longitudinal division which runs along the centreline from fore peak to
aft peak bulkhead.
Types Of Keel:
 FLAT KEEL
 BAR KEEL
 DUCT KEEL
FLAT KEEL:
 Used in all types of sea going vessels
 Flat keel would basically mean a single bottom
 In the olden days, above the floors, a wooden plank was placed to facilitate cargo carriage. (now u
might wonder that makes it a sort of double bottom right ? – ans is , its ot, oz if it s a dou le
bottom, it should be water tight
 Keel Plate – may be 1-2 m wide.

 Must be of full thickness for 3/5th L amidships – may be gradually reduced towards the ends of ship
 Centre girder is connected to keel plate and inner bottom plating

BAR KEEL:
 A bar is placed in the center of the keel called bar keel.
 These consist one or more solid bar which are supported by frames running around the vessel.
 The either side of the hull attached to the bar keel is called Garboard strake
 These types of keels are incorporated in ferries or boats that are to be grounding.
 Keelson plate: longitudinal beam on top of the keel of a vessel for strength & stiffners.
-
DUCT KEEL:
 Some double bottoms have a duct keel fitted along the centreline
 Internal watertight passage running along the length of the ship, usually from collision bulkhead
/forepeak to for d a hi er spa e ulkhead.

 Used to carry pipework along the length of the ship to various holds/tanks.
 Prevent any construction which could occurs if pipe rupture with cargo.
 Usuall a essed a a atertight a hole at the for d e d of a hi er spa e
 Not required in machinery space or further aft – pipework runs along top of E/R double bottom and
along shaft tunnel
 Two longitudinal girders not more than 1.83 m apart. Ensures girders rest on docking blocks
 Keel Plate and tank top above duct keel must have increased scantlings to compensate for
reduced strength of the transverse floors
 Stiffeners are fitted to shell and bottom plating at alternate frame spaces and are bracketed to
the longitudinal girders
 Also called as BOX KEEL, allows pipes and other services throughout the keel length.
 This is fitted from the FWD of the E/R bulkhead to the aft of the collision bulkhead.
 AFT side e a t e ui ed Du t keel oz pipe ill pass th ough to the “HAFT TUNNEL
 This keel facilitates pipe passing through the cargo holds and thus isolating piping from cargo
contact
 This enables lines to pass through that facilitate draining.
=======================================================================================
Q 39 : Expalin Bilge Keel? How it is connected ? How much length it is? Purpose of it?
A 39:
BILGE KEEL
PURPOSE:
 Dump the rolling motion of the vessel.
 Protected of bilge on grounding.
 Increase the longitudinal strength.
LOCATION & CONSTRUCTION:

 Bilge keel are about one half of length of ship.
 Runs over the midship portion of hull
extended FWD & AFT of a midship
 These projections are arranged at the bilge to
lie above the line of the bottom shell and within
the breadth of the ship, thus being partially
protected against damage.
 The depth of the bilge keels depends to some
extent on the size of the ship but there are two
main factors to be considered;
(a) the web must be deep enough to penetrate
the boundary layer of water travelling with the ship
(b) if the web is too deep the force of water when
rolling may cause damage.
 Bilge keels 250 mm to 400 mm.in depth are
fitted to oceangoing ships.
 keel tapered gradually at the ends tp prevent stress concentration can cause bilge plating to crack
 Bilge keel not directly welded to bilge plate but ground bar is attached to bilge plate.
 Connection of ground bar to shell is by continuous fillet welds.
 Ground bar thickness is at least that of bilge plate or 14 mm whichever is less.
 material is same as bilge plating.
=======================================================================================
Q 40 : What is frame spacing? Any example of it?

A 40:
Frame spacing: In the main body of the ship, frame spacing may not exceed 1 meter between collision
ulkhead a d a poi t o e fifth of ship s le gth a aft the ste . It ust ot e eed 7 . i peak ta k
and cruiser sterns it must not exceed 610 mm.
CANT FRAME & CANT BEAM:
 A cant frame is one which is set at an angle to the centreline of the ship.
 Such frames are fitted 610 mm apart, thus dividing the perimeter of the cruiser stem into small
panels.
 At the top, these frames are bracketed to cant beams which also lie at an angle to the centreline.

 The forward ends of the cant beams are connected to a deep beam extending right across the
ship.
 At the lower ends, the cant frames are connected to a solid floor.
=======================================================================================
Q 41 : Draw and Explain Cruiser Stern and Transom Stern?

A 41:
 As the cruiser stern overhang may be subjected to large slamming forces a substantial
construction with adequate stiffening is required.
 Solid floors are fitted at every frame space, and a heavy centre line girder is fitted right aft at the
shell and decks.
 The stern plating is stiffened by cant frames or webs with short cant beams supporting the decks
and led to the adjacent heavy transverse deck beam.
 Further stiffening of the plating is provided, or adopted in lieu of cant frames, by horizontal
stringers extending to the first transverse frame.
 Cant frames are not required where the transom stern is adopted, as the flat stern plating may be
stiffened with vertical stiffeners .
 Deep floors and a centre line girder are provided at the lower region of the transom stern
construction.
 Stern is flat which reduce the production costs, while at some time reducing the bending moment
on the after structure.

=======================================================================================
Q 42 : Explain Collision bulkhead? In detail?

A 42:
COLLISION BULKHEAD
Purpose:- Avoids flooding of ship in case of damage to bows.
Location & Construction:-

 Location is such that it is not so much forward as to get damaged on impact , Neither it should be
too far aft so that compartment flooded forward causes extensive trim by head.
 As a rule located at minimum distance to get maximum space for cargo.
 For Passenger ship, the collision bulkhead is placed aft of the forward perpendicular, at a distance
of not less than 0.05L and not more than 0.05L + 3 m. For cargo ships, the distance should not be
less than 0.05L, where L is the overall length of the ship.
 Minimum at 1/20 of ships length from forward perpendicular.
 The collision bulkhead is continuous to upper most continuous deck.
 The collision bulkhead is 20% stronger than other bulkheads.
 Collision bulkhead is 5 to 8 percent of ships length from forward.
 All ships are required to have a watertight collision bulkhead which rises up to the uppermost
continuous deck.
 No opening is allowed in the collision bulkhead except ballast line for the forepeak. This line should
have a valve for isolation
 The collision bulkhead is stiffened by 180 mm vertical bulb plates spaced about 600 mm apart
inside the peak. It is usual to fit horizontal plating because of the excessive taper on the plates
which would occur with vertical plating.
 The structure in the after peak is similar in principle to that in the fore peak, although the stringers
and beams may be fitted 2.5 m apart. The floors should extend above the'stern tube or the
frames above the tube must be stiffened by flanged tie plates to
reduce the possibility of vibration.
 The collision bulkhead, as the forepeak bulkhead, and the aft peak bulkhead are tested for
watertightness by filling the peaks with water to the level of the load waterline.
 Where the bulkheads form the boundaries of deep tanks, they are tested by filling them with water
up to the top of the air pipe.

Why collision B/H kept at L/20 of the ship?

 In the event of collision and grounding standard of subdivision has to give good chance that the ship
remains afloat under such emergencies.
 Transverse B/H are reliable in this case and classification society requires a watertight collision b/h
within reasonable distance from forward.
 If the ship supposed to have Wave Through a midship there will be excess weight a midships and
excess buoyancy at the ends, hence the ship will be sagging.
 If the ship is supposed to have Wave Crest a midships there will be excess weight at the ends and
excess buoyancy a midship hence ship will be hogging.
 B Tro hoidal Theor Wa e height fro through to rest is 1/20 of the wave length.
 Therefore maximum shearing force usually occurs at about L/20 of the ship from each end.
 For this reason collision B/H located L/20 of the ship length.
=======================================================================================
Q 43 : Explain Corrugated Bulkhead in detail?

A 43 :
CORRUGATED BULKHEAD
 By using plain B/H lot of extra strengthening is needed to

added to a withstand hydrostatic pressure.
 By using Corrugated B/H the strength is inherently
formed in construction this result in a large reduction in
weight.
 mostly in Dry Cargo ships, offen in oil tanker used.
 these are the bulkheads constructed on some ships for
avoiding the frames. These have tool spaces and shedder plates within them. Sounding plates and
hold ladder pass through them.
 The edge of B/H which join shell plating may have stiffened flat plate fitted to increase transverse
strength.
 A corrugated plate is stronger than a flat plate if subject to a bending moment or pillar load along
the corrugations.

 Corrugations (or swedges) are formed on a corrugated bulkhead to eliminate the need to fit the
vertical stiffener, as in those of the plain bulkhead.
 The elimination of vertical stiffeners also results in saving in steel weight and cost of stiffeners.
 The angle of corrugation is normally about 45 degrees.
 The troughs are vertical on transverse bulkheads but must be horizontal on continuous
longitudinal bulkheads, which form part of the longitudinal strength of the ship.
 Diaphragm plates or horizontal stringers are fitted on the bulkhead to keep the corrugation in
place.
 This B/H form very smooth surface in oil tanks allowed improve drainage and easy of cleaning.
=======================================================================================
Q 44 : Explain Watertight B/H in Detail?

A 44:
WATERTIGHT BULKHEAD
FUNCTION:
 They divide the ship into watertight compartments and thus restrict the volume of water which
may enter the ship if the shell plating is damaged.
 In passenger ships, complicated calculations are carried out to ensure an arrangement of bulkheads
which will prevent the ship sinking if the ship is damaged to a reasonable extent.
 The watertight compartments also serve to separate different types of cargo and to divide tanks
and machinery spaces from the cargo spaces.
 In the event of fire, the bulkheads reduce to a great extent the rate of spread.
 The transverse strength of the ship is increased by the bulkheads which have much the same
effect as the ends of a box.
 They prevent undue distortion of the side shell and reduce racking considerably.
CONSTRUCTION:
 Longitudinal deck girders and deck longitudinals are supported at the bulkheads which therefore act
as pillars, while at the same time they tie together the deck and tank top and hence reduce vertical
deflection when the compartments are full of cargo.

 it is found that a bulkhead required to withstand a load of water in the event of flooding will
readily perform the remaining functions.
 The number of bulkheads in a ship depends upon the length of the ship and the position of the
machinery space.
 In ships more than 90 m in length, additional bulkheads are required, the number depending upon
the length.Thus a ship 140 m long will require a total of 7 bulkheads if the machinery is amidships
or 6 bulkheads if the machinery is aft, while a ship 180 rn in length will require 9 or 8 bulkheads
respectively.
 Each ship must have a collision bulkhead at least one twentieth of the ship's length from the
forward perpendicular, which must be continuous up to the uppermost continuous deck.
 The stern tube must be enclosed in a watertight compartment formed by the sternframe and the
after peak bulkhead which may terminate at the first watertight deck above the waterline.
 A bulkhead must be fitted at each end of the machinery space although, if the engines are aft, the
after peak forms the after boundary of the space. In certain ships this may result in the saving of
one bulkhead.
 These bulkheads must extend to the freeboard deck and should preferably be equally spaced in the
ship.
 The bulkheads are fitted in separate sections between the tank top and the lowest deck, and in the
'tween decks.
 Watertight bulkheads are formed by plates which are attached to the shell, deck and tank top by
welding.
 Since water pressure increases with the head, and the bulkhead is to be designed to withstand such
a force, it may be expected that the plating on the lower part of the bulkhead is thicker than that at
the top.
 The bulkheads are supported by vertical stiffeners spaced 760 mm apart. Any variation in this
spacing results in variations in size of stiffeners and thickness of plating.
 The ends of the stiffeners are usually bracketed to the tank top and deck although in some cases the
brackets are omitted, resulting in heavier stiffeners.
 The bulkheads are tested for watertightness by hosing them using a pressure of 200 kN/m 2.
 If hose test is not practicable bcoz of possible damage to M/C, Electrical equipment insulation, it
may be replaced by careful visual examination of welded connection.
 Tank which are intended to hold liquids, and which form part of the watertight subdivision of the
ship shall be tested for tightness and structural strength with water head. The water head is in no
case to less than top of the air pipes or to a level of 2.4 m above the top of the tank whichever is
greater.
 We can do by dye penetrant test or an ultrasonic test.
 The test is carried out from the side on which the stiffeners are attached.
 It is essential that the structure should be maintained in a watertight condition.

 If it is found necessary to penetrate the bulkhead, precautions must be taken to ensure that the
bulkhead remains watertight.
 The after engine room bulkhead is penetrated by the main shaft, which passes through a watertight
gland, and by an opening leading to the shaft tunnel.
 This opening must be fitted with a sliding watertight door. When pipes or electric cables pass
through a Bulkhead , the integrity of the bulkhead must be maintained.
=======================================================================================
Q 45 : Explain NON-Water tight B/H?

A 45:
NON-WATERTIGHT BULKHEADS
 Any bulkhead which does not form part of a tank or part of the watertight subdivision of the ship
may be non-watertight.
 Many of these bulkheads are fitted in a ship, forming engine casings and partitions in
accommodation. 'Tween deck bulkheads fitted above the freeboard deck may be of non-watertight
construction, while many ships are fitted with partial center line bulkheads if grain is to be carried.
 Center line bulkheads and many deck-house bulkheads act as pillars supporting beams and deck
girders, in which case the stiffeners are designed to carry the load. The remaining bulkheads are
Lightly stiffened by angle bars or welded flats.
=======================================================================================
Q 46 : Explain Hatch Cover and Hatch Coaming?

A 46:
HATCH COVER
FUNCTION:
 Cargo holds are fitted with hatch covers to prevent the contact of cargo with outer atmosphere i.e.
air, moisture, weather and water and to avoid cargo from getting wet.
 Another important function of hatch cover is to maintain the water tight integrity of the ship at all
sea going condition by not allowing any ingress of water inside the cargo hold and disrupting the
stability of the ship.
 Large hatches must be fitted in the decks of dry cargo ships to facilitate loading and discharging of
cargo.

 It is usual to provide one hatch per hold or 'tween deck, although in ships having large holds two
hatches are sometimes arranged.
 The length and width of hatch depend largely upon the size of the ship and the type of cargo Iikely
to be carried.
 General cargo ships have hatches which will allow cargoes such as timber, cars, locomotives and
crates of machinery to be loaded.
 A cargo tramp of about 10 000 tonne deadweight may have five hatches, each 10 m long and 7 m
wide, although one hatch, usually to No. 2 hold, is often increased in length.
 Large hatches also allow easy handling of cargoes. Bulk carriers have long, wide hatches to allow the
cargo to fill the extremities of the compartment without requiring trimming manually.
Maintenance for Hatch Covers:

 Hatch covers of cargo hold are generally made from light weight steel or high tensile steel.
 They are fitted over a steel bar of the hold with a rubber packing inserted in between them to avoid
water ingress.
 A proper routine maintenance to be performed by qualified officer on ship which must includes.
 Examination of hatch cover,
 hatch beams for corrosion,
 cracks and material failure Keep Cleats,
 hauling wire, rollers,
 chains and wedges in operational condition at all time Keep clean hatch cover tops
and all drainage holes to be kept clear
 Look for any broken or missing gasket and replace it immediately.
 The length of renewed gasket must be minimum 1 m
 Before renewing rubber gasket, check and rectify steel to steel fault
 Gasket rubber to be of approved type by class
 Grease all the moving parts
 Check for any hydraulic system leakage if cover is oil operated
 Oil test to be performed for hydraulic system
 Call surveyor after any major repair in the cover and its concerned parts
Testing of Hatch Covers:

After maintenance procedure it is advised to test the water tight integrity of the hatch cover by different
methods. The three methods to check water tightness of hold covers are:
1. Hose water Test:
 In this test a water spray from a nozzle of 12mm diameter is sprayed over the joint of hold and
cover from a distance of 1m to 1.5 m with a pressure of 0.5 m/ second water jet.
 The limitation or drawbacks of this test is that it requires two persons and hatch cover to be tested
must be empty.
 The leakage if very minimal cannot be identified by naked eye and cannot be performed in sub zero
or cold weather.
2. Ultrasonic Test:
 The Ultrasonic testing is a more accurate method of testing water tightness of hold and its cover.
 In this system an ultrasonic generator is kept inside a closed and intact cargo hold.

 A sensor of that unit is passed all over the compression joint and any low pressure area or point
detected by the instrument can be a leakage point.
 An ultrasonic test is carried out using type-approved, efficient and reliable testing equipment.
 This equipment consists of two parts: an ultrasound multi-transmitter and a hand-held detector.
 The multi-transmitter is placed in the hold in a central position. It produces a uniformly distributed
omnidirectional sound throughout the hold space.
 The sound energy is measured by the hand-held detector.
 The transmitter sound is produced in a narrow frequency (kHz) band, and the detector is only tuned
to filter out this band. As inspectors wear headphones and read data off a digital display, they are
not hampered by surrounding noise and can detect any leaks.
 The dete tor s uilt-in memory function also records the dB values, making the data downloadable
to a PC, so that it can be safely logged for reports.
 For swift, clean and easy testing, ultrasonic technology can be used to check any opening on board
a ship that needs to be sealed
 Few drawbacks of this instrument is it is not normally kept onboard and qualified person is
required to perform this test.
3. Chalk Test:
 This is the oldest or most traditional method for testing hold cover compression, but it cannot test
the water tight integrity of the hold.
 A layer of chalk powder is applied all over the steel back of the hatch and then the hatch cover is
closed and tightened to its normal values.
 The impression of chalk on the rubber packing is then studied to check lack of compression point
shown by gap in the chalk marks.
HATCH COAMING
 The hatches are framed by means of hatch coamings which are vertical webs forming deep
stiffeners.
 The heights of the coamings are governed by the International Load Line Rules.
 On weather decks they must be at least 600 mm in height at the fore end and either 450 mm or 600
mm aft depending upon the draught of the ship.
 Inside superstructures and on lower decks no particular height of coaming is specified.
 it is necessary, however, for safety considerations, to fit some form of rail around any deck opening
to a height of 800 mm.
 It is usual, therefore, at the weather deck, to extend the coaming to a height of 800 mm.

 In the superstructures and on lower decks portable stanchions are provided, the rail being in the
form of a wire rope.
 These rails are only erected when the hatch is opened.
 The weather deck hatch coamings must be 11 mm thick and must be stiffened by a moulding at the
top edge. Where the height of the coaming is 600 mm or more, a horizontal bulb angle or bulb plate
is fitted to stiffen the coaming which has additional support in the form of stays fitted at intervals of
3 m.
=======================================================================================
Q 47 : What is Dye Penetration test ? Why it is done ? & How ?

A 47:
 This is the most common test method used to detect cracks in components on board ship.
 Penetrant is same penetrating oil used to loose a rusted nut & bolt except it contains a Dye which
will find its way in to the smallest of cracks, even those invisible to the naked eye.
 Some of them are FLUORESCENT DYE, which then used in conjunction with an ULTRAVIOLET LIGHT,
which makes the cracks Glow Green when ordinary lighting is reduced.
 Some of them are DEVELOPER which makes the Dye stand out as a Red line.
 This type usually comes in 3 aerosols
 FIRST IS CLEANER, WHICH IS SPRAYED ON IT.
 THEN THE COMPONENT IS ALLOWED TO DRY.
 THEN THE PENETRATING DYE IS SPRAYED ON & AFTER 5 MINUTES THE EXCESS COATING ON
SURFACE IS WIPED OFF.
 THE DEVELOPER IS SPRAYED ON WHICH WILL HIGHLIGHT ANY CRACK PRESENT.
=======================================================================================
Q 48 : Explain Deep tank? Where it is located ? and function of it?

A 48:
DEEP TANK
FUNCTION:
 Used to carry certain amount of water ballast.
 Used to carry Dry cargo normally but water ballast when ship is light.
 Used to carry Oil cargo provided that its Flash point not less than 600 c.

LOCATIN & CONSTRUCTION:

 Tank extending from bottom or inner bottom up to higher than lowest deck.
 It is FWD of M/C space to provide sufficient ballast capacity.
 They are fitted with Hatches so they also may be used for Dry cargo, vegetable oil, as cargo.
 Hatches prevent water to enter.
 A wash plate must be fitted at the centerline to reduce the Free surface effect.
 B/H stiffeners must be spaced not more than 600 mm apart and must be bracketed at the head and
foot.
 Deck plating which forms the tank top must be at least 1 mm thicker than that boundary of B/H.
 The tank structure is designed to a head of water up to top of the overflow pipe.
 The tank being tested to this head or to height of 2.45 m above the top of the tank whichever is
higher.
=======================================================================================
Q 49: Draw and explain Double Bottom Tank?

A 49:
DOUBLE BOTTOM TANK

TRANSVERSELY FRAMED DOUBLE BOTTOM
 If the double bottom is transversely framed, then transverse solid plate floors, and bracket floors
with transverse frames, provide the principal support for the inner bottom and bottom shell plating.
 Solid plate floors are fitted at every frame space in the engine room and in the pounding region.
 Also they are introduced in way of boiler seats, transverse bulkheads, toes of brackets supporting
stiffeners on deep tank bulkheads, and in way of any change in depth of the double bottom.
 Where a ship is regularly discharged by grabs, solid plate floors are also fitted at each frame.
Elsewhere the solid plate floors may be spaced up to 3.0m apart, with bracket floors at frame
spaces between the solid floors.
 The plate brackets of bracket floors are flanged and their breadth is at least 75 percent of the
depth of the center girder at the bracket floors.
 To reduce the span of the frames, which should not exceed 2.5 meters, at the bracket floor,
vertical angle or channel bar struts may be fitted.
 Vertical stiffeners usually in the form of welded flats will be attached to the solid plate floors, which
are further strengthened if they form a watertight or oil tight tank boundary.
 One intercostal side girder is provided port and starboard where the ship s eadth e eeds
ut does ot e eed a d t o a e fitted po t a d sta oa d he e the ship s eadth is
greater.
 In way of the bracket floors a vertical welded flat stiffener is attached to the side girder.
 Additional side girders are provided in the engine room, and also in the pounding region.

LONGITUDINALLY FRAMED DOUBLE BOTTOM

 In a longitudinally framed double bottom, solid plate floors are fitted at every frame space under
the main engines, and at alternate frames outboard of the engine seating.
 They are also fitted under boiler seats, transverse bulkheads, and the toes of stiffener brackets on
deep tank bulkheads.
 Elsewhere the spacing of solid plate floors does not exceed 3.8m, except in the pounding region
where they are on alternate frame spaces.
 At intermediate frame spaces brackets are fitted at the tank side, and at the center girder where
they may be up to 1.25 m apart.
 Each bracket is flanged and will extend to the first longitudinal.
 One intercostal side girder is fitted po t a d sta oa d if the ship s eadth e eeds 4 , a d
where the breadth exceeds 21 m two are fitted port and starboard.
 These side girders always extend as far forward and aft as possible.
 Additional side girders are provided in the engine room, and under the main machinery, and they
should run the full length of the engine room, extending three frame spaces beyond this space.
 Forward the extension tapers into the longitudinal framing system. In the pounding region there will
also be additional intercostal side girders.

 As the unsupported span of the bottom longitudinal should not exceed 2.5m, vertical angle or
channel bar struts may be provided to support the longitudinal between widely spaced solid
floors.

=======================================================================================
Q 50: Panting and Pounding effect? How to resist Panting and Pounding? Draw Sketch?
A 50:

PANTING
Panting:
 As the waves pass along the ship they cause fluctuations in water pressure which tend to create
an in-and-out movement of the shell plating. The effect of this is found to be greatest at the ends
of the ship, particularly at the fore end, where the shell is relatively flat.
 Such movements are termed panting and, if unrestricted, could eventually lead to fatigue of the
material and must therefore be prevented. The structure at the ends of the ship is stiffened to
prevent any undue movement of the shell.
ARRANGEMENTS TO RESIST PANTING
 The structure of the ship is strengthened to resist the effects of panting from 15% of the ship's
length from forward to the stem and aft of the after peak bulkhead.
 In the fore peak, side stringers are fitted to the shell at intervals of 2 m below the lowest deck.
 Panting beam are fitted FWD of the Collision B/H below the lowest deck.
 Panting beam connected to Beam knee.
 Panting beam fitted alternate frame.
 Beam space not more than 2 m apart vertically and supported by pillars.

 Panting stringer are laid on each beam.
POUNDING
Pounding:
 When a ship meets heavy weather and commences heaving and pitching, the rise of the fore end
of the ship occasionally synchronize with the trough of a wave. The fore end then emerges from
the water and re-enters with a tremendous slamming effect, known as pounding.
 While this does not occur with great regularity, it may nevertheless cause damage to the bottom of
the ship forward. The shell plating must be stiffened to prevent buckling.
 Pounding also occurs aft in way of the cruiser stern but the effects are not nearly as great.
ARRANGEMENT TO RESIST POUNDING:

 pounding effect expected in Bottom of ship 30% ship length abaft the stem.
 So this 30% area pounding region are additionally strengthened in ships exceeding 65 m in length.
Transversely framed:
 Plate floor are fitted at every frame space and are connected to the outer bottom plating by
continue weld.
 Longitudinal girder are fitted 2.2 m apart, extending vertically from the shell to the tank top.
 Intermediate half height girder are fitted to shell.

 Solid floor are fitted at every frame space and are attached to the bottom shell by continue welding.
Longitudinal framed:
 If bottom shell of a ship longitudinally frame the spacing between longitudinal are reduced 700 mm
and are continue as FWD as practicable to the collision B/H.
 Transverse floor are fitted alternate frame.
 Side girder fitted not more 2.1 m apart.
=======================================================================================

Q 51: Explain different type of Water tight door?

A 51:
WATER TIGHT DOOR
 Watertight door is fitted to any access opening in a watertight bulkhead. Such openings must be cut
only where necessary for the safe working of the ship and are kept as small as possible, 1.4 m high
and 0.75 m wide being usual.
 The doors may be mild steel, cast steel or cast iron, and either vertical or horizontal sliding, the
choice being usually related to the position of any fittings on the bulkhead.
 The means of closing the doors must be positive, i.e., they must not rely on gravity or a dropping
weight.
Vertical sliding doors:

 These are closed by means of a vertical screw thread which turns in a gunmetal nut secured to the
door.
 The screw is turned by a spindle which extends above the
bulkhead deck, fitted with a crank handle allowing
complete circular motion.
 A similar crank must be fitted at the door. The door runs
in vertical grooves which are tapered towards the
bottom, the door having similar taper, so that a tight
bearing fit is obtained when the door is closed.
 Brass facing strips are fitted to both the door and the
frame.
 There must be no groove at the bottom of the door to
collect dirt which would prevent the door fully closing.
 An indicator must be fitted at the control position above
the bulkhead deck, showing whether the door is open or
closed.
Horizontal sliding door:

 It is operated by means of an electric motor A which turns a vertical shaft B.
 Near the top and bottom of the door, horizontal screw shafts C are turned by the vertical shaft
through the bevel gears D.

 The door nut E moves along the screw shaft

within the nut box F until any slack is taken up
or the spring G is fully compressed, after which
the door moves along its wedge-shaped guides
on rollers H.
 The door may be opened or closed manually at
the bulkhead position by means of a hand
wheel J, the motor being automatically
disengaged during this operation.
 An alarm bell gives warning 10 seconds before
the door is to close and whilst it is being closed.
 Opening and closing limit switches K are built
into the system to prevent overloading of the
motors.
 A de-wedging device may be fitted to release
the door from the wedge frame and to avoid
overloading the power unit if the door meets
an obstruction.
 As the door-operating shaft turns, the spring-
loaded nut E engages a lever L which comes
into contact with a block M on the door frame.
 As the nut continues to move along the shaft, a
force is exerted by the lever on the block,
easing the door out of the wedge. Should a solid obstruction be met, the striker N lifts a switch bar
P and cuts out the motor.
Hinged watertight doors:

 it may be fitted to watertight bulkheads in
passenger ships, above decks which are 2.2 m or
more above the load waterline.
 Similar doors are fitted in cargo ships to
weather deck openings which are required to be
watertight.
 The doors are secured by clips which may be
fitted to the door or to the frame.
 The clips are forced against brass wedges. The hinges must be fitted with gunmetal pins.

 Some suitable packing is fitted round the door to ensure that it is watertight., six clips being fitted to
the frame.
WATERTIGHT DOOR WEATHERTIGHT DOOR
 A watertight door prevents the passage of  A weather tight door is designed to be

water when exposed to a head of water. A located on the deck of a ship/boat above the
typical head of water for a ship could range waterline, where they can be subject to the
from 3-10 meters (tested up to 20 meters adverse weather conditions experienced
resistance). offshore.
 Watertight doors are tested using a pressure  Weather tight doors are also designed to
tank where a hydrostatic pressure can be withstand brief submersion experienced from
applied to the door. green seas. This means a weather tight door
can withstand a small head of water
(generally no higher than the height of the
door).
 The door is generally pressurized form the  A weather tight door is generally tested with
inside as this is worst case scenario. a high pressure hose, which is directed at the
seal.
=======================================================================================
Q 52: Explain about Bow Thruster?

A 52:
BOW THRUSTER
BOW THRUSTERS FUNCTION:
 Many ships are fitted with bow thrust units to improve their manoeuvrability.
 They are an obvious feature in ships working within, or constantly in and out of harbour where close
control is obtained without the use of tugs.

 They have also proved to be of considerable benefit to larger vessels such as oil tankers and bulk
carriers, where the tug requirement has been reduced.
CONSTRUCTION:
 In all cases the necessity to penetrate the hull forward causes an increase in ship resistance and
hence in fuel costs, although the increase is small.
 A popular arrangement is to have a cylindrical duct passing through the ship from side to side, in
which is fitted an impeller which can produce a thrust to port or to starboard.
 The complete duct must lie below the waterline at all draughts, the impeller acting best when
subject to a reasonable head of water and thus reducing the possibility of cavitation.
 The impeller may be of fixed pitch with a variable-speed motor which is reversible or has reverse
gearing.
 Alternatively a controllable pitch impeller may be used, having a constant-speed drive.
 Power may be provided by an electric motor, a diesel engine or a hydraulic motor.
=======================================================================================

Q 53: EXPLAIN PROPELLER SHAFT WITH DIAGRAM?

A 53:
 The propeller shaft is bolted to the main engine flywheel, passing through the thrust block then
along the shaft tunnel. Here it is supported by the shaft bearings before passing through the stern
tube to drive the ship's propeller.
 The shaft is manufactured from forged steel, complete with coupling flanges. It is machined leaving
a larger diameter at the location of the shaft bearings; this section has to have a fine finish to run
within the white metal bearing.
 The shaft coupling flange faces are accurately machined and the bolt holes reamed to accept fitted
bolts. They are bolted together using high tension bolting, which is tightened using hydraulic
tensioning gear.
 The supporting bearings are cast in two halves and are usually white metal lined.
 These have oil scrolls cut into them to distribute the splash lubrication. Nowadays ball bearing shaft
supports are being used, but they have been reported as being quite noisy with a tendency to run
hot.
 A typical prop shaft white metal bearing with splash lubrication is shown here.
Propeller drop.
 the propeller shaft in the after peak tank is provided with inboard and outboard seals.these seals
contain nitrile rubber or viton lip seal which seals against the bronze liner shrunk fit around the cast
iron propeller shaft.
 after a few years it creates grooves on them and naturally looses sealing and sea water can easily
find its way inside.this reduces the lubrication effect and creates wear if the bronze liner.
 now as there is enough clearance the shaft will come down by certain amount because of the
propeller weight.this drop in propeller shaft is termed as propeller drop and is measured by POKERS
gauge.

=======================================================================================
Q 54: EXPLAIN RUDDER CARRIER BEARING WITH DIAGRAM?

A 54:
 The rudder carrier bearing takes the weight of the rudder on a grease lubricated thrust face.
 The rudderstock is located by the journal, also grease lubricated. Support for the bearing is
provided by a doublers plate and steel chock.
 Wedge type side chocks, welded to the deck stiffening, locate the base of the carrier bearing. The
carrier is of meehanite with a gunmetal thrust ring and bush.
 Carrier bearing components are split as necessary for removal or replacement. Screw down

lubricators is fitted, and the grease used for lubrication is of a water resistant type (calcium soap
based with graphite)
Wear down
 A small allowance is made for wear down,
which must be periodically checked.
 This may be measured either between pads
welded on top of the rudder and onto the
rudder horn, or between the top of the
rudder stock and a fixed mark on the inner
structure of the steering gear flat.
 The latter generally involves the use of a
'Trammel gauge' which takes the form of a 'L'
shaped rod made to fit the new condition of
the gear.
 As wear down occurs it can easily be checked
with this gauge.
 The rudder is prevented from jumping by
rudder stops welded onto the stern frame.
 These limits refer to rudders of traditional design and are governed by both the physical layout of
the rudder and actuator but also due to the stall angles of the rudder. i.e. the angle at which lift (
turning moment ) is reduced or lost with increasing angle of attack.
 There are designs of rudder such as Becker flap which have increased stall angles up to 45 o
Rudder wear down measurement: (Ram type Steering Gear )

At sea:
1)Jumping clearance or bouncing clearance, measured between swivel block and upper ram fork end.
(limit is 19mm)
2)Wear down clearance, measured between swill block and bottom ram fork end.
(limit is 12-19mm)
At docking:
1)Bouncing clearance: measured between top of rudder and jumping bar.
2)Wear down clearance: between the bottom of rudder and reference mark.

Reasons for critical contouring of thrust face;

I. For lubrication
ii. Conical in order to prevent sideslip and centralize rudder
iii. Projected area gives greater bearing area allowing smaller diameter bearing
Rudder wear
 down refers to the measurements taken generally during a docking period to indicate excessive
wear in the steering gear system particularly the rudder carrier.
 This wear down or rudder drop is measured using a special L shaped instrument called Tramel.
 When the vessel is built a distinct centre punch mark is placed onto the ruder stock and onto a
suitable location on the vessels structure, here given as a girder which is typical.
 The trammel is manufactured to suit these marks As the carrier wears the upper pointer will fall
below the centre punch mark by an amount equal to the wear down.
Rudder Clearance
 Pads are welded to the hull and rudder. A clearance is given ( sometimes refered to as the jumping
clearance). As the carrier wears this clearance will increase

=======================================================================================
Q 55: Explain Shaft tunnel?

A 55:
SHAFT TUNNEL
 When the machinery space is divided from the after peak by one or more cargo holds, the main
shafting must be carried through the holds.
 A tunnel is then built round the shaft to prevent contact with the cargo and to give access to the
shaft at all times for maintenance, inspection and repair.
 The tunnel is watertight and extends from the after machinery space bulkhead to the after peak
bulkhead.
 It is not necessary to provide a passage on both sides of the shaft, and the tunnel is therefore built
off the centreline of the ship, allowing a passage down the starboard side.
 The top of the tunnel is usually circular except in a deep tank when it is more convenient to fit a
flat top.
 The tunnel stiffeners or rings are fitted inside the tunnel although in insulated ships and in tunnels
which pass through deep tanks, the rings are fitted outside the tunnel.
 The rings may be welded to the tank top or connected by angle lugs.
 The plating is attached to the tank top by welding or by a boundary angle fitted on the opposite
side of the plating to the stiffeners.
 The stiffeners and plating must be strong enough to withstand a water pressure without
appreciable leakage in the event of flooding.
 The scantlings are therefore equivalent to those required for watertight bulkheads. Under the
hatches the tunnel top plating is increased by 2 mm unless wood sheathing is fitted.
 One of the side plates is arranged so that it may easily be removed, together with the stiffeners, to
allow the main shafting to be unshipped.
 The shaft tunnel is used as a pipe tunnel, the pipes being carried along the tank top with a light
metal walking platform fitted about 0.5 m from the tank top.
 The shaft is supported at intervals by bearings which are fitted on shaft stools.

 The tops of the stools are lined up accurately to suit the height of the shaft, although adjustments to
the height of bearings are made when the ship is afloat.
 The stools are constructed of 12 mm plates, riveted or welded together, the latter being the most
usual.
 They are attached to the tunnel rings to prevent movement of the bearings which could lead to
damage of the shaft.
 The loads from the bearings are transmitted to the double bottom structure by means of
longitudinal brackets.
 Manholes are cut in the end plates to reduce the weight and to allow inspection and maintenance
of the stools.

=======================================================================================
Q 56: Explain different type of method to reduce Rolling?

A 56:
Various Methods of Reducing Rolling are:-
1) Fin stabilizer
 These work very much like aircraft wing in that they provide lift, positive or negative depending
upon their aspect relative to water flow.
 Fins are of aero foil cross section and are provided with tail flaps which can be moved relative to the
main fin.
 This is accomplished automatically as the main fin is rotated. Main fins usually have a maximum
movement of 20 degrees up or down whilst the tail can move a further 30 degrees relative to the
main flap.
 Two fins extend from the ship side at about bilge level.
 They are turned in opposite directions as the ship rolls.
 The forward motion of the ship creates force on each fin and hence produces a moment opposing
the roll. When the fin is turned down, the water exerts an upward force.
 When the fin is turned up, the water exerts a downward force.
 The fins are usually rectangular, having aero foil cross-section, and turn through about 20".
 Many are fitted with tail fins which turn relative to the main fin through a further 10".
 The fins are turned by means of an electric motor driving a variable delivery pump, delivering oil
under pressure to the fin tilting gear.
 The oil actuates rams coupled through a lever to the fin shaft.
 Most fins are retractable, either sliding into fin boxes transversely or hinged into the ship. Hinged.
fins are used when there is a restriction on the width of ship- which may be allocated, such as in a
container ship.
2) Bilge keel
 When ships were first built of iron instead of wood a bar keel was fitted, one of its advantages being
that it acted as an ant rolling device.
 With the fitting of the flat plate keel the ant rolling properties were lost. An alternative method was
supplied in the form of bilge keels which are now used in the majority of ships.
 These projections are arranged at the bilge to lie above the line of the bottom shell and within the
breadth of the ship, thus being partially protected against damage.
 The depth of the bilge keels depends to some extent on the size of the ship but there are two main
factors to be considered;

(a) the web must be deep enough to penetrate the boundary layer of water travelling with
the ship
(b) if the web is too deep the force of water when rolling may cause damage.
 Bilge keels 250 mm to 400 mm.in depth are fitted to oceangoing ships.
 The keels extend for about one half of the length of the ship amidships and are tapered gradually at
the ends.
3) Tank stabilizer
There are three basic systems of roll-damping using free surface tanks:
(a) Passive Tanks
(b) Controlled Passive Tanks
(c) Active Controlled Tanks
 These systems do not depend upon the forward movement of the ship and are therefore suitable
for vessels such as drill ships.
 In introducing a free surface to the ship, however, there is a reduction in stability which must be
considered when loading the ship.
(a) Passive Tanks

 Two wing tanks are connerted by a duct having a system of baffles .

 The tanks are partly-filled with water.
 When the ship rolls, the water moves across the system in the direction of the roll. As the ship
reaches its maximum angle and commences to return, the water, slowed by the baffles, continues
to move in the same direction.
 Thus a moment is created, reducing the momentum of the ship and hence the angle of the
subsequent roll.
 The depth of water in the tanks is critical and, for any given ship, depends upon the metacentric
height.
 The tank must be tuned for any loaded condition by adjusting the level, otherwise the movement of
the water may synchronize with the roll of the ship and create dangerous rolling conditions.
 Alternatively the cross-sectional area of the duct may be adjusted by means of a gate valve.
(b) Controlled Passive Tanks
 The principle of action is the same as for the previous system, but the transverse movement of the
water is controlled by valves operated by a control system similar to that used in the fin stabiliser.
 The valves may be used to restrict the flow of water in a U-tube system, or the flow of air in a fully-
enclosed system.
 The mass of water required in the system is about 2% to 2+% of the displacement of the ship.
(c) Active Controlled Tanks

 In this system the water is positively driven across the ship in opposition to the roll. The direction of
roll, and hence the required direction of the water, changes rapidly.
 It is therefore necessary to use a uni-directional impeller in conjunction with a series of valves.
 The impeller runs continually and the direction of the water is controlled by valves which are
activated by a

 Careful design of the tank in terms of its shape , water capacity and vertical positioning in the ship
allows control to be exercised with respect to rolling.
 With correct design of tank the water oscillating period will equal the roll period of the ship but its
motion will lag behind that of the ship by one quarter of the roll period and behind the wave by half
of the roll period.
 Water in the tank thus opposes the wave action producing the roll. Water movement between the
tanks is regulated to some extent by the air valves.
 With the valves closed the system is put out of action. With this arrangement, known as the
controlled passive system, the mass of water to about 2 to 2.5% of the ships displacement.

=======================================================================================
Q 57: Explain & Draw Torsion Box? Location of it? (most imp question for container ship)
Q 57 a: what is Racking and how to resist it?
Q 57 b: Why in Tanker there is no Torsion Box?
A 57, 57 a, 57 b:
TORSION BOX
LOCATION : Runs from Collision B/H to AFT peak B/H in both PORT & STBD side.
PREVENT:
 Torsional bending on ships due to the torsional moment on ship caused by the dynamic
movement of the wave.
 To avoid Racking Effect caused by the Sheer Stress on the vessel.

RACKING EFFECT:
 When a ship is rolling, the deck tends to move laterally relative to the bottom structure, and the
shell on one side to move vertically relative to the other side. This type of deformation is referred
to as a ki g .
 When a ship rolls there is a tendency for the ship to distort transversely in a similar way to that in
which a picture frame may collapse. This is known as racking.
 It is reduced or prevented by the beam knee and tank side bracket connections together with the
transverse bulkheads, the latter having the greatest effect.
 Transverse bulkheads primarily resist such transverse deformation, the side frames contribution
being insignificant provided the transverse bulkheads are at their usual regular spacings.
THEORY:
 TORSION: When anybody is subject to a twisting moment which is commonly referred to as torque,
that od is said to e i torsio .
 A ship heading obliquely (45°) to a wave will be subjected to righting moments of opposite direction
at its ends twisting the hull a d putti g it i torsio .
 In most ships these torsional moments and stresses are negligible but in ships with extremely wide
and long deck openings they are significant.
 A particular example is the larger container ship where at the topsides a heavy torsion box girder
structure including the upper deck is provided to accommodate the torsional stresses.

 OIL TANKER has many transverse bulkheads which act as a main stiffening member as a racking
and twisting along with we have the uppermost continue deck hi h does ’t ha e a ope i g
hat h o pare to dr argo ship. “o OIL TANKER did ’t ha e additio al stiffe i g e er like
Torsion box.
 IN BULK CARRIER have small hatch opening and it has sufficient deck space or deck stiffening
member which are sufficient to counteract the twisting moment.
=======================================================================================
Q 58: What is Standard Fire test? Explain Class of Bulkhead also called Thermal Bulkhead?
A 58 :
STANDARD FIRE TEST
 A standard fire test is a test in which specimens of the relevant bulkheads or decks are exposed in a
test furnace to temperatures corresponding approximately to the standard time-temperature curve
in accordance with the test method specified in the Fire Test Procedures.
 Specimen shall have an expose surface not less than 4.65 m2 and height 2.44 m including atleast
one joint.
CLASS A BULKHEAD:
 A" lass di isio s are those di isio s for ed ulkheads a d de ks hi h o pl ith the
following criteria:
 they are constructed of steel or other equivalent material;
 they are suitably stiffened;
 they are insulated with approved non-combustible materials such that the average
 Temperature of the unexposed side will not rise more than 140ºC above the original temperature,
nor will the temperature, at any one point, including any joint, rise more than 180ºC above the
original temperature, within the time listed below:
Class A-60 60min 
Class A-30 30Min 
Class A-15 15Min 
Class A-0 0Min
 They are constructed as to be capable of preventing the passage of smoke and flame to the end of
the one-hour standard fire test.

CLASS B BULKHEAD:
 "B" class divisions are those divisions formed by bulkheads, decks, ceilings or linings which comply
with the following criteria:
 They are constructed of approved non-combustible materials and all materials used in the
construction and erection of "B" class divisions are non-combustible.
 They have an insulation value such that the average temperature of the unexposed side will not
rise more than 140ºC above the original temperature, nor will the temperature at any one point,
including any joint, rise more than 225ºC above the original temperature, within the time listed
below:
Class B-15 15 min
Class B-0 0 min
 They are constructed as to be capable of preventing the passage of smoke and flame to the end of
the first half hour standard fire test.
CLA““ C BULKHEAD:
 "C" class divisions are divisions constructed of approved non-combustible materials. They need
meet neither requirements relative to the passage of smoke and flame nor limitations relative to
the temperature rise.
He can ask you some definition from this:

 Non-combustible material: is a material which neither burns nor gives off flammable vapours in
sufficient quantity for self-ignition when heated to approximately 7500 C, this being determined in
accordance with the Fire Test Procedures.
 Flashpoint is the temperature in degrees Celsius (closed cup test) at which a product will give off
enough flammable vapour to be ignited.
=======================================================================================
Q 59: Explain Anti heeling system? How it will work?

A 59 :
ANTI-HEELING SYSTEM
 Whe the ship tilts o a of its sides i.e. po t o sta oa d a d does t etu a k to its up ight
position, it is known as heeling of the vessel.
 Heeling is unsafe for ship, its machineries and people onboard.
 The ai reaso s of ship s heeli g are strong winds, hard and speedy turns and uneven cargo
loading.

 Out of the three reasons, the most common cause is uneven cargo loading and unloading.
Anti-heeling System
 The anti heeling system of a ship automatically detects the heeling angle of the ship and
compensates the same.
 This allows the vessels to have continues loading and unloading cargo operation without stopping in
between for list correction.
 This saves considerable amount time on the port.
 In this system, ballast tanks are internally connected to each other by means of pipe lines,
automatic valves and control systems.
 When the ship heels to any of the sides, the heeling sensor sends the signal for change of ships
a gle ith respe t to the ship s upright positio to the aster o trol pa el.
 This change in heeling angle is compensated by methods of auto transferring the water from the
heeled side to the other side of the ship, making the vessel upright.
 Level control switches are also installed in the ballast tank involved with the anti-heeling system to
avoid low level or over filling and hence over pressurizing of the tanks.
Types of Anti Heeling System

There are two widely used anti heeling system on board ships:
1) Pneumatic system:
 This system comprises of air purging arrangement and regulating valve system to force the air on
the top of ballast tank.
 The air is forced on one tank and purged from the other, making the water rapidly flow from
pressurised to purged tank.
 This transfer of water is used to upright the vessel in quick time.
2) Water pump system:

 The pump system consists of electrical motor driven water pump, which can be a reversible or non
reversible pump, connected with remote controlled valves that can direct ballast water flow in
between the tanks.
Advantages of Anti Heeling System:

 Allows safer and rapid cargo loading and unloading.
 Shortens harbor time and saves port dues.
 Reduces damage to ramp, rolling cargo and containers.
 Ensures safety of the ship and personals
Safety of the system :

 Limit switch only
=======================================================================================
Q 60: How you will enter in ENCLOSED SPACE with safety?

A 60:
ENCLOSED SPACE ENTRY
 Risk assessment carried out by 2/E or C/O.
 Meeting discussing the possible of hazards situation.
 A list of work, which is should be done is made for easy and fast work.
 ‘isk assess e t i ludes res ue operatio ork do e et . et ….
 Assuming about Toxic gas present.
 Opening and securing the enclosed space cover with precaution.
( CHECK IF SPACE IS PRESSURISED OR NOT )
 All fire hazards risk should minimize if hot work is carried out.
( THIS CAN BE DONE BY EMPTY FUEL OR CHEMICAL TANK NEARBY HOTWORK )
 The space should be well ventilated
 Space should be check for sufficient O2 level and check for other gas
 O2 level should 21% by volume Percentage less than that is not acceptable and more time for
ventilation should be given in such circumstances.
 Enough lighting and illumination should be present in the enclosed space before entering.
 A proper permit to work has to be filled out and checklist to be checked so as to prevent any
accident which can endanger life.
 Permit to work is to be valid only for a certain time period. If time period expires then again new
permit is to be issued and checklist is to be filled out.
 Permit to work has to be checked and permitted by the Master of the ship in order to work in
confined space.
 Proper signs and Men at work sign boards should be provided at required places so that person
should not start any equipment, machinery or any operation in the confined space endangering life
of the people working.
 Duty officer has to be informed before entering the enclosed space.
 The checklist has to be signed by the person involved in entry and also by a competent officer.
 One person always has to be kept standby to communicate with the person inside the space.
 The person may also carry a life line with him inside.
 The person should carry oxygen analyzer with him inside the enclosed space and it should be on all
the time to monitor the oxygen content.
 As soon as level drops, the analyzer should sound alarm and the space should be evacuated quickly
without any delay.
 No source of ignition has to be taken inside unless the Master or competent officer is satisfied.
 The number of persons entering should be constrained to the adequate number of persons who are
actually needed inside for work.
 The rescue and resuscitation equipment are to be present outside the confined space. Rescue
equipment includes breathing air apparatus and spare charge bottles.
 Means of hoisting an incapacitated person should be available.
 After finishing the work and when the person is out of the enclosed space, the after work checklist
has to be filled.
 The permit to work has to be closed after this
The above mentioned procedure is extremely important to entering an enclosed space. These points are
i perati e to risk a re e er’s life hile e teri g a o fi ed spa e.
=======================================================================================
Q 61: How you will clean Bilge Holding tank with following safety ? and what are they ?
A 61:
BILGE HOLDING TANK CLEANING WITH SAFETY
 First you make sounding of the tank.
 Now inform to bridge for discharging water from the tank via OWS, and note down your position
of the ship, if should be outside of the special area.
 Discharge as much as possible bilge water to overboard.
 Via 15 ppm alarm testing

 If not possible than transfer into SLOP tank
 Or send it to SHORE facility.
 Note down entry into ORB.
 Now before you went for cleaning the tank after transfer, filled Enclosed space entry first.
 The space should be well ventilated
 Space should be check for sufficient O2 level and check for other gas
 O2 level should 21% by volume Percentage less than that is not acceptable and more time for
ventilation should be given in such circumstances.
 Enough lighting and illumination should be present in the enclosed space before entering.
 A proper permit to work has to be filled out and checklist to be checked so as to prevent any
accident which can endanger life.
 Permit to work is to be valid only for a certain time period. If time period expires then again new
permit is to be issued and checklist is to be filled out.
 Permit to work has to be checked and permitted by the Master of the ship in order to work in
confined space.
 Proper signs and Men at work sign boards should be provided at required places so that person
should not start any equipment, machinery or any operation in the confined space endangering life
of the people working.
 Duty officer has to be informed before entering the enclosed space.
 The checklist has to be signed by the person involved in entry and also by a competent officer.
 One person always has to be kept standby to communicate with the person inside the space.
 The person may also carry a life line with him inside.
 The person should carry oxygen analyzer with him inside the enclosed space and it should be on all
the time to monitor the oxygen content.
 As soon as level drops, the analyzer should sound alarm and the space should be evacuated quickly
without any delay.
 No source of ignition has to be taken inside unless the Master or competent officer is satisfied.
 The number of persons entering should be constrained to the adequate number of persons who are
actually needed inside for work.
 The rescue and resuscitation equipment are to be present outside the confined space. Rescue
equipment includes breathing air apparatus and spare charge bottles.
 Means of hoisting an incapacitated person should be available.
 After finishing the work and when the person is out of the enclosed space, the after work checklist
has to be filled.
 The permit to work has to be closed after this

=======================================================================================
Q 62: How is propeller fitting done? Explain procedure? How is it secured?

A 62:
1. Check propeller shaft:

 After removing the old propeller check that the shaft taper, key and thread are undamaged.
 Try the propeller shaft nut on the shaft thread.
 The shaft taper should be clean and dry.
 Five minutes with a dial indicator while the shaft is still installed can save a lot of agony and expense
later.
 Even a slightly bent shaft can ruin your boating pleasure. If you don't have a dial indicator, you can
use the following method.
 Rest a pointed stick on the rudder, aligning the pointed end with the machined centre of the shaft,
than rotate the shaft.
 Any deviation will be apparent indicating the tapered end of the shaft may be bent.
2. Bearing check:
 Before installing your new prop ensure that the shaft bearing is not worn.
 A worn bearing or shaft will not be suitable for any propeller, so if it is worn, replace it. If there is
too much play of the shaft in the bearing, the bearing must be replaced or vibration and damage to
the shaft can occur.
 Please note that certain types of bearings require some clearance.
 If not sure contact the manufacturer and ask them what the maximum allowable clearance is.
3. Check key and keyway:

 Che k that the ke fits the ke a . E sure the ke slides through the e prop s ke a ithout
jamming at any point or with no apparent slop.
 It will be helpful to mark the direction of the key in the keyway.
4. Propeller fit:
 Dry fit the propeller to the shaft, without the key in place first. Check that the propeller does not
rock on the taper.
 Mark the shaft at the forward end of the propeller hub.

 This is most is important - to first fit the new prop onto the shaft withoutthe key in place and to
mark the shaft at the forward edge of the prop hub. Remove the prop and place the key into the
shaft keyway.
 Slide the prop back onto the shaft and check that the forward edge of the hub comes to your shaft
mark.
 If not then it is likely that the key is too large, and the propeller is not seated to the shaft taper
correctly.
 Remove the prop and file the top of the key down until the prop will slide on to the shaft and reach
the mark.
 This will ensure that the prop is now correctly seated on the shaft taper.
5. Fit propeller to shaft:

 It is good practice to "lap" the propeller to the shaft. I
 t only takes a few minutes and will improve the fit. Purchase some coarse valve grinding compound
from an automotive supply store.
 Liberally coat the tapered end of the shaft and the bore of the propeller with the grinding paste.
Slide the propeller onto the shaft.
 Apply gentle pressure and rotate the propeller on the shaft 90° to the right , then 90° to the left and
repeat this several times.
 Occasionally remove the propeller from the shaft and wipe out the valve grinding compound and
visually inspect the bore.
 Continue this until a minimum fit of 75% is achieved. Most valve grinding compounds are water
soluble and wash off easily with soap and water.
6. Check propeller position:

 Carefully clean the propeller and the shaft and check the "dry fit" once more. You will probably
notice that the propeller goes to a different position on the shaft than before.
 Mark this new position.
7. Install propeller:
 Install the propeller with the key fitted to the shaft. Some people prefer to use a lubricant on the
shaft, we do not recommend this.
 Che k that the propeller goes up to the ark o the propeller shaft. If it does t, the propeller is
sitting on the key and you must reduce the height of the key to overcome this problem.

 Draw the propeller up the taper using the propeller locking nut, then lock this nut with the second
nut.
 Don't forget to fit a new cotter pin.
8. Painting propellers:
 Painting your propeller will degrade the performance. Barnacles, on the other hand will degrade
the performance more than properly applied paint.
 If you use the boat often painting is not necessary. If you have the bottom regularly cleaned then
painting is also not required.
 On the other hand, if you are like most of us and use the boat not as often as you would like, then
painting may be helpful. A good alternative is the specialized silicon propeller coatings
e.g.PROPSPEED which works because they are slick;- any marine growth slides off the metal surface
when moving through the water.
 Here is one procedure for painting propellers:
A. The propellers will be clean when you receive them apart from a light coat of oil. Remove this oil
film using alcohol or acetone.
B. Choose a good quality Zinc Chromate primer and lightly coat the propellers.
C. The anti-fouli g pai t to use o the propellers is sold u der arious trade a es as Outdri e
Anti-fouli g Pai t i spra a s. “pra -3 light even coats of paint on the propellers taking care not
to get any paint into the bore of the hub.
D. Allow at least 48 hours drying time before putting the propellers into service.
E. It is best not to apply standard anti foul paint with a brush as it tends to "spin off" the propellers
quickly and cannot be applied as evenly as spray paint.
9. Alignment check:
 After the boat has been in the water for 24 hrs, the engine alignment should be checked.
10. Shaft zinc anode:

 Shaft anodes should be fitted as far forward on the shaft as possible, or as near to the cutlass
bearing as practical so it does not disturb the water flow to the propeller.
11. Vessel performance

 Record your vessels performance after the hull is cleaned and while the propeller is in good
condition. Note of the top RPM and speeds achieved.
 This data will be very useful when fine tuning your propellers etc.

=======================================================================================
Q 63: Type of Crude? What is Sweet and Sour crude?

A 63:
Crude: Natural or Raw state which is not yet processed or Refine.
Sweet Crude:
 Crude which has Hydrogen Sulphate ( H2S ) less than 25 ppm
 Crude which has sulphur is between 0.42-0.50 % .
 Crude contain small amount of H2S and CO2 and is commonly used in process into Gasoline,
kerosene and High quality diesel.
Sour Crude:
 Crude which has Hydrogen Sulphate ( H2S ) more than 25 ppm
 Crude which has sulphur is more than 0.50 % .
 Crude contain small amount of H2S and CO2 but impurities are more and to remove impurities more
processing charge. and is commonly used in process into heavy fuel oil.
=======================================================================================
Q 64: Regulation of SOUNDING PIPE?

Q 64 a: Safety provided on sounding pipe?
A 64, 64 a:
SOLAS Regulation for SOUNDING PIPE:
 Sounding pipe for Bilges, Coffer dams, and Double bottom tanks situated in the machinery space.
 All sou di g pipe shall e te d to positio a o e ship s ulkhead de k hich shall at all time
accessible.
 Sounding pipe diameter should not be less than 32 mm is it general required.
 But where they pass through refrigerated spaces to allow for icing, a minimum diameter is 65 mm
where temp at 00 C or less.
 Sounding pipe for the bilges of insulated holds shall be insulated and not less than 65 mm in
Diameter.
Safety on Sounding pipe:

 A thick steel doubling or Striking plate shall be securely fixed below each sounding pipe for the
sounding rod to strike upon.

 It is fitted with the parallel plug with an arrangement which gets open on being loaded and gets
automatically closed when released to avoid the damage in case a person forget to close the
sounding cap.
 It is always located close to the suction pipe to get the correct sounding for the pump to take the
suction.
=======================================================================================
Q 65: Tell me about dimension of International Shore coupling, Sewage Coupling, and Bilge line
coupling?
A 65 :
Dimension International Shore Coupling Bilge Coupling Sewage Coupling
( 500 GT and above have at least one )
O.D 178 mm 215 mm 210 mm
I.D 64 mm According to O.D of pipe According to O.D of pipe
Bolt Circle Dia 132 mm 183 mm 170 mm
Flange Thick 14.5 mm 20 mm 16 mm
Slot in Flange 4 6 4
Dia of Slot 19 mm 22 mm 18 mm
Bolt & Nuts 4/4 6/6 4/4
Dia of Bolt 16 mm 20 mm 16 mm
Length of Bolt 50 mm Suitable length Suitable length
Pipe inner dia ------------------------ --------------------- 100 mm


“o Frie d these are all a out “HIP CON“TRUCTION AND NAVAL ARCHITECTURE , I hope ou ill
u dersta d easil a d if ou ha e a dou t just go through the REED’“, PUR“EY, et et ook, or a
reference if you have. I just share what I know from my side.
Co e tio A epted
I e t page ou ha e THE MO“T IMPORTANT PART OF THI“ “AFETY ORAL “OLA“ & MARPOL ,
and surveyor most most most important topic also this. I will try to explain each and
everything, also about RULES AND REGULATION .

2014
*MEO CLASS 4 SAFETY (COSCPOOL) ORAL PREPARATION FILE PART 4*
SOLAS, MARPOL, STCW

Q 66: Name and How many CODE and CONVENTION we have?
A 66:
CODE CONVENTION
ISM SOLAS
IMDG MARPOL
FSS & LSA STCW
IMSBC LOAD LINE
IBC TONNAGE
ISPS BALLAST WATER MANAGEMENT
NOX TECHNICAL ANTIFOULING
CODE:
 ISM : INTERNATIONAL MANAGEMENT FOR THE SAFE OPERATION OF SHIP AND POLLUTION PREVENTION
 IMDG: INTERNATIONAL MARITIME DANGEROUS GOOD CODE.
 FSS: INTERNATIONAL CODE FOR FIRE SAFETY SYSTEM
 LSA: INTERNATIONAL CODE FOR LIFE SAVING APPLIANCES.
 IMSBC: INTERNATIONAL MARITIME SOLID BULK CARGO CODE.
 IBC: INTERNATIONAL BULK CHEMICAL CODE.
 ISPS: INTERNATIONAL SHIP AND PORT FACILITIES SECURITY CODE.
CONVENTION:
 SOLAS: INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA.
 MARPOL: INTERNATIONAL CONVENTION FOR MARINE POLLUTION.
 STCW: INTERNATIONAL CONVENTION ON STANDARD OF TRAINING CERTIFICATE AND WATCHKEEPING FOR
SEA FARER.
 LOAD LINE: INTERNATIONAL LOAD LINE CONVENTION
 TONNAGE: INTERNATIONAL TONNAGE CONVENTION.
 BWM: INTERNATIONAL CONVENTION ON BALLAST WATER MANAGEMENT.
=======================================================================================

Q 67: Name the STCW chapter ?

A 67:
S.T.C.W.
INTERNATIONAL CONVENTION ON STANDARD OF TRAINING
CERTIFICATION AND WATCH KEEPING FOR SEA FARERS
 Chapter 1 General provisions
 Chapter 2 Master and Deck department
 Chapter 3 Engine department
 Chapter 4 Radio communication and Radio personnel
 Chapter 5 Special training required for personnel on certain type of ship
 Chapter 6 Emergency occupational safety, Medical care and Survival function
 Chapter 7 Alternative certificate
 Chapter 8 Watch keeping
=======================================================================================
Q 68: Name of All SOLAS chapter only? Mostly surveyor asking only name in your first attempt?
A 68:
There are 12 chapters of SOLAS.
 Chapter 1 General provisions
 Chapter 2-1 Construction – Structure, subdivision and stability, machinery and electrical
installations
Chapter 2-2 Construction – Fire protection, fire detection and fire extinction.
 Chapter 3 Life-saving appliances and arrangements.
 Chapter 4 Radio communications.
 Chapter 5 Safety of navigation.
 Chapter 6 Carriage of cargoes.
 Chapter 7 Carriage of dangerous goods.
 Chapter 8 Nuclear ships.
 Chapter 9 Management for the safe operation of ships.
 Chapter 10 Safety measures for high-speed craft.
 Chapter 11-1 Special measures to enhance maritime safety.
Chapter 11-2 Special measures to enhance maritime security.
 Chapter 12 Additional safety measures for bulk carriers.
=======================================================================================

Q 69: Explain Each and Every chapter of SOLAS in detail?

A 69:
Friend most important is surveyor asking every time few chapter and them favorite chapter are
Chapter no. 3,7,9,11 and 12 only and those who sailed on Bulk 99% chance that he can ask you chapter
12 in full detail. Rest all chapters I never heard that surveyor asked but in case if you have bad luck than
possible he can ask you.in most of the case I already explain SOLAS regulation in above each and every
topic.
So you have to read all of the Regulation and mugged up.so I cant say what to read and what to
answer.so my simple advice to you Read above chapter which I mentioned and try to make out some
notes by your self. That what I can say.
Frankly speaking,
See in chapter 3 all about L.S.A codes and all regulation I already discussed above.
In chapter 7 about IMDG code which I will explain you later.
In chapter 9 about ISM,SMS which are the most important topic, I will explain you.
In chapter 11 about ISPS,LRIT,AI“,et et ….i ill e plai ou.
In chapter 12 about Bulk carrier regulation you have to read full. I cant say what he can ask you.
Here I will write some basic definition which can be ask by surveyor.
 Regulations :means the regulations contained in the annex to the present Convention.
 Administration :means the Government of the State whose flag the ship is entitled to fly.
 A tanker is a cargo ship constructed or adapted for the carriage in bulk of liquid cargoes of an
inflammable* nature.
 New ship means a ship the keel of which is laid or which is at a similar stage of construction on or
after 25 May 1980.
 Existing ship means a ship which is not a new ship.
 A mile is 1,852 m or 6,080 ft.
 Anniversary date means the day and the month of each year which will correspond to the date of
expiry of the relevant certificate.
 Dead ship condition is the condition under which the main propulsion plant, boilers and auxiliaries
are not in operation due to the absence of power.
 Emergency switchboard is a switchboard which in the event of failure of the main electrical power
supply system is directly supplied by the emergency source of electrical power or the transitional
source of emergency power and is intended to distribute electrical energy to the emergency
services.
=======================================================================================

Q 70: Explain SOLAS CHAPTER 9 in detail ? Explain ISM CODE? Main question Objective of ISM ?
Q 70 a: Explain SMC & DOC ?
Q 70 b: Explain SMS ?
Q 70 c: Explain how you will follow ISM ?
Q 70 d: Explain Duties of DPA and MASTER ?
Q 70 e: What is Conformity and Major Conformity ? Which are they ?
Q 70 f: What all checks are done by PSC ?
Q 70 g: How you will come to know that your ship is following ISM in daily base routine ?
A 70, 70 a, 70 b, 70 c, 70 d, 70 e, 70 f, 70 g :
SOLAS CHAPTER 9
Management for the safe operation of ship
APPLY TO:
 Passenger ships including passenger high-speed craft, not later than 1 July 1998
 Oil tankers, chemical tankers, gas carriers, bulk carriers and cargo high-speed craft of 500 gross
tonnage and upwards, not later than 1 July 1998
 Other cargo ships and mobile offshore drilling units of 500 gross tonnage and upwards, not later
than 1 July 2002.
NOT APPLY TO:
 This chapter does not apply to government-operated ships used for non-commercial purposes.
TOTAL NO OF REGULATION OF SOLAS CHAPTER 9: 6

 Regulation 1 Definitions
 Regulation 2 Application
 Regulation 3 Safety management requirements
 Regulation 4 Certification
 Regulation 5 Maintenance of conditions
 Regulation 6 Verification and control.
NOTE:
Now you can explain ISM certificate, SMS. Generally he will ask you to explain Chapter 9 but after
you said above try to explain ISM CODE.

ISM CODE
Purpose Of ISM code & international requirements:

 To provide an international standard for the safe management and operation of ships and for
prevention of pollution.
OBJECTIVE:
 Ensure safety at sea,
 Prevention of human injury or loss of life,
 Avoidance of damage to the environment & to the property.
APPLY TO:
 Oil Tankers, Cargo high-speed craft, Chemical Tankers, Gas Carriers and Bulk Carriers to comply by 1
July 1998. Other Cargo ships and mobile Offshore drilling rigs of over 500 GRT to comply by 1 July
2002.
 The new chapter IX to SOLAS 1974, Management for the Safe Operation of Ships requires
compliance of Passenger Vessels and high speed Passenger Craft over 500 GRT by 1 July 1998..
ISM Certification:
The application of the code will lead to the issue of two certificates:
 The Document Of Compliance (DOC).

 The Safety Management Certificate (SMC).
 Interim SMC and DOC.
Issuing authority of DOC & SMC:

Flag state administration or authorized classification societies on their behalf.
The Document Of Compliance (DOC).

 Will be issued to the company following a successful audit of the shore side aspects of the Safety
Management System .
 Evidence required that the system as been in operation on at least one type of ship in the
companies fleet for a period of three months.
 Specific to ship types at time of audit .
 Valid for 5 years
 Subject to annual verification (within 3 months of anniversary date)

The Safety Management Certificate (SMC)

 If a Major NON Conformity is found in the audit, the SMC and DOC are withdrawn.
 The original SMC is kept on the ship and copy is kept with the company.
 issued to each ship following audit .
 evidence that SMS has been in operation for 3 months prior to audit .
 valid DOC required .
 valid for 5 years
 The intermediate audit is carried out between the second and the third anniversary date of the ship.
Types of DOCs
Interim DOC
 An interim DOC is issued to a newly established company or when a new type of ship is added in the
company.
 The company is requested to submit SMS implementation plan and 12 months are given to the
company for fulfilling the ISM requirements.
 The company shall undergo initial audit, and in case of newly built shipping company within the
validity period of interim DOC i.e. 12 months.
 The company shall undergo additional audit in case new ship type is added to the shipping company
within the validity period of interim DOC i.e. 12 months.
 For a new company, further document review is conducted prior to the audit by administration.
Short Term DOC

 A short term DOC is issued on the day of the audit by the administration auditor as a response or
proof of completion of the initial, annual or renewal audit process.
 Validity of short term DOC is 5 months.
Types of SMC
Interim SMC
 Issued to the company which posses Main DOC, Interim DOC or Short term DOC.
 Issued to the newly built ship added to the existing fleet of the shipping company.
 Issued to a new ship with change in Management Company.
 Issued to a company with change in the flag state.
 Its Validity is for 6 months.
 A ship undergoes initial audit with interim SMC and it must fulfil the entire requirements to comply
the SMS based on ISM code to get the main SMC.

Short Term SMC

 A short term SMC is issued on the day of the audit by the administration auditor as a response or
proof of completion of the initial, annual or renewal audit process.
 Validity of short term SMC is 5 months.
Safety Management System (SMS)
Objectives of the company:

 Provide for safe working practices and a safe working environment
 Establish safeguards against possible risks
 Continuously improve safety management skills of personnel ashore and aboard ships,
The functional requirements for a safety management system

 A safety and environmental policy
 Instructions and procedures to ensure that safe operation of the vessel in compliance with relevant
international and flag state legislation
 Defined levels of authority and communication between shore and ship personnel
 Procedures for reporting accidents and non-conformities with the code
 Procedures for responding to emergency situations (drills etc)
 Procedures for internal audits and management reviews
 A system is in place for the on board generation of plans and instructions for key shipboard
operations.
These tasks may be divided into two categories:

a) Special operations-those where errors only become apparent after a hazardous situation or accident
has occurred. E.g. ensuring watertight integrity, navigational safety (chart corrections, passage planning),
maintenance operations, bunker operations
b) Critical shipboard operations- where an error will immediately cause an accident or a situation that
could threaten personnel, environment or vessel. e.g. navigation in confined waters, operation in heavy
weather, bunker or oil transfers, cargo operations on tankers.
 A Safety Management system (SMS) meeting the requirements of the ISM code requires a company
to document its management procedures and record its actions to ensure that conditions, activities

and tasks that affect safety and the environment are properly planned, organized, executed and
checked.
 A SMS is developed and implemented by people and clearly defines responsibilities, authorities and
lines of communication.
 A SMS allows a company to measure its performance against set criteria hence identifying areas that
can be improved.
 The increase in Safety Management skills improves morale and can lead to a reduction in costs due
to an increase in efficiency and a reduction in claims
 The ISM guideline is in the Chapter IX of SOLAS. It is mandatory for all vessels after 1st July 2002.
There are two parts in ISM
i) Part-A: Implementation.
ii) Part-B: Certification and Verification
Part-A: (Remember he can ask you a particular name, he asked me tell me which is no 6, 10?)
1. General, objective, application, functional requirements

2. Safety & environment protection policy.
3. Company responsibility & authority.
4. DPA.
5. Master responsibility and Authority.
6. Resource & personnel.
7. Development of plan for shipboard operation.
8. Emergency preparedness.
9. Report & analysis on non-conformities, accidents & hazardous occurrence
10. Maintenance of ship equipments
11. Documentation.
12. Company verification, review and Evolution.
Part-B:
13. Certification and periodical verification
14. Interim certification.
15. Verification.
16. Form of certification.

Safety and environmental protection policy

 The company should establish a safety and environmental protection policy which describes how
objectives listed above will be achieved.
 The company should ensure that the policy is implemented and maintained at all levels of the
organisation both ship based as well as shore based.
Company responsibilities and authority

 There must be disclosure from the owner to the administration as to who is responsible for the
operation of the ship.
 The company should define and document responsibility, authority and interrelation of all
personnel who manage, perform and verify work relating to and affecting safety and pollution
prevention.
 The company must ensure there are adequate resources and shore based support for the
designated person or persons to carry out their function.
DPA means Designated Person Ashore.

 A person who is provides a link between the company & the ship. He has a direct assess to the
highest level of management.
 Monitoring the safety & pollution prevention aspect of ship & to ensure adequate resources &
shore base support for ship.
 A person or persons who has direct access to the highest levels of management providing a link
between the company and those on board.
 The responsibility and authority of the designated person is to provide for the safe operation of the
vessels. He should monitor the safety and pollution prevention aspects of the operation of each
vessel and ensure there are adequate shore side resources and support
Master responsibilities
 Implement of safety & environment protection policy.
 Motivation of crew in observing the policy.
 Issue order & instruction.
 Review SMS & report.
Resources and Personnel:

 The company should ensure that the Master is suitably qualified and fully conversant with the SMS.
 They should also ensure that the ship is correctly manned.
 The company should ensure that there is adequate familiarization with safety and protection of the
environment for new personnel.
 They should ensure that the personnel have an adequate understanding of the relevant rules,
regulations, guidelines and codes.
 Training is to be provided where necessary. Relevant information for the SMS should be
promulgated and be written in an easy to understand method.
Development of plans for shipboard operations: -

 The company should establish procedures for the generation of shipboard plans and instructions
with regard to the prevention of pollution and that these should be generated by qualified
personnel
Emergency Preparedness:
 The company should establish procedures for the response actions to potential emergency
situations.
 Programmes for drill should be established and measures taken to ensure that the company's
organization can respond to hazards and accidents.
Reports and analysis of non-conformities, accidents and hazardous occurrences

 The company should ensure there is a procedure for the reporting and analysis of accidents,
hazardous occurrences and non-conformities, and for the corrective action.
Maintenance of the ship and equipment

 The company is to ensure that the vessel is properly maintained. Procedures within the SMS should
be in place to identify, record and plan for repair defects.
 A system of preventive maintenance should be in operation.
 Regular inspections integrated with the ships operational maintenance routine should take place to
ensure that the vessel is in compliance with relevant regulations.
Documentation
 The company should establish and maintain procedures for the control of all documentation
relevant to the SMS. This should include;
1. Valid documents are available at all relevant locations

2. Changes to documents are reviewed and approved to authorized personnel
3. Obsolete documents are promptly removed
All documents, carried in a company approved relevant form, should be present on board

Company verification, review and evaluation

 The company should carry out periodic audits to verify that safety and pollution prevention's are
complying with SMS.
 The audits and corrective actions should be carried out as per laid down procedures.
 Personnel carrying out the audits should be independent of the areas that they are carrying out the
audit unless size of the company is such that this is impractical.
 Deficiencies or defects found should be brought to the attention of the personnel in that section
and the management team so effective corrective action can be carried out
Certification, verification and control

The following documentation is issued by whichever administration, complying with ISM, is relevant to the
shipping company:
 A DOC is issued to all companies who can demonstrate that they have complied with the code
should be held.
 A copy of the DOC should be held on board to allow the Master to produce it to the relevant
authorities is required.
 An SMC is issue to the ship following verification that the ship and company comply with the
requirements of SMS.
The types of documentation the auditor will wish to see to verify compliance with the ISM are as follows:
 Log books
 Safety and management meeting minutes and follow up actions
 Medical log
 Company circular letters
 Planned maintenance records
 Records of verification
 Records of masters review of the system
 Records of internal audits and follow up
 Records of chart corrections
 Class quarterly listings
 Records of passage planning
 Oil record books
 Garbage logs
 Company manual and forms

WHAT IS CONFORMITY?
 An observed situation where objective evidence indicates the non-fulfillment of a specified
requirement of the ISM Code or the Company's SMS. This deviation or the identified lack of a plan
or instruction for a key shipboard operation. Could endanger the safety of people, the ship its cargo
and the environment.
WHAT IS MAJOR NON-CONFORMITY? ( most important question by surveyor )

 Major non-conformity means an identifiable deviation, which poses a serious threat to
crewmembers or to the ship or is a serious risk to the environment and requires immediate action.
 In addition, the lack of effective and systematic implementation of an ISM requirement is
considered as major non-conformity.
The ship should correct all the following major non-conformities prior to departure:
• The I“M e tifi ates a e ot o oa d.
• The Company mentioned on the DOC is not the same as the Company mentioned on the SMC.
• The “afet Ma age e t do u e tatio is ot o oa d.
• “afet i fo atio is ot i the o ki g la guage o i the la guage u de stood the e .
• “e io offi e s a e u a le to ide tif the ope ato a d desig ated pe so .
• The e is o p o edu e to o ta t the Co pa i e e ge situatio s.
• D ills have not been carried out according to the program.
• Ne e -members are not familiar with their duties (within the SMS).
• Maste s o e idi g autho it is ot do u e ted a d Maste is u a a e of his autho it .
• No e o ds of ai te a e kept o o evidence of maintenance has
• No e o ds of ai te a e kept o o e ide e of ai te a e has ee a ied out as i di ated
in the records.
WHAT ALL CHECKS DOES PSC INSPECTOR ON SHIP MAKE?

• Is the I“M Code appli a le to the ship?
• Is I“M e tifi ation on board?
• A e e tifi ates a d pa ti ula s i o de ?
• Is the e a Co pa safet a d e i o ental protection policy and are the appropriate crew
members familiar with it?
• Is the “afet Ma age e t do u e tatio eadil a aila le o oa d?
• Is the ele a t do u e tatio o the “M“ i a o ki g la guage or a language understood by the
ship s e ?
• Ca se io offi e s ide tif the Co pa espo si le fo the ope atio of the ship a d does this
correspond with the entity specified on the ISM certificates?

• Ca se io offi e s ide tif the desig ated pe so ?

• A e p o edu es i pla e fo esta lishi g a d ai tai i g o ta t ith sho e a age e t i ase
of emergency?
• A e p og a s fo d ills a d exercises to prepare for emergency actions available on board?
• Ho ha e e e e e s ee ade fa ilia ith thei duties a d a e the e i st u tio s
available which are essential prior to sailing ?
• Ca the Maste p o ide do u e ted p oof of his responsibility and authority, which should
include his overriding authority?
• Does the ship has a outi e ai te a e a d is the e e o ds a aila le?
• Ha e o -conformities, accidents, incidents and hazardous situations been reported to the
Company and has timely corrective actions been taken by the Company?
• A e the e p o edu es i pla e to ai tai the ele a t do u e tatio ?
• A e the e p o edu es i pla e i te ded to i te al audits a d ha e i te al audits ee a ied
out? (PSC Officer, normally, does not examine the contents of non-conformities resulting from
internal audits).
• If detai a le defi ie ies a d/o a defi ie ies a e dete ted, the P“C offi e ill use his
professional judgment to decide if this means a failure of the Safety Management System.
ISM following in daily base routine ?

 In daily base we worke a lot and we must have to follow the procedure for that particular work.
 For example
To start Fresh water generator we must have to follow procedure and this procedure must be
written and pasted near by the FWG.
 Need to check that ISM certificate are valid.
 DOC must be Valid.
 SMS must be followed.
 SMP must be updated.
 Every crew must know the safety procedure.
 Drill should be done on regular base.
=======================================================================================

Q 71: Explain SOLAS chapter 11.1 and 11.2 ?

Q 71 a: Explain ISPS code?
Q 71 b: Explain Objective of ISPS and All how many level for security and in your ship which
was adopted?
Q 71 c: Function of SSO, CSO?
A 71, 71 a, 71 b, 71 c:
SOLAS CHAPTER 11.1
Special measures to enhance maritime safety
Total no of Regulation: 6
 Regulation 1 Authorization of recognized organizations
 Regulation 2 Enhanced surveys
 Regulation 3 Ship identification number
 Regulation 3-1 Company and registered owner identification number
 Regulation 4 Port State control on operational requirements
 Regulation 5 Continuous Synopsis Record
 Regulation 6 Additional requirements for the investigation of marine casualties and
incidents
Ship identification number:

 This regulation applies to all passenger ships of 100 gross tonnage and upwards and to all cargo
ships of 300 gross tonnage and upwards.
 Every ship shall be provided with an identification number which conforms to the IMO ship
identification number scheme adopted by the Organization.
 The ship s ide tifi atio u e shall e pe a e tl a ked:
 in a visible place either on the stern of the ship or on either side of the hull, amidships port
and starboard, above the deepest assigned load line or either side of the superstructure, port
and starboard or on the front of the superstructure or, in the case of passenger ships, on a
horizontal surface visible from the air.
 The permanent marking shall be plainly visible, clear of any other markings on the hull and
shall be painted in a contrasting colour.
 The permanent marking in outside area shall be not less than 200 mm in height.
 The permanent marking in inside area shall not be less than 100 mm in height.
 The width of the marks shall be proportionate to the height.

 The permanent marking may be made by raised lettering or by cutting it in or by centre

punching it or by any other equivalent method of marking the ship identification number
which ensures that the marking is not easily expunged.
 On ships constructed of material other than steel or metal, the Administration shall approve
the method of marking the ship identification number.
Continuous Synopsis Record

 Every ship shall be issued with a Continuous Synopsis Record.
 The Continuous Synopsis Record is intended to provide an on-board record of the history of the ship
with respect to the information recorded therein.
 The Continuous Synopsis Record shall be issued by the Administration to each ship that is entitled to
fly its flag and it shall contain at least, the following information
 The Continuous Synopsis Record shall contain the information:
 the name of the State whose flag the ship is entitled to fly;
 the date on which the ship was registered with that State;
 the ship s ide tifi atio u e
 the name of the ship;
 the port at which the ship is registered;
 the name of the registered owner(s) and their registered address(es);
 the registered owner identification number;
 the name of the registered bareboat charterer(s) and their registered address(es), if
applicable;
 the name of the Company, as defined in regulation IX/1, its registered address and the
address(es) from where it carries out the safety management activities;
 the Company identification number;
 the name of all classification society(ies) with which the ship is classed;
 the name of the Administration or of the Contracting Government or of the recognized
organization which has issued the Document of Compliance
 the name of the Administration or of the Contracting Government or of the recognized
organization that has issued the Safety Management Certificate
 the date on which the ship ceased to be registered with that State
 The Continuous Synopsis Record shall be in English, French or Spanish language
 Whenever a ship is transferred to the flag of another State or the ship is sold to another owner (or is
taken over by another bareboat charterer) or another Company assumes the responsibility for the
operation of the ship, the Continuous Synopsis Record shall be left on board.
 When a ship is transferred to the flag of another State the Government of which is a Contracting
Government, the Contracting Government of the State whose flag the ship was flying hitherto shall

transmit to the Administration as soon as possible after the transfer takes place a copy of the
relevant Continuous Synopsis Record covering the period during which the ship was under their
jurisdiction together with any k Continuous Synopsis Records previous issued to the ship by other
States.
SOLAS Chapter 11.2
Special measures to enhance maritime security
Total no of Regulation: 13
 Regulation 3 Obligations of Contracting Governments with respect to security
 Regulation 4 Requirements for Companies and ships
 Regulation 5 Specific responsibility of Companies
 Regulation 6 Ship security alert system
 Regulation 7 Threats to ships
 Regulation 8 Maste s dis etio fo ship safet and security
 Regulation 9 Control and compliance measures
 Regulation 10 Requirements for port facilities
 Regulation 11 Alternative security agreements
 Regulation 12 Equivalent security arrangements
 Regulation 13 Communication of information
APPLY TO:
This chapter applies to:
 Passenger ships, including high-speed passenger craft;
 Cargo ships, including high-speed craft, of 500 gross tonnage and upwards; and
 Mobile offshore drilling units; and
 Port facilities serving such ships engaged on international voyages.
NOT APPLY TO:

 This chapter does not apply to warships, naval auxiliaries or other ships owned or operated by a
Contracting Government and used only on Government non-commercial service.

SHIP SECURITY ALERT SYSTEM (SSAS)
All ships shall be provided with a ship security alert system

 Ships constructed on or after 1 July 2004
 Passenger ships, including high-speed passenger craft, constructed before 1 July 2004, not later than
the first survey of the radio installation after 1 July 2004
 Oil tankers, chemical tankers, gas carriers, bulk carriers and cargo high speed craft, of 500 gross
tonnage and upwards constructed before 1 July 2004, not later than the first survey of the radio
installation after 1 July 2004;
 Other cargo ships of 500 gross tonnage and upward and mobile offshore drilling units constructed
before 1 July 2004, not later than the first survey of the radio installation after 1 July 2006.
The ship security alert system, when activated, shall:

 Initiate and transmit a ship-to-shore security alert to a competent authority designated by the
Administration, which in these circumstances may include the Company, identifying the ship, its
location and indicating that the security of the ship is under threat or it has been compromised;
 Not send the ship security alert to any other ships;
 Not raise any alarm on-board the ship; and
 Continue the ship security alert until deactivated and/or reset.
The ship security alert system shall:

 Be capable of being activated from the navigation bridge and in at least one other location; and
 Conform to performance standards not inferior to those adopted by the Organization.
Ship Security Alert System (SSAS)

 The Ship Security Alert System (SSAS) is one safety measure for
strengthening ship security and subduing acts of piracy and/or terrorism
against shipping.
 Widely Acknowledged as a part of the International Ship and Port Facility
Security Code (ISPS code), the Ship Security Alert System (SSAS)
o ple e ts the I te atio al Ma iti e O ga izatio IMO s atte pts to
increase maritime vessel security
 Cospas-Sarsat, with I te atio al Ma iti e O ga izatio s cooperation, came up with this project of
Ship Security Alert System (SSAS).

 The basic idea is that in case of an attempted piracy effo t o te o ists a t, the ship s ““A“ ea o
would be activated, responding to which an appropriate law-enforcement or military forces would
be dispatched for rescue.
 The Ship Security Alert System (SSAS) beacon and the Aircraft Transponder Emergency Code 7700
are operated on the fundament of similar principles.
How SSAS works:

 When the maritime security staffs comprehend probable danger from pirates or terrorists a Ship
Security Alert System (SSAS) alert is triggered.
 The beacon transmits a specific country code, reacting to which the Rescue Coordination Centres
(RCCs) or SAR Points of Contact (SPOCs) of that particular region is notified discreetly.
 Once receiving the signal the national authorities of the area notified dispatch appropriate military
or law-enforcement forces to deal with the terrorist or pirate menace.

The ship security alert system activation points shall be designed so as to prevent the inadvertent
initiation of the ship security alert.
When an Administration receives notification of a ship security alert, that Administration shall
immediately notify the State(s) in the vicinity of which the ship is presently operating.
When a Contracting Government receives notification of a ship security alert from a ship which is not
entitled to fly its flag, that Contracting Government shall immediately notify the relevant Administration
and, if appropriate, the State(s) in the vicinity of which the ship is presently operating.
Benefits:
 Fully maritime focused
 Use of the Inmarsat C, mini-C, D+ satellite service
 Up gradation over older GMDSS version.
 Global coverage
 Suitable for asset tracking
 Daily reports at routine priority
 Web based tracking
 Conforms to IMO standards and full compliance with the requirements of SOLAS 11.2/6
 Installation, testing, and instruction on usage by professionals.
I.S.P.S. code
International Ship and Port Facility Security (ISPS) Code: means the International Code for the
Security of Ships and of Port Facilities consisting of Part A (the provisions of which shall be treated as
mandatory) and part B (the provisions of which shall be treated as recommendatory), as adopted, on
12 December 2002
ISPS:
Chapter 11.2 of SOLAS describes ISPS regulations. ISPS code means International ship & port facilities
security code, enforced in July 2004.
There are two parts in it:
1) Maritime safety &
2) Maritime security

There are 19 chapters in ISPS:

1) General
2) Definition
3) Application
4) Responsibilities of contacting government
5) Declaration of security
6) Obligation of company
7) Ship security
8) Ship security assessment
9) Ship security plan
10) Record
11) Company security officer
12) Ship security officer
13) Training, drill and exercise
14) Port facility security
15) Port facility security assessment
16) Port security plan
17) Port facility security officer
18) Training, drill and exercise at port
19) Verification and certification for ships
OBJECTIVE:
 To detect security threats and take preventive measures against security incident affecting ships
or port facilities used in international trade.
 To ensure confident that adequate and proportionate maritime security measures are in place.
 To ensure the early and efficient collection and exchange of security related information.
There are three levels in ISPS: ( SURVEYOR WILL ASK YOU TO TELL ONLY NAME )
LEVEL-1: Maintaining minimum appropriate protective security measure shall be maintained at all time.
e e sa it’s a NORMAL LEVEL , he ill ki k ou out
LEVEL-2: Maintain additional protective security measure shall be maintained for period of time as a result
of heightened risk of a security incident.( Heightened threat but no defined target.)
LEVEL-3: Further specific protective high level of security measure shall be maintained for a limited period

of time, High level of threat against a specific target.
SECURITY MEASURE:
@Level -1
 Adequate deck & over side lighting.
 Crew member should be issued photo identification.
 Access on & off the vessel should be control & all person identify.
 Access to certain area of the vessel to be limited with key control.
 Unused room or space should be kept locked.
 Periodic inspection/patrol should be made a regular interval.
@Level -2
In addition to level -1
 Occasional search should be made at random interval.
 Access of all visitors to the vessel should strictly control.
 Close security to be paid on deliveries and stores.
 Baggage should not be unattended.
 Check should make on seal on container & other cargo.
 No person other than crew member should be allowed on bridge or E/R.
 Maintain close liaison with shore concerned.
 All crewmembers should be reminded of bomb alert security of the vessel.
@Level-3
In addition to level 1 & 2:
 Very tight security
 Restricted area are totally closed
 % ship s sto e to e suspe ded
 Unless specifically advised otherwise No cargo operation shall take place
 Gangway is lifted
 No stores and bunkers will be loaded unless specifically instructed.
 Limiting access to a single & controlled access.
 Granting access only to those responding to the security incident.
 Carry out full or partial search of the ship.
 Suspending cargo-handling operation.
 Tighten security patrol of the vessel.
 Crew member should be briefed on seriousness of the situation.

RESTRICTED AREA:
 Navigation room
 Radio room
 Engine room
 Steering room
 Emergency generator area
 Bow thruster
 Fire control room
 Crew accommodation area
 Ventilation, air conditioning equipment room,
 Similar key area which is essential to safe operation of ship.
=======================================================================================
Q 72: What the function of SSO,CSO,PFSO ?

Q 72 a: what is SSP ?
Q 72 b: who was your SSO and CSO?
A 72, 72 a, 72 b:
SHIP SECURITY PLAN (SSP)
PURPOSE:
 SSP means a plan developed to ensure the application of measures on board the ship designed to
protect persons on board.
 The purpose of the plan is to lay down the responsibilities and the procedure to prevent and
counteract any anticipated threat to the ship, its cargo and crew.
SSP must be written in the working languages of the ship, but a translation in English, French and
Spanish
The SSP must address the following:
 Identification of restricted area and measures to prevent unauthorized access to such area.
 Measures to prevent unauthorized access to the ship.
 Measures to prevent unauthorized weapons, dangerous substance and devices intended to harm
people.
 Procedures for responding to security threats or breaches of security.
 Duties of shipboard personnel assigned security responsibilities.
 Identification of the SSO.

 Procedure for reporting security incident.

 Identification of the CSO including 24 hour contact information.
 Location of the SSAS activation points.
 Procedures for security training, drills, and exercises.
SHIP SECURITY OFFICER ( SSO )

 THE PERSON ON BOARD THE SHIP, ACCOUNTABLE TO THE MASTER, DESIGNATED BY THE Comapany
as responsible for the security of the ship, including implementation and maintenance of the SSP
and for liaison with the CSO and PFSO.
The duties and responsibilities of the SSO are:

 Proposing modification to the SSP.
 Reporting all security incidents.
 Ensuring that security equipment is properly operated, tested and maintained.
 Ensuring that adequate training has been provided to shipboard personnel
 Maintaining and supervising the implementation of the SSP
 Co-o di ati g the se u it aspe ts of the ha dli g of a go a d ship s sto e ith othe ship oa d
personnel and with the relevant PFSO
 Enhancing security awareness and vigilance on board
COMPANY SECURITY OFFICER ( CSO )

 The person designated by the shipping company to be responsible for developing, implementing
and maintaining individual SSP for all or part of the company fleet of ships.
 A company may designated more than one CSO as long as it is clear who is the CSO for a particular
ship.
The duties and responsibilities of the CSO are:

 Supervising security assessments for each ship.
 Advising the level of threats likely to be encountered by the ship
 Ensuring that the SSP is modified as appropriate, to eliminate the deficiencies and satisfy the
security requirements of the individual ship
 Arranging internal audits and reviews of security measures and activities.
 Enhancing security awareness and vigilance
 Ensuring effective communication and co-operation between the SSO and relevant PFSO.

 Ensuring that if a sister-ship or fleet security plans are used the plan for each ship reflects the ship
specific information accurately.
 Ensuring adequate training for personnel responsible for the security of the ship.
PORT FACILITY SECURITY OFFICER ( PFSO )

 PFSO shall be designated for each port facility.
 A person may be designated as the PFSO for one or more port facilities.
The duties and responsibilities of the PFSO are:

 Ensuring the development and maintenance of the port facility security plan.
 Undertaking regular security inspection of the port facility to ensure continuation of appropriate
security measures.
 Ensuring adequate training has been provided to personnel responsible for the security of the port
facility.
 Ensuring that standards for personnel responsible for security of the port facility are met.
 Assisting the SSO in confirming the identity of those seeking to board the ship when requested.
 Ensuring that security equipment is properly operated, tested and maintained.
 Co-ordination with security services as appropriate.
=======================================================================================
Q 73: Explain AIS and LRIT?

A 73:
AUTOMATIC IDENTIFICATION SYSTEM ( A.I.S )
 As per International Convention for the SOLAS required AIS onboard on International Voyage ship.
 Ship 300 GT and above required to fitted.
 AIS is an Automatic Tracking System used on ships and by Vessel Traffic Service ( VTS ) for identifying
and locating vessels by electronically exchanging data with other nearby ships, AIS base station and
satellite.
 When satellite are used to detect AIS signature then the term S-AIS used.
 AI“ assist essel s at h keepi g offi e a d allo a iti e autho it to t a k a d o ito essel
movement.

Information provide by AIS:

 Unique Identification number of the vessel
 Position of the vessel
 Corse of the vessel
 Speed of the vessel
LONG-RANGE IDENTIFICATION AND TRACKING OF SHIPS

SOLAS CHAPTER 5
REGULATION 19.1
ADOPTED 19TH MAY 2006 BY IMO
Apply :
 All passenger ships
 High speed craft
 Cargo ship 300 GT and above
 MODU
 Ships must report their location to their flag administration at least 4 times in a day.
 Most ship set their existing satellite communication system to automatic make these report.
 LRIT consist :
 Ship borne satellite
 Communication equipment
 Communication service provider ( CSP )
 Application service provider ( ASP )
 LRIT data Centre.
 LRIT data distribution plan
 LRIT data exchange
=======================================================================================
Q 74: Explain function of VDR ( Voyage Data Recorder ) ?

A 74:
VDR ( VOYAGE DATA RECORDER )
 Which is recorder data from various sensor on board the vessel.
 And it will store all data in storage unit.
 Storage unit is designed to withstand the extreme shock, pressure and heat.

 If any incident happens than last 24 hour of stored data from the storage unit can be recorded for
any investigation.
Data to be Recorded are :
 Position of ship
 Date, Time, speed
 VHF radio communication
 All alarm history
 Water tight & Weather tight door status as indicate on bridge
 Audio from bridge including bridge wing.
=======================================================================================

Q 75: Name only all ANNEX in order? (First attempt guys most favorite question for you is this if
ou a ’t a le to gi e a s e this uestio ou ill fail all pape
A 75:
1. Annex I of MARPOL 73/78: Regulations for the Prevention of Pollution by Oil.

2. Annex II of MARPOL 73/78: Regulations for the Control of Pollution by Noxious Liquid Substances
in Bulk.
3. Annex III of MARPOL 73/78: Regulations for the Prevention of Pollution by Harmful Substances
Carried by Sea in Packaged Form.
4. Annex IV of MARPOL 73/78: Regulations for the Prevention of Pollution by Sewage from Ships.
5. Annex V of MARPOL 73/78: Regulations for the Prevention of Pollution by Garbage from Ships.
6. Annex VI of MARPOL 73/78: Regulations for the Prevention of Air Pollution from Ships.
=======================================================================================
Q 76: Explain ANNEX 1 in detail?

Q 76 a: Explain ORB PART 1 & 2 in detail with proper entries?
Q 76 b: Explain SOPEP regulation and its equipment?
Q 76 c: Explain Discharge Criteria for oil and Bilge ?
Q 76 d: Can we discharge oil without filtering equipment ?
Q 76 e: Whe e ou a ’t dis ha ge oil a d sludge? O “pe ial a ea u de this annex ?
A 76, 76 a, 76 b, 76 c, 76 d, 76 e:
Friend this Annex is most important those who sailed on Tanker, surveyor mostly asking you
Discharge Criteria for oil, sludge. He can ask you about ORB entries either weekly or periodically,
SOPEP and its equipment, COW and its procedure, about SBT and its regulation.
Friend you need not have to tell him every thing but the point you will answer it ahould be
perfect with all regulation.
Some times surveyor will confuse in some topic, but if you are sure and confident with your
a s e plz do ’t ha ge ou a s e .

ANNEX 1
ANNEX 1: Regulations for the Prevention of Pollution by Oil
APPLY TO : All ship
CERTIFICATE UNDER THIS ANNEX:

 IOPP: INTERNATIONAL OIL POLLUTION PREVENTION CERTIFICATE ( valid 5 year )
TOTAL NO OF REGULATION: CHAPTER =7 and REGULATION= 39

Here I will explain only few most important Regulation, rest all are not necessary but if you have time
and you want to know more than please refer MARPOL latest addition book.
Chapter 3
 Regulation 12 Tanks for oil residues ( sludge)
 Regulation 13 Standard discharge connection
 Regulation 14 Oil filtering equipment
 Regulation 15 Control of operational discharge of oil
 Regulation 16 Segregation of oil and water ballast and carriage of oil in forepeak tanks
 Regulation 17 Oil Record Book part 1- Machinery space operations
Chapter 4 Requirement for the cargo area of oil tankers

 Regulation 18 Segregated ballast tanks
 Regulation 29 Slop tanks
 Regulation 31 Oil discharge monitoring and control system
 Regulation 34 Control of discharge of oil
 Regulation 35 Crude oil washing operations
 Regulation 36 Oil record book part 2 – cargo/ballast operations
Chapter 5 Prevention of pollution arising from an oil pollution incident

 Regulation 37 Shipboard oil pollution emergency plan

Surveys:
 Every oil tanker of 150 tons gross tonnage and above, and every other ship of 400 tons gross
tonnage and above shall be subject to the surveys specified below:
(a) An initial survey before the ship is put in service or before the Certificate
 for the first time, which shall include a complete survey of its structure, equipment, systems,
fittings, arrangements and material in so far as the ship is covered by this Annex.
 This survey shall be such as to ensure that the structure, equipment, systems, fittings,
arrangements and material fully comply with the applicable requirements of this Annex.
(b) A renewal survey at intervals specified by the Administration, but not exceeding five years
 The renewal survey shall be such as to ensure that the structure, equipment, systems,
fittings, arrangements and material fully comply with applicable requirements of this Annex.
(c) An intermediate survey within three months before or after the second anniversary date or within
three months before or after the third anniversary date of the Certificate
 The intermediate survey shall be such as to ensure that the equipment and associated pump
and piping systems, including oil discharge monitoring and control systems, crude oil washing
systems, oily-water separating equipment and oil filtering systems, fully comply with the
applicable requirements of this Annex and are in good working order.
 Such intermediate surveys shall be endorsed on the Certificate issued under regulation 5 or 6
of this Annex.
(d) An annual survey within three months before or after each anniversary date of the Certificate
 a general inspection of the structure, equipment, systems, fittings, arrangements and
material.
 Such annual surveys shall be endorsed on the Certificate issued under regulation 5 or 6 of this
Annex.

STANDARD DISCHARGE CONNECTION FOR BILGE OR SLUDGE FLANGE
 To e a le pipes of e eptio fa ilities to e o e ted ith the ship s dis ha ge pipeli e fo esidues
from machinery bilges, both lines shall be fitted with a standard discharge connection
Description Dimension
Outside diameter 215 mm
Inner diameter According to pipe outside diameter
Bolt circle diameter 183 mm
Slots in flange 6 holes 22 mm in diameter equidistantly placed on a
bolt circle of the above diameter, slotted to the
flange periphery.
The slot width to be 22 mm
Flange thickness 20 mm
Bolts and nuts: quantity and diameter 6, each of 20 mm in diameter and of
suitable length
 The flange is designed to accept pipes up to a maximum internal diameter of 125 mm and shall be of
steel or other equivalent material having a flat face.
 This flange, together with a gasket of oil-proof material, shall be suitable for a service pressure of
600 kPa
OIL FILTERING EQUIPMENT
 Any ship of 400 tons gross tonnage and above but less than 10,000 tons gross tonnage shall be fitted
with oil filtering equipment and with arrangements for an alarm and for automatically stopping any
discharge of oily mixture when the oil content in the effluent exceeds 15 parts per million.
 It shall be provided with alarm arrangements to indicate when this level cannot be maintained.
 The system shall also be provided with arrangements such as will ensure that any discharge of oily
mixtures is automatically stopped when the oil content of the effluent exceeds 15 parts per million.

CONTROL OF DISCHARGE OF OIL

NOTE:
Generally surveyor asking this topic from the Annex 1 , so you have to explain this criteria only with proper
regulation.
Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall
be prohibited except when all the following conditions are satisfied:
DISCHARGE CRITERIA OUTSIDE SPECIAL AREA

 The ship is proceeding en route.
 The oily mixture is processed through an oil filtering equipment.
 The oil content of the effluent without dilution does not exceed 15 ppm
 The oily mixture does not originate from cargo pump-room bilges on oil tankers.
 The oily mixture in case of oil tanker is not mixed with oil cargo residues.
DISCHARGE CRITERIA IN SPECIAL AREA

 The oily mixture is processed through an oil filtering equipment.
 The oil content of the effluent without dilution does not exceed 15 ppm
In Antarctic area any discharge into sea of oil or oily mixture from ant ship is PROHIBITED
Any discharge into the sea of oil or oily mixtures from ships of less than 400 gross tonnage, oil and
all oily mixture shall either be retained on board for subsequent discharge to reception facilities or
discharge into sea except when all the following conditions are satisfied:
 The ship has in operation equipment of a design approved by the Administration that ensures that
the oil content of the effluent without dilution does not exceed 15 ppm

CONTROL OF OPERATIONAL DISCHARGE OF OIL (BILGE)
Any discharge into the sea of oil or oily mixtures from ships to which this Annex applies shall be
prohibited except when all the following conditions are satisfied:
DISCHARGE CRITERIA OUTSIDE SPECIAL AREA

 The tanker is not within a special area
 The tanker is more than 50 nautical miles from the nearest land.
 The tanker is proceeding en route.
 The instantaneous rate of discharge of oil content does not exceed 30 liters per nautical mile.
 The total quantity of oil discharged into the sea does not exceed for existing tankers 1/15,000 of the
total quantity of the particular cargo of which the residue formed a part, and for new tankers
1/30,000 of the total quantity of the particular cargo of which the residue formed a part.
 The tanker has in operation an oil discharge monitoring and control system and a slop tank
arrangement.
DISCHARGE CRITERIA IN SPECIAL AREA

 Anything is PROHIBITED
OIL RECORD BOOK PART 1 & 2

 Every oil tanker of 150 tons gross tonnage and above and every ship of 400 tons gross tonnage and
above other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery Space
Operations).
 Every oil tanker of 150 tons gross tonnage and above shall also be provided with an Oil Record Book
Part II (Cargo/Ballast Operations).
 Each completed operation shall be signed for and dated by the officer or officers in charge.
 Each completed page shall be signed by the master of the ship.
 The entries in the Oil Record Book shall be in an official language of the State whose flag the ship is
entitled to fly, and, for ships holding an International Oil Pollution Prevention Certificate, in English
or French.
 The entries in an official national language of the State whose flag the ship is entitled to fly shall
prevail in case of a dispute or discrepancy.
 The Oil Record Book 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.
OIL RECORD BOOK PART 1- MACHINARY SPACE OPERATIONS ENTRIES:
Every oil tanker of 150 tons gross tonnage and above and every ship of 400 tons gross tonnage
and above other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery
Space Operations).
1. Ballasting or cleaning of oil fuel tanks
 Identity of tank(s) ballasted.
 Whether cleaned since they last contained oil and, if not, type Of oil previously carried.
 Cleaning process:
 position of ship and time at the start and completion of cleaning;
 identify tank(s) in which one or another method has been employed (rinsing
through, steaming, cleaning with chemicals; type and quantity of chemicals
used);
 Identity of tank(s) into which cleaning water was transferred.
 Ballasting:
 position of ship and time at start and end of ballasting;
 quantity of ballast if tanks are not cleaned.
2. Discharge of dirty ballast or cleaning water from oil fuel tanks

 Identity of tank(s).
 Position of ship at start of discharge.
 Position of ship on completion of discharge.
 Ship s speed(s) during discharge.
 Method of discharge:
 through 15 ppm equipment;
 to reception facilities.
 Quantity discharged.
3. Collection and disposal of oil residues (sludge)

 Collection of oil residues.
 Quantities of oil residues (sludge) retained on board at the end of a voyage, but not more
frequently than once a week.
 When ships are on short voyages, the quantity should be recorded weekly.
 Methods of disposal of residue.
 State quantity of oil residues disposed of, the tank(s) emptied and the quantity of
contents retained:
4. Non-automatic discharge overboard or disposal otherwise of bilge water which has accumulated
in machinery spaces
 Quantity discharged or disposed of.
 Time of discharge or disposal (start and stop).
 Method of discharge or disposal:
 through 15 ppm equipment (state position at start and end);
 to reception facilities (identify port);2
 transfer to slop tank or holding tank (indicate tank(s); state quantity transferred
and the total quantity retained in tank(s)).
5. Automatic discharge overboard or disposal otherwise of bilge water which has accumulated in machinery
spaces
 Time and position of ship at which the system has been put into automatic mode of
operation for discharge overboard.
 Time when the system has been put into automatic mode of operation for transfer of
bilge water to holding tank (identify tank).
 Time when the system has been put into manual operation.
 Method of discharge overboard:
 through 15 ppm equipment.
6. Condition of oil discharge monitoring and control system

 Time of system failure.
 Time when system has been made operational.
 Reasons for failure.
7. Accidental or other exceptional discharges of oil

 Time of occurrence.
 Place or position of ship at time of occurrence.
 Approximate quantity and type of oil.
 Circumstances of discharge or escape, the reasons therefor and general remarks.
8. Bunkering of fuel or bulk lubricating oil

 Bunkering:
 Place of bunkering.
 Time of bunkering.
 Type and quantity of fuel oil and identity of tank(s) (state quantity added and
total content of tank(s)).
 Type and quantity of lubricating oil and identity of tank(s) (state quantity added
and total content of tank(s)).
9. Additional operational procedures and general remarks
OIL RECORD BOOK PART 2- CARGO /BALLAST OPERATIONS ENTRIES:
Every oil tanker of 150 tons gross tonnage and above shall also be provided with an Oil Record
Book Part II (Cargo/Ballast Operations).
1. Loading of oil cargo
 Place of loading.
 Type of oil loaded and identity of tank(s).
 Total quantity of oil loaded (state quantity added and the total content of tank(s)
2. Internal transfer of oil cargo during voyage

 Identity of tank(s)
 from to (state quantity transferred and total quantity of tank(s)
3. Unloading of oil cargo

 Place of unloading.
 Identity of tank(s) unloaded.
4. Crude oil washing (COW tankers only) (To be completed for each tank being crude oil washed)
 Port where crude oil washing was carried out or ship position if carried out between two
discharge ports.
 Identity of tank(s) washed.
 Time of start & stop of washing.
 Washing pattern & washing line pressure.
5. Ballasting of cargo tanks

 Position of ship at start and end of ballasting.
 identity of tank(s) ballasted
 quantity of ballast received. Indicate total quantity of ballast for each tank involved in the
operation.

6. Ballasting of dedicated clean ballast tanks (CBT tankers only)

 Identity of tank(s) ballasted.
 Position of ship when water intended for flushing, or port ballast was taken to dedicated
clean ballast tank(s).
 Quantity of the oily water which, after line flushing, is transferred to the slop tank(s) or
cargo tank(s) in which slop is preliminarily stored (identify tank(s)).
 Position of ship when additional ballast water was taken to dedicated clean ballast
tank(s).
 Quantity of clean ballast taken on board.
7. Cleaning of cargo tanks

 Identity of tank(s) cleaned.
 Port or ship s position.
 Method of cleaning.
 Tank washings transferred to:
 reception facilities (state port and quantity)
 slop tank(s) or cargo tank(s) designated as slop tank(s)
8. Discharge of dirty ballast

 Identity of tank(s).
 Position of ship at start & stop of discharge into the sea.
 Quantity discharged into the sea.
 Ship s speed(s) during discharge.
 Was the discharge monitoring and control system in operation during the discharge?
 Was a regular check kept on the effluent and the surface of the water in the locality of the
discharge?
 Discharged to shore reception facilities (identify port and quantity involved).
9. Discharge of water from slop tanks into the sea

 Identity of slop tanks.
 Time of settling from last entry of residues.
 Time of settling from last discharge.
 Ullage of total contents at start of discharge.
 Ullage of oil/water interface at start of discharge.
 Final quantity discharged and rate of discharge.
 Confirm that all applicable valves in the ship s piping system have been closed on
completion of discharge from the slop tanks.

10. Disposal of residues

 Identity of tank(s)
 Quantity disposed of from each tank. (State the quantity retained.)
 Method of disposal:
 to reception facilities (identify port and quantity involved);5
 mixed with cargo (state quantity);
 transferred to (an)other tank(s) (identify tank(s); state quantity
Annex
SHIPBOARD OIL POLLUTION EMERGENCY PLAN ( SOPEP )
 Every oil tanker of 150 tons gross tonnage and above and every ship other than an oil tanker of 400
tons gross tonnage and above shall carry on board a shipboard oil pollution emergency plan
approved by the Administration.
 In the case of ships built before 4 April 1993 this requirement shall apply 24 months after that date.
 Such a plan shall be in accordance with guidelines developed by the Organization and written in the
working language of the master and officers.
 The plan shall consist at least of:
 The procedure to be followed by the master or other persons having charge of the ship to
report an oil pollution incident.
 The list of authorities or persons to be contacted in the event of an oil pollution incident.
 A detailed description of the action to be taken immediately by persons on board to reduce
or control the discharge of oil following the incident.
 The procedures and point of contact on the ship for coordinating shipboard action with
national and local authorities in combating the pollution.
OIL SPILL EQUIPMENT/ SOPEP EQUIPMENT
Saw dust Non-spark scoop

Scupper plug Non-spark pump
Sorbent pillows Weldon pump
Nitrile gloves Buckets
Protective goggles Heavy duty brooms
Disposable suit OSD ( oil spill dispersant )
Quick absorbent pads Cotton rags
Brushes Drum to collect oil 200 ltr capacity

SPECIAL AREA UNDER THIS ANNEX: ( Total 10 )

 The Mediterranean Sea area
 The Baltic Sea area
 The Black Sea area
 The Red Sea area
 The Gulfs area
 The Gulf of Aden area
 The North West European water include North sea area
 The Antarctic area
 The Oman area
 The Southern South African area
IOPP CERTIFICATE CONTENT: ( sometimes surveyor asked this question )

INTERNATIONAL OIL POLLUTION PREVENTION CERTIFICATE
 Particulars of ship
 Name of ship
 Distinctive number or letters
 Port of registry
 Gross tonnage
 Deadweight of ship (metric tons)
 IMO Number
 Type of ship:
 Validity
 Issued date
 Signature of authorized official issuing the certificate
 ENDORSEMENT FOR ANNUAL AND INTERMEDIATE SURVEYS
 Annual/Intermediate survey
 ENDORSEMENT TO EXTEND THE CERTIFICATE IF VALID FOR LESS THAN 5 YEARS
=======================================================================================

Q 77: Explain ANNEX 2 and its Regulation?

Q 77 a: Discharge criteria for X,Y,and Z category?
A 77, 77 a:
ANNEX 2
ANNEX 2 :Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk
APPLY TO:
Annex shall apply only to ships carrying substances which are categorized for discharge
control purposes in Category A, B or C.
TOTAL NO OF REGULATION = 16
 Regulation 3 Categorization and listing of noxious liquid substances
 Regulation 4 Other liquid substances
 Regulation 5 Discharge of noxious liquid substances
 Regulation 5 A Pumping, piping and unloading arrangements
 Regulation 6 Exceptions
 Regulation 7 Reception facilities and cargo unloading terminal arrangements
 Regulation 8 Measures of control
 Regulation 9 Cargo Record Book
 Regulation 10 Surveys
 Regulation 11 Issue or endorsement of Certificate
 Regulation 12 Duration and validity of Certificate
 Regulation 12A Survey and certification of chemical tankers
 Regulation 13 Requirements for minimizing accidental pollution
 Regulation 14 Carriage and discharge of oil-like substances
 Regulation 16 Shipboard marine pollution emergency plan for noxious liquid substances
 Chemical tanker means a ship constructed or adapted primarily to carry a cargo of noxious liquid
substances in bulk and includes an oil tanker .

Categorization and listing of noxious liquid substances:

 Category A: Noxious liquid substances which if discharged into the sea from tank cleaning or
deballasting operations would present a major hazard to either marine resources or human health
or cause serious harm to amenities or other legitimate uses of the sea and therefore justify the
application of stringent anti-pollution measures.
 Category B: Noxious liquid substances which if discharged into the sea from tank cleaning or
deballasting operations would 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 the application of
special anti-pollution measures.
 Category C: Noxious liquid substances which if discharged into the sea from tank cleaning or
deballasting operations would present a minor hazard to either marine resources or human health
or cause minor harm to amenities or other legitimate uses of the sea and therefore require special
operational conditions.
 Category D: Noxious liquid substances which if discharged into the sea from tank cleaning or
deballasting operations would present a recognizable hazard to either marine resources or human
health or cause minimal harm to amenities or other legitimate uses of the sea and therefore require
some attention in operational conditions.
Discharge of noxious liquid substances:

Category A, B and C substances outside special areas and Category D substances in all areas
The discharge into the sea of substances in Category A

 The resulting residues shall be discharged to a reception facility until the concentration of the
substance in the effluent to such facility is at or below 0.1% by weight and until the tank is empty,
with the exception of phosphorus, yellow or white, for which the residual concentration shall be
0.01% by weight.
 the ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at
least 4 knots in the case of ships which are not self-propelled;
 the discharge is made below the waterline, taking into account the location of the seawater intakes;
and
 the discharge is made at a distance of not less than 12 nautical miles from the nearest land in a
depth of water of not less than 25 m.

The discharge into the sea of substances in Category B

least 4 knots in the case of ships which are not self-propelled.
 the procedures and arrangements for discharge are approved by the Administration.
 Such procedures and arrangements shall be based upon standards developed by the Organization
and shall ensure that the concentration and rate of discharge of the effluent is such that the
concentration of the substance in the wake astern of the ship does not exceed 1 part per million.
 the maximum quantity of cargo discharged from each tank and its associated piping system does
not exceed the maximum quantity approved in accordance with the procedures referred to which
shall in no case exceed the greater of 1 m3 or 1/3,000 of the tank capacity in m3 .
 the discharge is made below the waterline, taking into account the location of the seawater intakes
 the discharge is made at a distance of not less than 12 nautical miles from the nearest land and in a
depth of water of not less than 25 m.
The discharge into the sea of substances in Category C

least 4 knots in the case of ships which are not self-propelled.
 the procedures and arrangements for discharge are approved by the Administration. Such
procedures and arrangements shall be based upon standards developed by the Organization and
shall ensure that the concentration and rate of discharge of the effluent is such that the
concentration of the substance in the wake astern of the ship does not exceed 10 parts per million.
 the maximum quantity of cargo discharged from each tank and its associated piping system does
not exceed the maximum quantity approved in accordance with the procedures referred to which
shall in no case exceed the greater of 3 m3 or 1/1,000 of the tank capacity in m3.
 the discharge is made below the waterline, taking into account the location of the seawater intakes;
and the discharge is made at a distance of not less than 12 nautical miles from the nearest land and
in a depth of water of not less than 25 m.
The discharge into the sea of substances in Category D

least 4 knots in the case of ships which are not self-propelled
 such mixtures are of a concentration not greater than one part of the substance in ten parts of
water.
 the discharge is made at a distance of not less than 12 nautical miles from the nearest land.
=======================================================================================


Q 78 a: IMDG CODE?
Q 78 b: Name only the class of D.G ?
Q 78 c: In which chapter of SOLAS IMDG code will mentioned?
A 78, 78 a, 78 b, 78 c:
ANNEX 3 (IMDG CODE) (SOLAS CHAPTER 7 )
ANNEX 3: Regulation for the prevention of pollution by HARMFUL SUBSTANCE carried by sea in
packaged form.
APPLY TO :
This annex apply to all ship carrying Harmful Substance in packaged form or in freight
container, portable tanks or road and rail tank wagons.
Packaged form means the forms of containment specified for harmful substances in the IMDG Code.
NOT APPLICABLE : Ship’s sto e & E uipment
TOTAL NO OF REGULATION = 8
 Regulation 2 Packing
 Regulation 3 Marking and labeling
 Regulation 4 Documentation
 Regulation 5 Stowage
 Regulation 6 Quantity limitations
NOTE:
No f ie d afte said a o e ou ha e to sa “i , i this a e is all a out IMDG ode tha f ie d
explain which I mentioned below. Most important thing is if you can remember all Regulation name than
it’s good ut if u a ’t tha e e said o e o t o egulatio a e just skip it.

IMDG CODE
 The International Maritime Dangerous Good Code contains detailed Technical specifications to
enable dangerous goods to be transported safely by sea.
 The IMDG Code became Mandatory in International law on 1st January 2004
APPLY TO:
 All ship which carry harmful substance.
HARMFUL SUBSTANCE means:

Those su stan es whi h are identified as MARINE POLLUTANT in IMDG ode.
OBJECTIVE
 ENHANCE THE SAFE TRANSPORT OF DANGEROUS GOODS.
 PROTECT THE MARINE ENVIRONMENT.
 FACILITATE THE FREE UNRESTRICTED MOVEMENT OF DANGEROUS GOODS.
LAYOUT OF THE CODE:

 The code is composed of 7 parts
 The code is presented in two books, volume 1 and volume 2
 It is necessary to use both books to obtain the required information when shipping dangerous goods
by sea.
VOLUME 1:
 Part 1: General provisions, definitions and training
 Part 2: Classification
 Part 4: Packing and Tank Provisions
 Part 5: Consignment Procedures
 Part 6: Construction and Testing of Packaging, Intermediate Bulk Containers (IBCs), Large Packaging,
Portable Tanks, Multiple-Ele e t Gas Co tai e s MEGC “ a d ‘oad Ta k Vehi les.
VOLUME 2 :
 Part 3: Dangerous Goods List (DGL) and Limited Quantities Exceptions
 The DGL is the central core of the IMDG Code and presents information on the transport
requirements for all dangerous goods in a coded form.

PRINCIPLE OF IMDG CODE:

The IMDG Code is based on an internationally agreed system which are:
 CLASSIFICATION: in where the D.G is together divided into groups based on the hazards they
present during transport.
 PACKAGING: in where the D.G is packaged for appropriate strength and which will prevent the D.G
to be escape.
 MARKING/LABELING: in where on package good they used hazards warning labels and other
identification marks to identify the D.G in transport.
 DOCUMENT: in where to transport this kind of D.G we required some standard document for
particular of the D.G.
 SEGREGATION: in where the D.G if we kept together it will danger, so these D.G are should be
segregate apart.
CLASSIFICATION
Purpose - to identify
 types of danger / hazard
 substances which are incompatible with each other, and
 the amount of danger in moving particular chemical
CLASSES: (He can only ask you to name of the class, you have to say in order only)
 Class 1: Explosive
 Class 2: Gases
 Class 3: Flammable Liquid
 Class 4: Flammable Solid, Spontaneous combustion when comes in contact of H2O
 Class 5: Oxidizing substance & Organic peroxides
 Class 6: Toxic and Inflection substance.
 Class 7: Radioactive material
 Class 8: Corrosive substance
 Class 9: Miscellaneous Dangerous substance & Article
PSN ( PROPER SHIPPING NAME ):

Examples :
 UN 0209 - Trinitrotoluene (TNT)
 UN 1223 - Kerosene
 UN 1993 - Flammable liquid N.O.S.
 UN 3175 - Solids containing flammable liquids N.O.S., where UN ( UNITED NATION ) number.

PACKAGING
They are divided into 3 groups
I di ates the Deg ee of da ge
 Packaging Group I : Great danger
 Packaging Group II : Medium danger
 Packaging Group III : Minor danger
PG concept is not applicable to explosives, gases, organic peroxides, infectious substances &
radioactive materials.
 The transport of dangerous goods is associated with special risks because of the properties of the
transported substances, being for example flammable or corrosive.
 The Packaging has an extremely important role with respect to minimizing such risks - if the
dangerous substance cannot escape from its packaging it normally cannot cause accidents.
PACKAGING FORMS :
Example:
 DRUMS
 WOODEN BARREL
 JERRICAN
 BOX
 BAG
 COMPOSITE PACKAGING

MARKING / LABELLING
 UN Number
 Proper Shipping Name (PSN)
 Hazard Labels (diamond shaped) to indicate class/ division - primary & if necessary, secondary labels
Each package (drum, cylinder, sack) must be labelled in a specified format & sizes
 Risk phrase & Safety phrase
 UN Package Specification Marking
 Name & address of the manufacturer, importer, etc.
These labels have the type of hazard class written on them.
Friend this kind of Diamond Shape sticker along with Class number must be stacked on package.
There are both premium indoor and outdoor imprintable Laser and Thermal Transfer drum labels. All
labels are specially die-cut to meet the recommended standards for cut-sheet laser printers.
 The method of marking the correct technical name and of affixing labels on packages containing a
harmful substance shall be such that this information will still be identifiable on packages
su i i g at least th ee o ths’ i e sio i the sea.

DOCUMENTATION
 In all documents relating to the carriage of harmful substances by sea where such substances are
named, the correct technical name of each such substance shall be used (trade names alone shall
not be used) and
the su sta e fu the ide tified the additio of the o ds MA‘INE POLLUTANT .
 The shipping documents supplied by the shipper shall include, or be accompanied by, a signed
certificate or declaration that the shipment offered for carriage is properly packaged and marked,
labelled or placarded as appropriate and in proper condition for carriage to minimize the hazard to
the marine environment.
 Each ship carrying harmful substances shall have a special list or manifest setting forth the harmful
substances on board and the location thereof.
 A detailed stowage plan which sets out the location of the harmful substances on board may be
used in place of such special list or manifest.
 Copies of such documents shall also be retained on shore by the owner of the ship or his
representative until the harmful substances are unloaded.
 A copy of one of these documents shall be made available before departure to the person or
organization designated by the port State authority.
For carrying document we can come to know:

 What is being carried?
 Where it is stowed?
 How to deal with emergencies?
 How it is packed?

Inside Document details are:

 Proper Shipping Name (PSN)
 UN Number
 Class & where appropriate, the Division & Compatibility group
 Description of the goods
 Gross mass or volume
 Transport emergency cards (TREM cards)
STOWAGE
 Harmful substances shall be properly stowed and secured so as to minimize the hazards to the
marine environment without impairing the safety of the ship and persons on board.
Port State control on operational requirements

 A ship when in a port of another Party is subject to inspection by officers duly authorized by such
Party concerning operational requirements under this Annex, where there are clear grounds for
believing that the master or crew are not familiar with essential shipboard procedures relating to
the prevention of pollution by harmful substances.
 The Party shall take such steps as will ensure that the ship shall not sail until the situation has been
brought to order in accordance with the requirements of this Annex
=======================================================================================


Q 79 a: Explain Sewage Holding Tank regulation?
Q 79 b: Special area under this ANNEX?
Q 79 c: Define Black water and grey water?
A 79, 79 a, 79 b, 79 c:
ANNEX 4
ANNEX 4: Regulations for the Prevention of Pollution by Sewage from Ships
APPLY TO:
 New ships of 400 tons gross tonnage and above;
 New ships of less than 400 tons gross tonnage which are certified to carry more than 15 persons;
 Existing ships of 400 tons gross tonnage and above, 5 years after the date of entry into force of this
Annex.
 Existing ships of less than 400 tons gross tonnage which are certified to carry more than 15 persons,
5 years after the date of entry into force of this Annex; and
TOTAL NO OF REGULATION : 12
CHAPTER 1 General
 Regulation 3 Exception
CHAPTER 2 Surveys and Certification
 Regulation 4 Surveys
 Regulation 5 Issue or endorsement of Certificate
 Regulation 6 Issue or endorsement of Certificate by another Government
 Regulation 7 Form of Certificate
 Regulation 8 Duration and Validity of Certificate
CHAPTER 3 Equipment and Control of Discharge
 Regulation 9 Sewage system
 Regulation 10 Standard discharge connection
 Regulation 11 Discharge of Sewage
CHAPTER 4 Reception Facility
 Regulation 12 Reception facility

SEWAGE: Drainage and other wastes from any form of toilets, urinals, and WC scupper, drainage from
medical premises (dispensary, sick bay, etc.) via wash basins, wash tubs and scuppers located in such
premises, drainage from spaces containing living animals, or other waste waters when mixed with the
drainages.
Surveys:
 Every ship which is required to comply with the provisions of this Annex and which is engaged in
voyages to ports or offshore terminals under the jurisdiction of other Parties to the Convention shall
be subject to the surveys specified below
(a) An initial survey before the ship is put in service

 when the ship is fitted with a sewage treatment plant the plant shall meet operational
requirements based on standards and the test methods developed by the Organization.
 when the ship is fitted with a system to comminute and disinfect the sewage, such a system
shall be of a type approved by the Administration;
 when the ship is equipped with a holding tank the capacity of such tank shall be to the
satisfaction of the Administration for the retention of all sewage having regard to the
operation of the ship, the number of persons on board and other relevant factors.
 The holding tank shall have a means to indicate visually the amount of its contents; and
 that the ship is equipped with a pipeline leading to the exterior convenient for the discharge
of sewage to a reception facility and that such a pipeline is fitted with a standard shore
connection in compliance with regulation.
 This survey shall be such as to ensure that the equipment, fittings, arrangements and
material fully comply with the applicable requirements of this Annex.
(b) Periodical surveys at intervals specified by the Administration but not exceeding five years
 which shall be such as to ensure that the equipment, fittings, arrangements and material fully
comply with the applicable requirements of this Annex.
 However, where the duration of the International Sewage Pollution Prevention Certificate
(1973) is extended as specified in regulation 7(2) or (4) of this Annex, the interval of the
periodical survey may be extended correspondingly.
SPECIAL AREA UNDER THIS ANNEX : The Baltic Sea are

Discharge of sewage Regulation:

 The ship is discharging comminuted and disinfected sewage using a system approved by the
Administration in accordance at a distance of more than 3 nautical miles from the nearest land.
 sewage which is not comminuted or disinfected at a distance of more than 12 nautical miles from
the nearest land.
 In any case, the sewage that has been stored in holding tanks shall not be discharged
instantaneously but at a moderate rate when the ship is en route and proceeding at not less than
4 knots.
 The rate of discharge shall be approved by the Administration based upon standards developed by
the Organization.
 Additionally, the effluent shall not produce visible floating solids in, nor cause discoloration of,
the surrounding water.
 When the sewage is mixed with wastes or waste water having different discharge requirements, the
more stringent requirements shall apply.
Standard dimensions of flanges for discharge connections
Description Dimension
Outside diameter 210 mm
Inner diameter According to pipe outside diameter
Bolt circle diameter 170 mm
Slots in flange 4 holes 18 mm in diameter equidistantly placed on a
bolt circle of the above diameter, slotted to the
flange periphery.
The slot width to be 18 mm
Flange thickness 16 mm
Bolts and nuts: quantity and diameter 4, each of 16 mm in diameter and of
suitable length
 The flange is designed to accept pipes up to a maximum internal diameter of 100 mm and shall be of
steel or other equivalent material having a flat face. This flange, together with a suitable gasket,
shall be suitable for a service pressure of 6 kg/cm2
 For ships having a moulded depth of 5 m and less, the inner diameter of the discharge connection
may be 38 mm.
Annex IV

REGULATION FOR SEWAGE HOLDING TANKS:

Applies to all ships that are:
 400 gross tons or more, and
 Less than 400 gross tons but certified to carry more than 15 persons.
 A holding tank which is in accordance with the requirement developed by the Classification Society,
which should include the amount of fluid, used to transport waste to the holding tank, the number
of persons carried and the type of voyage the ship will be employed.
 The de i e is i stalled i a o da e ith the so iet s ele t i al sta da ds.
 The piping and installation are in accord with good marine practice and the standards of the
Classification Society, and
 A pipeline for the discharge of sewage to a shore side reception facility is properly installed.
 Be installed as far away as possible from heat sources that can accelerate the growth of bacteria.
 Be adequately vented to ensure that there are sufficient changes of air to remove any methane
gases that may build up.
 Shall have vents that are located away from any accommodation and work spaces and shall be
screened to prevent the entry of insects and to act as a flame barrier should gases build up in the
tank.
 The design of the tank and its associated equipment (pumps, piping and water supply) shall be
sufficient to ensure the tanks can be completely discharged and flushed clean.
BLACK WATER: Water from washbasin, from hospital, wash tubes, scrupper known as.
GREY WATER: Waste water generated through bathing, galley known as.
=======================================================================================


Q 80 a: Explain GRB entry ?
Q 80 b: Explain New Discharge Regulation about Garbage?
Q 80 c: Explain Garbage Management Plan ?
Q 80 d: Certificated under this Annex 5? (None)
Q 80 e: Special area under this Annex 5 ?
Q 80 f: How you will come to know that your ship is Following ANNEX 5 ?
A 80, 80 a, 80 b, 80 c, 80 d, 80 e, 80 f:
ANNEX 5
ANNEX 5 : Regulations for the Prevention of Pollution by Garbage from Ships.
APPLY TO: All ships
TOTAL NO OF REGULATION: 9
 Regulation 3 Disposal of garbage outside special areas
 Regulation 4 Special requirements for disposal of garbage
 Regulation 5 Disposal of garbage within special areas
 Regulation 7 Reception facilities
 Regulation 9 Placards, garbage management plans and garbage record keeping
Garbage means: All kinds of victual, domestic and operational waste excluding fresh fish and parts
thereof, generated during the normal operation of the ship and liable to be disposed of continuously or
periodically except those substances which are defined or listed in other Annexes to the present
Co e tio like Oil, “ludge,“e age,No ious li uid su sta e et . et …..
SPECIAL AREA UNDER THIS ANNEX: ( Total 8 )
 The Mediterranean Sea area
 The Baltic Sea area
 The Black Sea area
 The Red Sea area
 The Gulfs area
 The North Sea area
 The Antarctic area
 The Wider Caribbean Region
NEW DISCHARGE REGULATION APPLY FROM 1st JAN 2013

Placards, Garbage Management Plans ( GMP ) and Garbage Record Book (GRB ):
 Every ship of 12 m or more in length overall shall display placards which notify the crew and
passengers of the disposal requirements.
 The pla a ds shall e itte i the o ki g la guage of the ship s pe so el a d, fo ships e gaged
in voyages to ports or offshore terminals under the jurisdiction of other Parties to the Convention,
shall also be in English, French or Spanish.
Garbage Management Plans (GMP):

 Every ship of 400 tons gross tonnage and above, and every ship which is certified to carry 15
persons or more, shall carry a garbage management plan which the crew shall follow.
 This plan shall provide written procedures for collecting, storing, processing and disposing of
garbage, including the use of the equipment on board.
 It shall also designate the person in charge of carrying out the plan.
 Such a plan shall be in accordance with the guidelines developed by the Organization and written in
the working language of the crew.
Garbage Record Book (GRB):

 Every ship of 400 tons gross tonnage and above and every ship which is certified to carry 15
persons or more shall carry GRB.
 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, 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.

Entries in the Garbage Record Book: (main 4 entries)

Entries in the Garbage Record Book shall be made on each of the following occasions:
1. When garbage is discharged into the sea:
 Date and time of discharge
 Position of the ship (latitude and longitude)
 Category of garbage discharged
 Estimated amount discharged for each category in cubic meters
 Signature of the officer in charge of the operation.
2. 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 cubic meters
 Signature of officer in charge of the operation.
3. When garbage is incinerated:
 Date and time of start and stop of incineration
 Position of the ship (latitude and longitude)
 Estimated amount incinerated in cubic meters
 Signature of the officer in charge of the operation.
4. Accidental or other exceptional discharges of garbage
 Time of occurrence
 Port or position of the ship at time of occurrence
 Estimated amount and category of garbage
 Circumstances of disposal, escape or loss, the reason therefor and general remarks.
ANNEX 5 following how we know ?

 First check the New Regulation Garbage Postcard are placed in proper place, like Galley, ECR, Bridge,
“hip s offi e, Mess oo ?
 Garbage drum are properly marked in different color for different type of Garbage.
 GMP & GRB should be updated.
=======================================================================================

Q 81: Explain ANNEX 6 in detail ? MOST IMPORTANT ANNEX mostly asked by surveyor.
Q 81 a: Explain New Regulation ?
Q 81 b: Explain NOx and SOx limitation this days?
Q 81 c: NOx and SOx reduction method explain any one?
Q 81 d: EEDI explain ?
Q 81 e: Special Area under this annex ?
A 81, 81 a, 81 b, 81 c, 81 d, 81 e:
ANNEX 6
Annex 6: Regulations for the Prevention of Air Pollution from Ships
APPLY TO: All ship
TOTAL NO OF REGULATION: 19
Chapter I - General
 Regulation 3 General exceptions
 Regulation 4 Equivalents
Chapter II - Survey, certification and means of control
 Regulation 5 Surveys and inspections
 Regulation 6 Issue of International Air Pollution Prevention Certificate
 Regulation 7 Issue of Certificate by another Government
 Regulation 8 Form of Certificate
 Regulation 9 Duration and validity of Certificate
 Regulation 11 Detection of violation and enforcement
Chapter III - Requirements for control of emissions from ships
 Regulation 12 Ozone-depleting substances
 Regulation 13 Nitrogen oxides (NOx)
 Regulation 14 Sulphur oxides (SOx)
 Regulation 15 Volatile organic compounds
 Regulation 16 Shipboard incineration
 Regulation 17 Reception facilities
 Regulation 18 Fuel oil quality
 Regulation 19 Requirements for platforms and drilling rigs

Surveys and inspections:

 Every ship of 400 gross tonnage or above and every fixed and floating drilling rig and other
platforms shall be subject to the surveys specified below
(a) an initial survey before the ship is put into service

 This survey shall be such as to ensure that the equipment, systems, fittings, arrangements
and material fully comply with the applicable requirements of this Annex;
(b) periodical surveys at intervals specified by the Administration, but not exceeding five years
 which shall be such as to ensure that the equipment, systems, fittings, arrangements and
material fully comply with the requirements of this Annex; and
(c) a minimum of one intermediate survey during the period of validity
CERTIFICATE UNDER THIS ANNEX:

 INTERNATIONAL AIR POLLUTION PREVENTION CERTIFICATE ( Valid 5 YEAR)
 ENGINE INTERNATIONAL AIR POLLUTION PREVENTION CERTIFICATE
 INTERNATIONAL ENERGY EFFICIENCY CERTIFICATE
Ozone-depleting substances
Ozone-depleting substances that may be found on board ship include, but are not limited to:
 Halon 1211 Bromochlorodifluoromethane
 Halon 1301 Bromotrifluoromethane
 Halon 2402 1,2-Dibromo-1,1,2,2-tetrafluoroethane (also known as Halon 114B2)
 CFC-11 Trichlorofluoromethane
 CFC-12 Dichlorodifluoromethane
 CFC-113 1,1,2-Trichloro-1,2,2-trifluoroethane
 CFC-114 1,2-Dichloro-1,1,2,2-tetrafluoroethane
 CFC-115 Chloropentafluoroethane.
 New installations which contain ozone-depleting substances shall be prohibited on all ships, except
that new installations containing hydrochlorofluorocarbons (HCFCs) are permitted until 1 January
2020.

Nitrogen oxides (NOx)

APPLICABLE FOR ONLY ENGINE (M/E , A/E )
 This regulation shall Apply to:
(i) each diesel engine with a power output of more than 130 kW which is installed on a ship
constructed on or after 1 January 2000.
(ii) each diesel engine with a power output of more than 130 kW which undergoes a major
conversion on or after 1 January 2000.
 This regulation does NOT Apply to:

(i) emergency diesel engines, engines installed in lifeboats and any device or equipment
intended to be used solely in case of emergency.
PURPOSE: To reduce the Air Pollution.

NOx Formed ?
 Marine fuel in an I.C engine is burnt inside the combustion chamber by the correct mixture of fuel
and air in the presence of heat or ignition source.
 The ignition source in the marine engine is the compression stroke of the piston, after which, the
combustion begins.
 As the air mixture is 21 % Oxygen and 78% Nitrogen, nitrogen reacts with oxygen under certain
engine operating conditions to form Nitrogen oxides or NOx. (1100 0 C)
Causes NOx in Marine Engines

 High Cylinder Temperature and Pressure during combustion process.
 Heavy Load on the engine or engine unit.
 Improper air and fuel ratio for combustion.
 High Temperature of intake or scavenge air inside the cylinder.
 Overheated cylinder jacket due to poor heat transfer by jacket cooler.
 Jacket water temperature is on the higher side.

REGULATION:
Ship power output 130 KW and ship 400 GT and above shall apply.
TIER=1 from 1st JAN 2000 to 31st DEC 2010
RPM LIMITATION NOx LIMITATION

0 – 130 17 gm/kw.hr
130 – 1999 45 x n-0.2 gm/kw.hr
More than 2000 9.8 gm/kw.hr
TIER=2 from 1st JAN 2011 to 31st DEC 2015

0 – 130 14.36 gm/kw.hr
130 – 1999 44 x n-0.23 gm/kw.hr
TIER=2 AFTER 1st JAN 2016 onward

0 – 130 3.4 gm/kw.hr
130 – 1999 9 x n-0.23 gm/kw.hr
Where n = rated engine speed
= crankshaft revolution /minute
Reducing NOx emission:
Following are the methods to reduce NOx emission from ship:

Humid Air Method:
 In this method, water vapour is mixed in the combustion air before supplying it to the cylinder.
 Air from the T/C blower is passed through a cell that humidifies and chills the hot air taking
moisture from the cooling water until air saturation is achieved.
 Generally sea water is utilized in this method by heating it with jacket water and turbo charger
heat, and the left over brine is disposed back to the sea. This method can achieve reduction of NOx
by 70-80%.

Exhaust Gas Re circulation (EGR):

 As the name suggests, some amount of engine exhaust gases are send back to the scavenge space
to mix up with the air to be supplied to cylinder for combustion.
 This reduces the oxygen content of the air and hence reduces formation of NOx.
Water Injection and Water emulsion:

 In this method, water is added to reduce the temperature of combustion leading to low NOx
emission.
 In water emulsion, fuel is blended with water and in water injection a separate fresh water
injector is mounted in the cylinder head which injects water.
 This method has a drawback of increasing the specific fuel oil combustion with reduction in NOx by
20-45%.
High Scavenge Pressure and Compression Ratio:

 With high scavenge pressure and compression ratio, large amount of air can be introduced inside
the cylinder to lower combustion temperature and NOx emission.
Selective Catalytic Reduction(SCR):

 The SCR is the most efficient method to reduce NOx emissions from ships (up to 90-95% of
reduction).
 In this method, low sulphur fuel oil is used and exhaust temperature is maintained above 300 0 C.
 The exhaust gas is mixed by water solution of UREA ( CH4 N2O ) and then it is passed through
catalytic reactor.
 The only disadvantage of SCR is its expansive installation and operating cost.
Two Stage Turbocharger:

 ABB s latest t o stage tu o ha ge a edu e the e haust te pe atu e i the i te oole s a d
also the NOx content in the emitted exhaust.
Engine Component Modification:

 It is better to design an engine which has a property to reduce the NOx formation during
combustion process rather than investing on expensive secondary measures.
 Integration of slide valve type fuel injector with almost zero sack volume eliminates any chance of
fuel dripping and after burning, leading to cylinder temperature and NOx formation..

UPDATING NOX TECHNICAL FILE:

 Those engines which come under ANNEX-6 installed after 1st JAN 2000 having power output more
than 130 KW to be tested & issued with an Engine International Air Pollution Prevention Certificate
and approved NOx technical file.
 The approved file provides details of the allowable engine components settings operating value and
allowable adjustment which ensure the engine will continue to operate within the acceptable NO x
emission limits.
 If any adjustment, part replacement and modification are carried out which influences NOx emission
ha a te isti s should e e o ded i a e gi e s e o d ook of e gi e pa a ete .
 ID number of all such components used is to be recorded.
 The ID numbers are stamped on these parts and please record them before fitting in to the engine.
 The location of the ID number also mention in NOx technical file.
 When adjusts are made on FQS (fuel quality setting) or VIT and for operational reasons the limits
mentioned in the file which should not exceed.
Following list of the components and setting that influence the NOx emission.
 Fuel injection timing.
 Fuel pump/ cam
 Fuel injection nozzle modification.
 Exhaust cam adjustment
 Cylinder cover/ liner replace.
 Piston crown replace
 T/C compressor or turbine side changes
 Scavenge air cooler maintain.
 Governor setting changed
 So by keep updating all detail whose engine 130 KW or more and built after 1st JAN 2000.
Sulphur oxides (SOx)

APPLICABLE FOR BOTH ENGINE (M/E, A/E) AND BOILER, INCINERATOR
SOx Formed?
 Bad quality of Fuel.
 High percentage of Sulphar in Fuel during bunkering.

Causes and Effects of SOx Emission:

 The sulphur oxides emission is due to the presence of sulphur compound in the marine fuels used in
marine engines on board vessel.
 Better the grade, lower will be the sulphur content as it is removed by refining of the fuel.
 The smoke containing sulphur oxides emitted by the combustion of marine fuel will further oxidise
and in presence of catalyst like NO2, will form sulphuric acid which is a major cause of acid rain.
 It has also been recognised that the emission of SOx contributes in formation of secondary inorganic
aerosol gases, fine particles which are harmful to humans.
 Maritime industry consumes mostly low grade of fuel oil i.e. heavy oil and diesel oil with high
sulphur content as compared to any other transportation medium.
 But due to MARPOL Annex VI stringent norms, marine engines are now using better grade of marine
fuel like marine gas oil.
REGULATION:
OUTSIDE SPECIAL AREA (SECA):

 Before 1st JAN 2012 = 4.5 % sulphur m/m
 After 1st JAN 2012 = 3.5 % sulphur m/m
on JAN 2018 international survey carried out for 0.5 % and if it will not satisfied than it will extend JAN
2025.
INSIDE SPECIAL AREA (SECA)

 Before 1st JULY 2010 = 1.5 % sulphur m/m
 After 1st JULY 2010 = 1.0 % sulphur m/m
Reducing SOx Emission

SOx or sulphur oxides are formed during combustion process in the engine because of presence of sulphur
content in the fuel.
Following are the methods and technologies used to reduce sulphur emission from marine engines.
Use of Low sulphur fuel oil:
 It is expensive but most commonly used method to comply with Annex VI of MARPOL while
entering emission controlled Area or ECA.
Exhaust Gas Scrubber Technology:

 The exhaust gas from the engine is passed through the scrubber tower where a liquid is showered
over it. Fresh water blended with caustic soda (NaOH) is used as a scrubbing liquid which reduces
the SOx to 95%.

 The scrubbing water is then sent to a water treatment effluent emulsion breaking plant after which
it can be discharged overboard.
Cylinder Lubrication:
 Good quality cylinder lubrication along with efficient control systems such as Pulse or Alpha
lubrication systems can neutralise the sulphur in the fuel and reduce SOx emissions from the engine.
Note:
 NOX is not applicable for Boiler and Incinerator becoz the temperature & pressure required to
make NOx are not achieved in Boiler & Incinerator.
 More important the resistance time for the fuel to react with air is very less in boiler or
incinerator.
Energy Efficiency Design Index (EEDI)

 In terms of Co2 emissions per tonne of cargo, shipping is the most efficient form of commercial
transport.
 But due to the sheer scale of the i dust , shippi g o t i utes to a out 3% of the o ld s
emissions, which is 0.9 billion tonnes in 2010.
 To top it all, popular studies indicate that the emission rate is to increase by 75% in the next 15
years due to demand and growth in global trade. Needless to point out, this has exerted a lot of
pressure by the international community on the IMO to increase restrictions on the shipping
industry.
 To uote the opi io of the I te atio al Cha e of “hippi g o this issue, The o se sus of
opinion within the global industry is that it may be possible for shipping to reduce CO2 emitted per
tonne of cargo transported one kilometer (tonne/km) by perhaps 15%-20% between 2007 and
2020, through a combination of technological and operational developments, as well as the
introduction of new and bigger ships, designed to the new IMO Energy Efficiency Design I de .
 As a result of such international consensus, the member states of IMO have agreed on certain key
principles on development on regulations from ships so that they will effectively reduce CO2
emissions, be cost effective and at the same time be based on sustainable development without
restricting trade and growth. Thus came into being the EEDI developed by IMO.
 The means proposed to reduce CO2 – EEDI
 The empirical formula for the EEDI is as follows:

EEDI = (Power · Specific Consumption · Carbon Conversion) / (Capacity · Speed)

 This essentially translates into (number of grams of CO2 emissions) per tonne per nautical mile.
EEDI Conclusion
 The EEDI is essentially a measure of efficiency of ships in transportation, such that maximum cargo
carried with minimal fuel consumption and therefore minimal CO2 emissions will give a vessel a
good index.
 What the EEDI predominantly emphasizes upon is to enforce power limits for new ships, thus
reducing their operational speeds and reduce carbon emissions. Hence this may necessitate the
reduction in speed for bulkers and tankers in the near future.
Shipboard incineration:
 Each incinerator shall be approved by the Administration taking into account the standard
specifications for shipboard incinerators developed by the Organization.
Shipboard incineration of the following substances shall be prohibited:
 Annex I, II and III cargo residues of the present Convention and related contaminated packing
materials.
 Polychlorinated biphenyls (PCBs)
 Garbage, as defined in Annex V of the present Convention, containing more than traces of
heavy metals.
 Refined petroleum products containing halogen compounds.
 Shipboard incineration of sewage sludge and sludge oil generated during the normal operation of a
ship may also take place in the main or auxiliary power plant or boilers, but in those cases, shall not
take place inside ports, harbours and estuaries.
 Shipboard incineration of polyvinyl chlorides (PVCs) shall be prohibited, except in shipboard
incinerators for which IMO Type Approval Certificates have been issued.
 Monitoring of combustion flue gas outlet temperature shall be required at all times and waste shall
not be fed into a continuous-feed shipboard incinerator when the temperature is below the
minimum allowed temperature of 8500 C.
 For batch-loaded shipboard incinerators, the unit shall be designed so that the temperature in the
combustion chamber shall reach 6000 C within 5 minutes after start-up.

BUNKER DELIVERY NOTE: ( Annex 6, Regulation 18 )

 The bunker delivery note shall be kept on board the ship in such a place as to be readily available for
inspection at all reasonable times.
 It shall be retained for a period of 3 years after the fuel oil has been delivered on board.
 The bunker delivery note shall be accompanied by a representative sample of the fuel oil delivered,
taking into account guidelines to be developed by the Organization.
 The sample is to be sealed and signed by the supplier’s representative and the master or officer
in charge of the bunker operation on completion of bunkering operations and retained under the
ship’s ont ol until the fuel oil is su stantially consumed, but in any case for a period of not less
than 12 months from the time of delivery.
 4 SAMPLE FOR:
 LAB
 MARPOL
 SHIP
 SUPPLIER
BDN ENTRIES:
 Vessel name
 IMO number
 Name of PORT
 Name of Barge
 Position of Vessel
 GT of vessel
 Product name or Grade
 Date of Delivery
 Time of Start and Stop bunker
 Viscosity @ 500 c CST
 Sulphur content % m/m (m/m means: 1 ltr of Sulphur in 100 ltr of Fuel)
 Flash Point 0 C
 Density @ 150 C kg/m3
 Pour Point 0 C
 Quantity taken @ 350 C in m3

SPECIAL AREA UNDER THIS ANNEX 6:

 The Baltic sea area ( SECA )
 The North sea area ( SECA )
 The North American area ( ECA )
 The United states Caribbean area ( ECA )
=======================================================================================
Q 82: How many major certificate we need to carry ?

A 82:
Here you have the certificate which in my Container ship, and as far as I know in most of the type of ship
ha e 95 % sa e e tifi ate a d he e I also ote do so e i po ta t do u e t also so do ’t e confuse
about certificate and document.
UNDER SOLAS 74 CERTIFICATE ONLY (Total 9)

1) CARGO SHIP SAFETY CONSTRUCTION CERTIFICATE
2) CARGO SHIP SAFETY EQUIPMENT CERTIFICATE
3) CARGO SHIP SAFETY RADIO CERTIFICATE
4) CARGO SHIP SAFETY CERTIFICATE
5) MINIMUM SAFE MANNING CERTIFICATE
6) INTERNATIONAL SAFETY MANAGEMENT CERTIFICATE
7) SAFETY MANAGEMENT CERTIFICATE
8) DOCUMENT OF COMPLIANCE
9) INTERNATIONAL SHIP SECURITY CERTIFICATE
PLANS AND DOCUMENT ONLY(Total 21)

1) Emergency towing procedure
2) Ship Security Plan ( SSP )
3) Deck log book
4) Intact stability booklet
5) Damage Control Plan
6) Damage Control Booklet
7) Maneuvering Information
8) Maintenance plan/program
9) Training manual
10) Fire control and Safety plan
11) Fire safety operational booklet
12) Muster list
13) Training manual for Life saving appliance
14) Material Safety Data Sheets MSDS
15) Radio record

16) Voyage Data Recorder system- certificate of compliance

17) International code of signal IAMSAR manual
18) Cargo securing manual
19) Dangerous Goods Manifest or Stowage plan
20) Shipboard Emergency plan
21) Continuous synopsis record
UNDER MARPOL 73/78 ANNEX-1 CERTIFICATE ONLY

1) INTERNATIONAL OIL POLLUTION PREVENTION CERTIFICATE ( IOPP)
DOCUMENT ONLY IN ANNEX 1

1) Oil Record Book part 1 & 2
2) Shipboard Oil pollution emergency plan ( SOPEP )
3) Oil discharge monitoring and control system manual

1) INTERNATIONAL POLLUTION PREVENTION CERTIFICATE FOR THE CARRIAGE
OF NOXIOUS LIQUID SUBSTANCE IN BULK
2) CERTIFICATE OF FITNESS

1) P o edu e a d a a ge e t a ual ……p&A a ual
2) Cargo record book
3) Shipboard marine pollution emergency plan for Noxious Liquid Substance

NONE
1) Detailed stowage plan
2) IMDG code book
UNDER MARPOL 73/78 ANNEX-4

1) INTERNATIONAL SEWAGE POLLUTION PREVENTION CERTIFICATE (ISPP)

1) VOC management plan

NONE


1) Garbage management plan applicable 1st January 2013
2) Garbage record book applicable 1 st January 2013
UNDER MARPOL 73/78 ANNEX -6 CERTIFICATE ONLY

1) INTERNATIONAL AIR POLLUTION PREVENTION CERTIFICATE
2) ENGINE INTERNATIONAL AIR POLLUTION PREVENTION CERTIFICATE
3) INTERNATIONAL ENERGY EFFICIENCY CERTIFICATE

1) List of equipment containing Ozone depleting substance
2) Fuel oil change over procedure and logbook
3) Operating manual for incinerator
4) Bunker delivery note
5) Ship energy efficiency management plan ( SEEMP)
6) NOX Technical file
UNDER LOAD LINE 1966 CERTIFICATE ONLY

1) INTERNATIONAL LOAD LINE CERTIFICATE
UNDER INTERNATIONAL TONNAGE CONVENTION 69 CERTIFICATE

1) INTERNATIONAL TONNAGE CERTIFICATE
UNDER STCW 1978/95 CERTIFICTE ONLY

1) CERTIFICATE FOR MASTER, OFFICER AND RATING
2) RECORD OF HOUR REST CERTIFICATE
UNDER ILO CONVENTION CERTIFICATE ONLY

1) MARITIME LABOUR CERTIFICATE
2) MEDICAL CERTIFICATE FOR ILO 73
UNDER LIABILITY CONVENTION CERTIFICATE ONLY

1) CERTIFICATE OF REGISTRY

Registry
Certificate of Registry Indefinitely
Valid
Statuatory
International Load Line 5 Years All Ships.Required Under LOadline convention.
Subject to Annual Endorsement. International Load
Line Exemption Certificate must be carried were
exemptions under Loadline 1988 protocal applies
IOPP 5 Years All tankers above 150GRT and all other ships above
400GRT. Required under MARPOL 73/78. Subject to
Annual and intermediate Endorsements. The
certificate is supplemented by a Record of
Construction and Equipment for ships other than Oil
Tankers (Form A) or a Record of Construction for Oil
Tankers (Form B)
Cargo Ship Safety Construction 5 Years All Cargo ships over 500GRT.SOLAS Requirement.
Certificate Suplemented by Record of Construction and
Equipment. Subject to Annual and intermediate
Endorsements
Pasenger Ships Safety Certificate 1 Year All Passenger vessels. SOLAS Requirement.
Suplemented by Record of Equipment. Associated to
this may be an Exemption Certificate, Special Trade
Passenger Ship Certificate, Special Trade Passenger
Ships Space Certificate as well as Search and Rescue
Co-operation plan, List of operational limitations and
Decision Support System for Masters
Cargo Ship Safety Equipment 2 Years All Cargo ships over 500GRT. Supplemented by
certificate Record of Equipment. Subject to Annual and
intermediate Endorsements
Safety Radio Certificate 1 Year SOLAS Requirement. All Cargo ships over 300GRT.
Dangerous Goods Manifest per Voyage SOLAS/MARPOL. Any vessel carrying dangerous
goods.
Documentation of authorisation for Indefinitely Issued to every vessel loaded in accordance with
Carriage of Grain Valid International Code for the Safe Carriage of Grain in
Bulk
Document of Compliance for Ships 5 Years SOLAS.Document giving evidence that construction
Carrying Dangerous Goods and equipment is appropriate to goods carried.
Noxious Liquid Substances 5 Years Subject to Annual and intermediate
Endorsements.MARPOL.
SOPEP Manual Approved by MARPOL. Every oil tanker over 150GRT and every ship
administration over 400GRT
US Coast Guard Letter of 2 Years Annual Inspections
Compliance
ISM
Document of Compliance 5 Years Subject to Annual and intermediate
Endorsements.SOLAS
Safety management Certificate 5 Years Subject to intermediate survey
Marine management Agreement
Class
Cargo Securing Manual Class Approved. All Ships carrying carogs other than
solid and liquid bulk .SOLAS.
Class Automation 5 Years
Classification Certificate: 5 Years Subject to Annual, intermediate , Continuous (CSH)
and Special Surveys
Classification Certificate:Hull 5 Years Subject to Annual, intermediate , Continuous (CSH)
and Special Surveys
Classification Certificate:Machinery 5 Years Subject to Annual, intermediate , Continuous (CSM)
and Special Surveys
Classification 5 Years Subject to Annual, intermediate , Continuous and
Certificate:Refrigeration Special Surveys
Dry-Docking 5 Years Intermediate to be held between 2nd and 3rd
anniversary dates.
In- Water Surveys Special case survey which may replace intermediate
docking under certain circumstances
Exhaust Gas Boiler 5 Years Intermediate to be held between 2nd and 3rd
anniversary dates.
Inert gas Plant 5 Years
Oil Fired Boiler 5 Years Intermediate to be held between 2nd and 3rd
anniversary dates.
TailShaft 5 Years
Hull Thickness Measurements 5 Years Special surveys 1st to 5th Special surveys
Documents
Intact Stability Every passenger ship and every cargo ship over 24m.
Damage Control Booklets For all pasenger and Cargo Ships. Plans showing
watertight boundaries, compartments etc
Minimum Safe manning Document
Certificates for Masters, Officers STCW 95
and Ratings
Oil Record Book Every Oil Tanker over 150GRT and every ship over
400GRT must have Part 1, Oil tankers over 150GRT
must have part 2
Garbage management Plan Every ship over 400GRT and every ship carrying 15
persons
Garbage Record Book Every ship over 400GRT and every ship carrying 15
persons
Document of Compliance with the A suitable document giving evidence of construction
requirements for ships carrying and design
dangerous goods
Certificate of Insurance or other Each ship carrying 2000tons or more of oil in bulk
financial security in respect of civil

liability for oil pollution damage

Enhanced Survey Report File Bulkers and tankers
Record of OIl Discharge Monitoring MARPOL Requirement. Record of oil content in any
and control system for last balast continuous discharge
voyage
Bulk Carrier Booklet To prevent over stressing of hull
Cargo Record Book Every ship to which Annex II applies of MARPOL,
International Pollution Prevention Including certificates under Bulk Chemical Code
Certificate for the Carriage of
Noxious iquid Substances in Bulk
Proceedures and Arrangements Evry ship certified to carry Noxious liquid substances
Manual in bulk
Certificate of Fitness for the Mandatory under Annex II
Carriage of dangerous chemicals in
Buk
Certificate of Fitness to carry Liquid
Gasses in Bulk
Adoption, entry into force & date of taking effect of Special Areas
Special Areas Adopted Date of Entry into Force In Effect From
Annex I: Oil
Mediterranean Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983
Baltic Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983
Black Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983
Red Sea 2 Nov 1973 2 Oct 1983
"Gulfs" area 2 Nov 1973 2 Oct 1983 1 Aug 2008
Gulf of Aden 1 Dec 1987 1 Apr 1989
Antarctic area 16 Nov 1990 17 Mar 1992 17 Mar 1992
North West European Waters 25 Sept 1997 1 Feb 1999 1 Aug 1999
Oman area of the Arabian Sea 15 Oct 2004 1 Jan 2007
Southern South African waters 13 Oct 2006 1 Mar 2008 1 Aug 2008
Annex II: Noxious Liquid Substances
Antarctic area 30 Oct 1992 1 Jul 1994 1 Jul 1994
Annex IV: Sewage
Baltic Sea 15 Jul 2011 1 Jan 2013
Annex V: Garbage
Mediterranean Sea 2 Nov 1973 31 Dec 1988 1 May 2009

Baltic Sea 2 Nov 1973 31 Dec 1988 1 Oct 1989

Black Sea 2 Nov 1973 31 Dec 1988
Red Sea 2 Nov 1973 31 Dec 1988
"Gulfs" area 2 Nov 1973 31 Dec 1988 1 Aug 2008
North Sea 17 Oct 1989 18 Feb 1991 18 Feb 1991
Antarctic area (south of latitude 60 16 Nov 1990 17 Mar 1992 17 Mar 1992
degrees south)
Wider Caribbean region including 4 Jul 1991 4 Apr 1993 1 May 2011
the Gulf of Mexico and the
Caribbean Sea
Annex VI: Prevention of air pollution by ships (Emission Control Areas)
Baltic Sea (SOx) 26 Sept 1997 19 May 2005 19 May 2006
North Sea (SOx) 22 Jul 2005 22 Nov 2006 22 Nov 2007
North American (SOx, and NOx ) 26 Mar 2010 1 Aug 2011 1 Aug 2012
United States Caribbean Sea ECA 26 Jul 2011 1 Jan 2013 1 Jan 2014
(SOx, NOx and PM)
=======================================================================================
Q 83: What was you doing on Saturday on your ship?

A 83:
Checks in Saturday Planned Maintenance Routine
1. Fire Detection System [Electrical officer] - (EVERY SATURDAY)
2. CO2 Bottles and System [Electrical officer] - (MONTHLY)
3. Air and Foam Equipment [Second Engineer] - (EVERY SATURDAY)
4. General Alarm System [Electrical officer] - (EVERY SATURDAY)
5. Emergency Batteries [ Electrical officer ] - (FORTNIGHTLY)
6. Funnel Flaps [Fourth Engineer] - (EVERY SATURDAY)
7. Emergency /Remote stops [Electrical officer & Second engineer] - (MONTHLY)
(M/E QCV, E/R Blower,E/R pump,Accommodation Blower)
8. Emergency Lighting [Electrical officer] - (FORTNIGHTLY)
9. Life Boat Engine [Third Engineer]- (EVERY SATURDAY)
10. Emergency Fire Pump [Fourth Engineer] - (EVERY SATURDAY)
11. Emergency Air Compressor [Fourth Engineer] - (EVERY SATURDAY)
12. Emergency Steering gear [Second Engineer ] - (FORTNIGHTLY)
13. Emergency Bilge suction valve [Fourth Engineer] - ( MONTHLY )
14. Normally valves which are not in use [Second Engineer] - (MONTHLY)

(Ship side valve, sewage plant, isolating valve)

15. Portable Electronic tools And Equipment [Electrical officer ] - (MONTHLY)
16. Main Engine Safety Devices [Electrical officer & Second engineer] - (MONTHLY)
17. Auxiliary Engines Safety [Electrical officer & Fourth engineer] - (MONTHLY)
18. Oily Water Separator & 15 ppm indicator [Electrical officer] - (EVERY SATURDAY)
19. Main Engine Maneuvering. [Electrical officer & Second engineer] - (MONTHLY)
20. Cargo Gear all limit switches. [Electrical officer] - (MONTHLY)
21. Boiler Safety Valve [Electrical officer & Third engineer] - (MONTHLY)
22. Freezer room alarm, hospital room alarm, bilge alarm, incinerator room alarm and steering gear
alarm [Electrical officer] - (MONTHLY)
=======================================================================================
Q 84: Dry docking procedure?

A 84:
Dry Docking Preparation
(a) A few months before
1) Information about The dry docking (estimated time and duration) to be taken from C/E
2) Preliminary repair list must be collected and arranged by instruction of C/E.
3) Repair work to be divided into two categories; one for do k a d a d othe fo the ship s staff. The
repair list must contain the followings
a. Nos. of sea suction chests and grids and their size
b. Nos. of sea suction valve and their sizes.
c. Nos. of ship side discharge valve and their size.
d. Nos. of scupper valve and their sizes.
e. Nos. of piping to be repaired including their length, inside/out side diameter, bends, no. of
flange and their P.C.D [including detail drawing]
f. No. of engine room valves to be renewed or repaired and their specifications.
g. Main engine overhauling preparation (1) Spare (2) tools (3) measurement (4) instruction
manuals.
h. Auxiliary engine, boiler, pump & other machinery preparation for overhauling.
4) Exact location of items to be repaired or overhaul must be marked with tag label according to
repair code.
5) Tools and spares, stores should be checked and prepared for use.
6) Store and spare requisition which will be repaired to use during docking periods must be ordered.
7) All tools ust e a ked ith pai ts to p e e t i i g ith ship a d s o e.
8) Organization of E/R staff ie. Safety purpose, assign works.

9) Distribute work assignments among engine room staff in group by group.

10) Make s i st u tio o a uals a d all d a i g ust e kept ead fo p o pt o k.
(b) A few days before

1) Ballasting and transferring carried out in corporation with chief officer to achieve required trim
and draught.
2) Engine room bilge well and tank top to be cleaned thoroughly.
3) All tank sounding to be taken and account.
4) All portable fire extinguishers to be ready at required place.
5) Fi e fighti g fi ed i stallatio to e kept ead at e ui ed ship a d s ule.
6) Emergency generator, emergency fire pump, emergency air bottle, emergency air compressor
must be kept in good condition.
7) Shore cooling sea water supply for refrigeration and air condition plant must be ready to receive.
8) Shore electrical supply (at entry of dock) Phase, Hz, V, AC or DC.
9) Main engine crank shaft deflection to be taken and recorded.
(c) Before a few hour

1) Boiler should be shut down and release all steam pressure by using easing gear.
2) An instruction to give all engine room personnel that smoking is prohibited in engine room at ship
is still in dock.
3) Main air bottle, emergency air bottle pressed up to full and close tightly.
4) Ready to stop ship generator as soon as vessel enter dry dock and to be kept an electrical officer
stand by on shore connection box when shore power is taken.
5) Settling and service tank top up, after topping up sounding of all tanks must be taken and
recorded.
6) Remind all engine room personnel their duty and ready for emergency use.
(d) On dock
1) Repair work to be divided into two categories, one for ship staff and other for dry dock.
2) Tool and spare must be checked and prepared for use.
3) Take daily record of work done by ship staff and dry dock workers.
4) Negotiate with in charge of dock yard about work sequence and show him location of item to be
repaired.
5) At the end of every day, feed back condition of work to C/E.
6) Examine all work done by dry dock and engine crew. If unsatisfactory condition was found, inform
to C/E and dock yard in charge.

7) All engine room personal should be instructed to use store and spare thoroughly and without
wasting.
8) Bottom survey carried out together with class surveyor, master & C/O.
9) Assist class surveyor visit and his subsequent survey.
a. Supervise when at sea cannot overhaul works.
b. At witness for docking survey item.
c. Supervise the docking repair item.
d. Measure stern tube wear down, rudder wear down and jumping clearance.
e. Propeller check cavitation, corrosion and any damage (Crack, deformation)
After Dry Docking

1) Price Negotiate (Man/power, material /repair list)
2) Dock charge damage claim
3) Report
4) Closely check sea valves
5) Performance of repaired machinery
6) Took M/E crankshaft deflection.
=======================================================================================
Q 85: Describe precautions to be taken and procedures while receiving bunkers and oil transfers
on board?
A 85:
Precautions and procedures to be taken before receiving Bunkers:
 Before bunkering starts all deck scuppers to be plugged. Any water accumulation on deck is to be
drained off and plugs are replaced only if local regulation allow.
 Attention to be paid to pipeline tension due to incorrect mooring or tidal effects.
 Bunker hoses are to be checked for damage.
 Bunker hoses are not to be bent into tight bends resulting in high stress.
 Accidental spillage is to be cleaned up and disposed of ashore or to bunker tanks.
 Communication and emergency shutdown signals between ship/shore are to be checked and fully
understand.
 Tank vent pipes are to be checked to ensure free escape of gasses.

 Internal oil transfer is to be stopped completely and unnecessary valves to be shut down.
 Firefighting, pollution preventing equipment and oil spill dispersant are to be ready for immediate
use.
 Day/night signal is to be exhibited clearly.
Precautions and procedures to be taken during oil transfers on

board:
 Bunker tanks change over should be known to all engineers and Master.
 Avoid bunker tanks changing in bad weather/coastal navigation/ports
 Initial transfer/ first transfer, when changed over the tank ,5-10 minutes transfer should be done to
other bunker tank(s) or overflow tank and confirm that no sludge or water in the oil prior shifting to
settling tank.
 After transfer to settling tank- verify through drain cock that no sludge oil water transferred.
 Check the purifier condition for and operation is correct.
 Purifiers can also pump water into service tanks - during bad weather malfunctioning.
 If diesel oils directly pumped to service tanks - be more careful during the transfer.
 Please inform to all Engineers & Master that tank changeover is successful after verifying the
settling and service tanks drains, purifier operations and filters.
 NEVER Change the tanks during maneuvering conditions.
=======================================================================================
Q 86: Define Conditions of Assignment of Freeboard?

A 86:
Conditions of Assignment of Freeboard
A. The construction of the ship:
 must be such that her general structural strength will be sufficient for the freeboards to be
assigned.
 The design and construction of the ship must be such that her stability in all probable loading
conditions is sufficient for the freeboards assigned. Stability criteria are given in the
Convention.

B. Superstructure End Bulkheads:

 The heights of the sills of openings at the ends of enclosed superstructures should be at least
380 mm above the deck.
C. Hatchways closed by Portable Covers with Tarpaulins

 The coamings should be of substantial construction with a height above deck of at least 600
mm on exposed freeboard and RQD and on exposed superstructure decks within ¼ of the
ship s le gth from FP and at least 450 mm on exposed superstructure decks outside ¼ of the
ship s le gth from FP.
 The width of bearing surface for the covers should be at least 65mm.
 Where covers are of wood the thickness should be at least 60 mm with a span of not more
than 1.5m. For mild steel portable covers, the strength is calculated with assumed loads.
D. Hatchways closed by Weather tight Steel Covers Coaming heights

 are as for those hatchways with portable beam covers.
 This height may be reduced or omitted altogether on condition that the Administration is
satisfied that the safety of the ship is not thereby impaired.
 Mild steel covers should have their strength calculated assuming the loads given previously.
The product of the maximum stress thus calculated and the factor of 4.25 should not exceed
the minimum ultimate strength of the material, and deflections are limited to not more than
0.0028 times the span under these loads.
 Mild steel plating forming the tops of the covers should not be less in thickness than 1 per
cent of the spacing of stiffeners or 6 mm if that is greater.
E. Machinery Space Openings

 These are to be properly framed and efficiently enclosed by steel casings of ample strength.
Where casings are not protected by other structures their strength is to be specially
considered. Steel doors to be fitted for access should have the sills at least 600mm above the
deck
F. Ventilators
 Should have steel coamings and where they exceed 900 mm in height they should be
specially supported.
 Ventilator coamings should be of height 900 mm above deck, and in 760 mm above deck.
Vent openings should be provided with efficient weather tight closing appliances except in
the case of coamings exceeding 4.5m in height and 2.3m in height above deck.

G. Air Pipes
 Exposed parts of pipe shall be of substantial construction.
 The height from the deck should be at least 760 mm on the freeboard deck, and 450 mm on
superstructure decks. A lower height may be approved if these heights interfere with working
arrangements.
 Permanently attached means of closing the pipe openings should be provided.
H. Cargo Ports and Other Similar Side Openings Below the freeboard deck
 to e fitted ith ate tight doo s to e su e the ship s st u tu al i teg it .
 Unless permitted by the Administration the lower edge of such openings should not be below a
line drawn parallel to the freeboard deck at side, which has at its lowest point the upper edge of
the uppermost load line.
I. Scuppers, Inlets, and Discharges

 Discharges led through the shell either from spaces below the freeboard deck or from within
superstructures and deckhouses on the freeboard deck fitted with weathertight doors should be
fitted with efficient and accessible means for preventing water from passing inboard.
 Normally this should be an automatic non-return valve with means of closing provided above the
freeboard deck.
 Where the vertical distance from the summer water-line to the inboard end of the discharge
pipe exceeds 0.02L the discharge may have two automatic non return valves without positive
means of closing, provided the inboard valve is always accessible.
 Where the distance exceeds 0.02L a single automatic non-return valve without positive means of
closing may be accepted.
 In manned machinery spaces, main and auxiliary sea inlets and discharges in connection with the
operation of machinery may be controlled locally.
 Scuppers and discharge pipes originating at any level and penetrating the shell either more than
450mm below the freeboard deck or less than 600mm above the summer water-line should be
fitted with an automatic non-return valve.
 Scuppers leading from superstructures or deckhouses not fitted with weathertight doors should
be led overboard.
J. Side Scuttles Below the freeboard deck or within the enclosed superstructures
 side scuttles should be fitted with efficient hinged, water-tight, inside deadlights. No side scuttle
should be fitted with its sill below a line drawn parallel to the freeboard deck at side and having

its lowest point 2.5 per cent of the ship s eadth a o e the su e ate -line or 500mm
whichever is the greater distance.
K. Freeing Ports
 The minimum freeing port area on each side of the ship where sheer in way of the well is
standard or greater than standard, is given, in square metres, by:
 A=0.7+0.035l where l is the length of bulwark in the well and is less than 20m and A=0.07l
where l is greater than 20 m.
 In no case need l be greater than 0.7L. If the bulwark is greater than 1.2m in height A is increased
by 0.004 sq. m/m of length of well for each 0.1m difference in height.
 If the bulwark is less than 0.9m in height, A is reduced by 0.004 sq.m/m of length of well for each
0.1m difference in height.
 Where there is no sheer A is increased by 50 per cent and with less than standard sheer the per
cent increase is obtained by interpolation.
 The lower edges of freeing ports should be as near the deck as practicable.
 Two-thirds of the freeing port area is required to be provided in the half of the well nearest the
lowest point of the sheer curve, where the deck has sheer.
 Openings in the bulwarks are protected by bars spaced approximately 230mm apart.
 If shutters are fitted, these should be prevented from jamming.
L. Protection of Crew
 Efficient guard-rails or bulwarks of minimum height 1 metre are to be fitted on all exposed parts
of freeboard and superstructure decks.
 A lower rail may be permitted by the Administration.
 The maximum vertical spacing between deck and lower rail is 230 mm, and between other rails
is 380mm.
 Satisfactory means should be provided for protection of crew in getting to and from their
quarters and other parts used in the working of the ship.
=======================================================================================

Q 87: Why Oil tanker have less Freeboard ?

A 87:
There are few reason:
 Oil tanker have less opening as compared to other ships and those opening can be closed efficiently.
 Oil tankers have lesser area of hatch opening compared to bulk and container.
 So the structural strength is more and safer, hence allow less freeboard.
 It has greater sub-division by transverse and longitudinal B/H.
 Permeability for an oil filled tank is only about 5 % compared to permeability of a grain cargo hold of
60 -65 %, so ingress of water in a bilge compartment will be less.
 Density of cargo oil less than grain cargo
 Much larger and better pumping arrangement on tanker to control any bilge water.
=======================================================================================
Q 88: Safety on O2 and Acetylene bottle ?

A 88:
 Flash back arrestor
 Color coding
 O2 bottle are right handed thread
 Acetylene bottle have left handed thread.
 Both bottle kept in separate room.
=======================================================================================
Q 89: When Tonnage convention adopted?

Q 89 a: What is GT and NT? Explain formula?
A 89, 89 a:
International Convention on Tonnage Measurement of Ships 1969
 An International Conference on Tonnage Measurement was convened by IMO in 1969 with the
intention of producing a universally acceptable system of tonnage measurement.
 The International Convention on Tonnage Measurement of Ships 1969 was prepared at this
conference and this convention came into force on the 8th July, 1982.
 All ships constructed on or after that date were measured for tonnage in accordance with the 1969
Convention.
 Ships built prior to that date were if the owner so desired permitted to retain their existing tonnages
for a period of 12 years from that date, i.e. all ships are required to be measured in accordance with
the 1969 Convention by 18th July, 1994.

GROSS TONNAGE: The Gross Tonnage is found by adding to the Under deck Tonnage, the tonnage of all
enclosed spaces between the upper deck and the second deck, the tonnage of all enclosed spaces above
the upper deck together with any portion of hatchways exceeding 4% of the gross tonnage.
The gross tonnage (GT) is determined by the following formula:

GT = K1 V
where
K1=0.2+0.02 log10 V
V=total volume of all enclosed spaces in cubic meters.
NET TONNAGE: The Net Tonnage or Register Tonnage is obtained by deducting from the Gross Tonnage,
the tonnage of spaces which are required for the safe working of the ship:
(a) master's accommodation
(b) crew accommodation and an allowance for provision Stores
(c) wheelhouse, chartroom, radio room and navigation aids room
(d) chain locker, steering gear space, anchor gear and capstan space
(e) space for safety equipment and batteries
(f) workshops and storerooms for pump men, electrician's, carpenter, boatswains and the lamp
room
(g) donkey engine and donkey boiler space if outside the engine room
(h) pump room if outside the engine room
(i) in sailing ships, the storage space required for the sails, with an upper limit of 24% of the
gross tonnage
(j) water ballast spaces if used only for that purpose. The total deduction for water ballast,
including double bottom spaces, may not exceed 19% of the gross tonnage
The net tonnage (NT) is determined by the following formula:

For passenger ships (i.e. ships carrying 13 passengers or more)
For other ships:
where
Vc=total volume of cargo spaces in cubic metres.
d =moulded draft amidships in metres (summer load line draft or deepest subdivision load line in
case of passenger ships).
D =moulded depth in metres amidships.

K2=0. 2+0.02 log10 Vc

K3 =1.25(GT+10 000)/10 000
N1 =number of passengers in cabins with not more than 8 berths.
N2 =number of other passengers.
N1 +N2 =total number of passengers the ship is permitted to carry.
 The factor is not taken to be greater than unity.


 The term K2 Vc is not to be taken as less than 0.25 GT; and
 NT is not to be taken as less than 0.30 GT.

 It will be noted that vessels with high freeboards, i.e. low draft to depth (d/D) ratios will have low
net tonnages.
 Squaring this ratio can result in excessively low net tonnages hence the limiting value of 0.30 GT.
=======================================================================================
Q 90: Draw LOAD LINE of your ship?

Q 90 a: Why it is on both side of ship?
Q 90 b: What you mean by TF,F,T,S,W, WNA and circle in load line dia?
Q 90 c: When Load line convention was adopted ?
Q 90 d: Why load line is more important?
A 90, 90 a, 90 b, 90 c, 90 d:
LOADLINE
 The original "Plimsoll Mark" was a circle with a horizontal line
through it to show the maximum draft of a ship.
 Additional marks have been added over the years, allowing for
different water densities and expected sea conditions. Letters
may also appear to the sides of the mark indicating the
classification society that has surveyed the vessel's load line.
 The initials used include AB for the American Bureau of Shipping,
LR for Lloyd's Register, GL for Germanischer Lloyd, BV for Bureau
Veritas, IR for the Indian Register of Shipping, RI for the Registro
Italiano Navale and NV for Det Norske Veritas.
 These letters should be approximately 115 millimeters in height
and 75 millimeters in width.
 The Scantling length is usually referred to during and following

load line calculations.
The letters on the Load line marks have the following meanings:
 TF – Tropical Fresh Water
 F – Fresh Water
 T – Tropical Seawater
 S – Summer Temperate Seawater
 W – Winter Temperate Seawater
 WNA – Winter North Atlantic
 IN OTHER “IDE FRONT OF MARKING THE WORD L INDICATE TIMBER LOAD LINE MARK.
 Fresh water is considered to have a density of 1000 kg/m³ and sea water 1025 kg/m³.
 Fresh water marks make allowance for the fact that the ship will float deeper in fresh water than
salt water.
 A ship loaded to her Fresh Water mark in fresh water will float at her Summer Mark once she has
passed into sea water.
 Similarly if loaded to her Tropical Fresh water mark she will float at her Tropical Mark once she
passes in to sea water.
 Various Load Line Markings in short The summer load line is the primary load line and it is from this
mark that all other marks are derived. The position of the summer load line is calculated from the
Load Line Rules and depends on many factors such as length of ship, type of ship, type and number
of superstructures, amount of sheer, bow height and so on.
 The horizontal line through the circle of the Plimsoll mark is at the same level as the summer load
line.
 The winter load line is one forty-eighth of the summer load draft below the summer load line.
 The Tropical load line is one forty-eighth of the summer load draft above the summer load line.
 The Fresh Water load line is an amount equal to centimeters above the summer load line where is
the displacement in metric tons at the summer load draft and T is the metric tons per centimeter
immersion at that draft.
 In any case where cannot be ascertained the fresh water load line is at the same level as the tropical
load line.

 The position of the Tropical Fresh load line relative to the tropical load line is found in the same way
as the fresh water load line is to the summer load line.
 The Winter North Atlantic load line is used by vessels not exceeding 100 meters in length when in
certain areas of the North Atlantic Ocean during the winter period. When assigned it is 50
millimeters below the winter mark.
It is called Plimsoll mark because Samuel Plimsoll invented this mark in 1930 international load line was
enforced in around 54 country.
This mark will vary from vessel to vessel depend on length and gross tonnage.
It is on both side because if ship listed is STBD and marking on PORT side, when it tries to upright
position so how you know and it is IMO regulation.
LOAD LINE CONVENTION
Adopted: 1966
Enforced: 21st JULY 1968
Protocol : 1988

 It was adopted to establish, uniform principles and rules with respect to the limits to which ships on
international voyage may be loaded and provide minimum free board for the safeguard of life,
property & environment.
 International Load Line certificates for 5 year validity.
 All assigned Load Line must be marked a midship on each side of the ship, together with Deck line.
 Certification and Load line marking is assigned by the Classification Society.
 Load line certificate issued by Administration.
=======================================================================================
Q 91: What is loadicator?

A 91:
 Most Modern cargo ships are now equipped with loadicator systems or a loading computer with
appropriate software.
 It is usually a conveniently sited visual display for the Master and the Loading Officers and is
gainfully employed on Ro-Ro vessels, bulk carriers, tankers and other cargo ships.
 The main aim of the loading computer being to ensure that the vessel always departs the berth with
adequate stability for the voyage. If this situation can be achieved quickly, costly delays can be
eliminated and safety criteria is complied with.
 “hip s pe so el could expect to become familiar with manipulation of the changing variables very
quickly alongside the fixed weight distribution throughout the ship .This would include amounts of
bunkers, water and stores are consumed and stability datas may change for arrival conditions.
The loadicator programmes provide output in the form of:
 Shear forces and bending moments effecting the vessel at its state of loading.
 Cargo, ballast and fuel tonnage distributions.
 A state e t of Loaded GM , saili g d aughts a d dead eight.
=======================================================================================
Q 92: What id difference between AUDIT and SURVEY ?

A 92:
AUDIT :
 It always forecasts the post activity and then detect the fault and proper corrective action.
 It focus on system operation, procedure, and documentation & software.
 Always look on the system
 Example:
Auditor will check satisfactory repair of pump and will enquire find and analyze as to when pump
was last inspected and why deficiency not found before survey.
SURVEY:
 Survey focus on future activity so that equipment comtinue work for next survey.
 It focus on physical status of M/C.
 Focus on hard ware
 Survey of entire system is possible like equipment survey, M/E performance survey, Boiler survey.
 Example
In a survey of Fire pump surveyor will check satisfactory repair of pump noted deficiency removed.
=======================================================================================
Q 93: How the testing of E.G is carried out?

A 93:
EMERGENCY GENERATOR
 Emergency generator on ship provides power in case the main generators of the ship fails and
eates a dead o la kout o ditio .
 According to general requirement, at least two modes of starting an emergency generator should be
available.
 The two modes should be – battery start and hydraulic or pneumatic start.
 The Port state control (PSC) might detain a ship or provide some time to correct any kind of
deficiency found if the second mode of starting is not operating.
Testing of Emergency Generator:
 The testi g of ship s e e ge ge e ato is do e e e eek as pa t of eekl he ks u i g
it unloaded to check if it starts on battery mode.
 The hydraulic start is done every month to ensure that it is working fine.
 Also every month automatic start of generator is also done to check its automatic operation and to
see whether it comes on load.

Procedure for Battery Start: -

 Go to the emergency generator room and find the panel for emergency generator.
 Put the switch on the test mode from automatic mode. The generator will start automatically but
will not come on load.
 Check voltage and frequency in the meter.
 Keep the generator running for 10-15 min and check the exhaust temp and other parameters.
 Check the sump level.
 For stopping the generator, put the switch in manual and then stop the generator.
Procedure for Hydraulic Start:

 Out the switch in manual mode as stated above and check the pressure gauge for sufficient oil
pressure.
 Open the valve from accumulator to generator.
 Push the spring-loaded valve and the generator should start.
 Check voltage and frequency.
 Keep the generator running for 10-15 min and check the exhaust temp and other parameters.
 Check the sump level
 For stopping, use the manual stop button from the panel.
 After stopping the generator, pressurize the hydraulic accumulator to desired pressure.
 Close the valve from accumulator to generator.
Procedure for Automatic Start:

 For automatic start, we know that there is a breaker, which connects Emergency Switch Board (ESB)
and Main Switch Board (MSB); and there is also an interlock provided due to which the emergency
generator and Main power of the ship cannot be supplied together.
 Therefore, we simulate by opening the breaker from the tie line, which can be done from the MSB
or the ESB panel.
 After opening the breaker, the emergency generator starts automatically with the help of batteries
and will supply essential power to machinery and pumps connected to ESB.
 For stopping the generator, the breaker is closed again and due to the interlock the generator
becomes off load.
 Now again put the switch to manual mode to stop the generator.
 Press stop and the generator will stop.

Requirements for emergency generating sets:

 Requirements for emergency generating sets involve starting in cold condition and starting energy-
storing devices.
 Emergency generating sets shall be capable of being readily started at a temperature of 0°C.
 If this is impracticable, or if lower temperatures are likely to be encountered, provision shall be
made for the maintenance of heating arrangements.
 Each emergency generating set arranged to be automatically started shall be equipped with starting
devices approved by the Administration with a stored energy capability of at least three consecutive
starts.
 A second source of energy shall be provided for an additional three starts within 30 min unless
manual starting can be demonstrated to be effective.
The stored energy shall be maintained at all times, as follows:

 Electrical and hydraulic starting systems shall be maintained from the emergency switchboard;
 Compressed air starting systems may be maintained by the main or auxiliary compressed air
receivers through a suitable non-return valve or by an emergency air compressor which, if
electrically driven, is supplied from the emergency switchboard;
 All of these starting, charging and energy-storing devices shall be located in the emergency
generator space;
 This does not preclude the supply to the air receiver of the emergency generating set from the main
or auxiliary compressed air system through the non-return valve fitted in the emergency generator
space.
 Where automatic starting is not required, manual starting is permissible, such as manual cranking,
inertia starters, manually charged hydraulic accumulators, or powder charge cartridges, where they
can be demonstrated as being effective.
THE EMERGENCY GENERATOR SUPPLIES POWER:

 In case of the failure of the main power generation system on the ship, an emergency power system
or a standby system is also present.
 The emergency power supply ensures that the essential machinery and system continues to operate
the ship.
 Batteries can supply emergency power or an emergency generator or even both systems can be
used.
 Rating of the emergency power supply should be made in such a way that it provides supply to the
essential systems of the ship such as: -
a) Steering gear system
b) Emergency bilge and fire p/p
c) Watertight doors.
d) Fire fighting system.
e) Ships navigation lights and emergency lights.
f) Communication and alarm system.
 Emergency generator is normally located outside the machinery space of the ship. This is done
mainly to avoid those emergency situations wherein access to the engine room is not possible.
 A switchboard in the emergency generator room supplies power to different essential machinery.
=======================================================================================
Q 94:Regulation about air compressors - time required to fill the Air Bottles?
Q 94 a: Mounting on Air Bottle?
Q 94 b: Safety on Air bottle?
A 94, 94 a, 94 b:
 Two starting compressors must be fitted, of sufficient total capacity to meet the engine
requirements.
 Each compressor must be able to press up Air receiver from 15 bars to 25 bars in 30 minutes.
Two air receivers must to be provided.
 Total air receiver capacity is to be sufficient for Twelve (12) starts of Reversible engines and six (6)
starts for non-reversible engines.
Mounting:
 Fusible plug
 Relief valve
 Spring loaded safety vlave
 Compensation ring
 Manual or Automatic Drain valve
 Pressure gauge
 Manhole
 Main starting air valve, Aux. starting air valve, filling valve, General service line
Safety on Air bottle:

 Fusible plug
 Pressure relief valve
 Low Air pressure alarm
 Drain valve

=======================================================================================
Q 95: What is the system to protect the Marine Growth in your ship?
A 95:
MGPS (MARINE GROWTH PREVENTION SYSTEM OR ANTI FOULING SYSTEM)
Principle: MGPS runs on electrolysis system
 The system produces anti-fouling on using specially alloyed anodes.

 There are two types known as the CU (copper) anodes and Al (aluminum) anodes.
 CU Anodes are manufactured from copper as major part for system.
 The copper anode produces Ions which are transported by the seawater and carried into the
pipework system to prevent marine Growth.
 They release ions during electrolysis as following reactions.
Anodic reaction Cu —› Cu2+ + 2e
Cathodic reaction 2H2 O + 2e —› H2 + 2OH—
 AL Anodes are manufactured from aluminum as supplementary art for system.
 The slow dissolution of the aluminum anode producesio new high spreads throughout the system
and produce an anti-corrosively layer on the internal surface of sea water cooling lines.
 They release ions during electrolysis as following reactions.
Anodic reaction Al —› Al3+ + 3e
Cathodic reaction 3H2 O + 3e —› 3/2H2 + 3OH—
Product of Al (OH)3 Al3+ + 30H——› AI (OH)3
There are two anodes

(1) Copper
(2) Aluminum
 They are fixed in pair into the sea-chest where they are in the
direction of flow of water.
 The MGPS system consist a control unit which supplied
Impressed Current to anodes.

Now what happens? How they reduce Marine Growth into pipelines and system?
 Marine Growth means sea-water contains marine organisms which will enter into ship and make
deposits and flourish on the parts of the system.
 It can cause damage of part in longer period.
 It contains Macro and Micro organisms like shells, worm etc. etc.
 This organisms will stick into the pipelines where they will find some space to growth by giving
temp, pH, etc. and they start to breed.
 Hear when this system is in operation Copper Anode produces Ions which carried by water into pipe
and system
 Copper ions less than 2 parts per billion but enough to prevent marine growth.
 Which create unfriendly environment for marine growth
 And they have to discharge via discharge line.
 Due to Impressed current the Aluminum produces Ions which spread over the system and produce
Anti-Corrosive film over the pipes, and system internally.
 So they reduce Corrosion.

NOTE:
If ou ot appl p ope I p essed u e t a odes a ’t o k p ope l a d those ause esulti g i pipe
corrosion and other cause which explained below.
On my vessel
Cu : 2.7 amp
Al : 2.7 amp
When the sea chest not in use at that time its 0.4 amp
Above picture are from my ship, when we saw our both Anodes get damage and we changed
with New one by my self, elec, oiler, and 2nd engg.

CAUSES :
 They block the passage of cooling water.
 Heat transfer reduce
 Overheating of machinery
 Reduce thickness of pipe
 Increased corrosion
 Reduce efficiency which will reduce speed of ship.
=======================================================================================
Q 96: Draw cross-section and explain working of Quick closing valve ?

A 96:
Construction and Working:
 Quick closing valve is a kind of pressure
reducing valve in which the an automatic
process control valve for fluid pressure
control is used for unmanned machinery
spaces.
 This can be done by careful selection of
valve trim, i.e. the parts of the valve that
come in contact with the controlled fluid
and form an actual control portion.
 The difference between pressure release
valve and quick closing valve is that the
later does not come in direct contact with
the fluid it is controlling.
 The lever is connected externally to a
remote operating mechanism which might
be pneumatic or hydraulic controlled.
 The controlling system has a piston which
moves with the pressure of air or fluid and
simultaneously moves the lever attached to
it.
 The lever at the other end is connected
externally to the spindle which is attached
internally to the valve.

 The valve is a spring loaded valve which means that the spindle is placed through a spring which
helps in re-positioning of the valve to the open position when the air or fluid pressure in controlling
cylinder reduces.
 All the quick closing valves are generally set in the open position. When the piston of the controlling
cylinder moves up, the end of the lever which is connected to the piston moves up.
 As the lever is pivoted at the center, the other end of the lever moves down and pushes the spindle
downwards. This closes the valve and shuts the flow of the fluid.
=======================================================================================
Q 97: How to measure Depth of the ship ?

A 97:
 ECO sounder work on principle of reflecting of an ECO of waves transmitted be wave generator and
time is noted for wave to return
 If you know velocity of wave and time to return back it is possible to know distance travelled by the
wave using formula:
S=V×T
Where, S = Distance
V = Velocity
T = Time
=======================================================================================
Q 98: New Amendments ? ( friend for this question need to discuss each other )
A 98:
As of January 1, 2013, the International Maritime Organization has entered into force new regulations
aimed at improving the energy efficiency of international shipping and preventing accidents during lifeboat
launching. Here is what’s new for :
SOLAS Amendments
 Amendments to the International Convention for the Safety of Life at Sea (SOLAS) aimed at
preventing accidents during lifeboat launching entered into force on 1 January 2013.
 The amendments, adopted in May 2011, add a new paragraph 5 to SOLAS regulation III/1, to require
lifeboat on-load release mechanisms not complying with new International Life-Saving Appliances
(LSA) Code requirements to be replaced, no later than the first scheduled dry-docking of the ship
after 1 July 2014 but, in any case, not later than 1 July 2019.

 The SOLAS amendment is intended to establish new, stricter, safety standards for lifeboat release
and retrieval systems, and will require the assessment and possible replacement of a large number
of lifeboat release hooks.
 Information submitted by flag States on their assessments of existing lifeboat hooks is available on
the Global Integrated Shipping Information System (GISIS) under Evaluation of Hooks.
MARPOL Amendments
 The amendments to the International Convention for the Prevention of Pollution from Ships
(MARPOL) were adopted in July 2011.
 New regulations aimed at improving the energy efficiency of international shipping entered into
force on 1 January 2013. A new chapter 4 Regulations on energy efficiency for ships to MARPOL
Annex VI, 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. However, under regulation 19,
the Administration may waive the requirements for new ships up to a maximum of 4 years.
 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. Ships
are required to keep on board a ship specific Ship Energy Efficiency Management Plan (SEEMP).
 Additional MARPOL amendments which entered into force on 1 January include the following.
Annex VI Emissions
 Amendments to MARPOL Annex VI designate certain waters adjacent to the coasts of Puerto Rico
(United States) and the U.S. Virgin Islands (United States) as the US Caribbean Sea Emission Control
Area for the control of emissions of nitrogen oxides (NOX), sulphur oxides (SOX) and particulate
matter under regulations 13 and 14 of MARPOL Annex VI.
 Another amendment makes old steamships exempt from the requirements on sulphur content of
fuel oil used on board ships in both the North American and United States Caribbean Sea ECAs.
 The new US Caribbean Sea ECA takes effect 12 months after entry into force, that is, 1 January 2014.

Annex IV Sewage
 Amendments to MARPOL Annex IV Prevention of pollution by sewage from ships include the
possibility of establishing Special Areas, the actual designation of the Baltic Sea as a Special Area
under Annex IV, and the introduction of stricter discharge requirements for passenger ships while in
a Special Area.
Annex V Garbage
 The revised MARPOL Annex V Regulations for the prevention of pollution by garbage from ships has
entered into force, following a comprehensive review to bring the Annex up to date.
 The main feature of the revision is the prohibition of the discharge of all garbage into the sea except
as expressly provided otherwise in the Annex.
 The discharges permitted in certain circumstances include food wastes, animal carcasses, cargo
residues, and water containing cleaning agents or additives used for washing deck and external
surfaces or cargo holds.
 Cargo residues and cleaning agents and additives must only be considered for discharge if they are
not harmful to the marine environment.
 The ha ges also i lude the updati g of defi itio s; the i t odu tio of a e oute e ui e e t
for the discharge of garbage at sea; and the regrouping of the garbage categories for the purpose of
the garbage record book.
=======================================================================================
Q 99: As my bad luck on my 2nd atte pt su e o asked tell e ou ship’s a o odatio

length?
Q 99 a: Then he asked me how to secure container in hold ?
Q 99 b: Then he asked me to draw a ship and explain cargo hold length ?
Q 99 c: Then he asked me tell me how many container you was carried in your Deck and
Cargo hold ?
A 99, 99 a, 99 b, 99 c:
F ie d’s i nd
atte pt I as stu k, ith this ki d of uestio . But I do ’t a t that ou gu s also e
stuck like me.
So keep your ship detail
=======================================================================================

Q 100: Draw Your ship mid ship section ?

A 100:
I sailed on Container so here you have only container ship C/S.
TEU : Twenty foot equivalent unit FEU : fourty foot equivalent unit
20 foot = 6.1 m = 1 TEU 40 foot = 12.192 m = 1 FEU
1 Container size : 20 × 8(width) × 8.6 (height) 1 container size : 40 × 8(width) × 8.6(height)


Tare weight :
It is the weight of an empty container
It is weight of the thing that the object will be placed into
If a machine is 100 kg, its called Net weight and to put in container and its weight is 50 kg is called tare
weight
Gross weight = Net weight + Tare weight
= 100 + 50 = 150 kg
=======================================================================================
Q 101 : Explain Rudder and Draw Rudder which was on your ship?
A 101:
 A rudder allows the ship to turn, simple plates have been superseded by plates welded to cast or
fabricated frame. Rudders are hollow and so provide for some buoyancy .
 In order to minimise the risk of corrosion internal surfaces are provided with a protective coating
and some are even filled with foam.
 A drain plug is provided to allow for the drainage of water , enable internal inspection to be made
using fiber optic device and even allow for the limited application of a protective coating.
 Plates are welded to the frames internally in order to provide flush fitting , the final closing plate
must be welded externally.
 A means of lifting is provided taking the form of a tube as close to the center of gravity as possible.
Rudders are tested to a pressure head 2.4m above the top of the rudder.
 If the rudder has its entire area aft of the rudder stock then it is unbalanced .
 A rudder with between 20 and 40% of its area forward of the stock is balanced since there will be
some angle at which the resultant moment on the stock due to the water force will be zero.
 Most modern rudders are of the semi-balanced design.
 This means that that a certain proportion of the water force acting on the after part of the rudder is
counter acted by the force acting on the for'd half of the rudder; hence, the steering gear can be
lighter and smaller.
 A rudder may lift due to the buoyancy effect, the amount of lift is limited by the jumper bar fitted to
the stern frame.
 The jumper/rudder clearance must be less than the steering gear cross head clearance to prevent
damage.
 A rudder is supported by means of a bearing pintle or a lower bearing depending upon the design.

 Where a lower bearing is employed the rudder is actually supported on split bearing rings fitted on
the lower face of the rudder and the upper face of the sole piece ( the extended lower section of the
stern frame upon which the rudder sits)
SEMI BALANCED RUDDER

Fully balanced rudder

 To reduce the amount of torque required to turn a rudder the pivot point is moved back from the
leading edge.
 The amount of torque then varies depending on the angle of attack. Zero torque leads to instability
with rudder moving within its clearances.

Spade Rudder
 The reduced diameter at the upper part is purely to transmit

torque.
 The lower section must also support bending moments and hence
increased diameter.
 With twin rudder ships the inner rudder must turn through a
greater angle than the outer.
 This is achieved by having the tiller arm at an angle to the centre
line of the rudder.
 It is possible to have the blades angled in or out when the wheel is
amid ships to increase propulsive efficiency.
=======================================================================================
Q 102 : What is the formula in Relation between fuel consumption and speed of ship?
A 102 :
FUEL COEFFICIENT AND FUEL CONSUMPTION
 The fuel consumption of a ship depends upon the power developed, indeed the overall efficiency of
power plant is often measured in terms of the specific fuel consumption which is the consumption
per unit of power, expressed in kg/h.
 Efficient diesel engines may have a specific fuel consumption of about 0.20 kg/kW h, while that for a
steam turbine may be about 0.30 kg/kW h
 The specific fuel consumption of a ship at follows the form shown in Fig.

Fuel consumption per day : tonne
Value of fuel coefficient: between 40000 and 120000
SFOC :
=======================================================================================
 F ie d’s I hope this file ill help ou a lot to e lea CO“CPOOL “AFETY o al e a .
 There are so many small small thing that surveyor can ask you from one by one.
 You guys have to be complete concentrate on each and every line what I wrote.
 Frankly telling you, I am not a genius person, but when I started to prepare my oral exam, I
as looki g fo o e su h a file that o l ill o e ost of the topi , ut I did ’t found in
any of our group.
 Then I thought that when I will clear my oral and in between getting COC, I would like to
make a file which can be include around 95 % topic.
 And I started just after complete my oral to write this file.
 Some where I just copy and paste, some where I wrote about some good important thing,
diagram which you can see in this file that all of them are made by me only.
 If any of the topic left you can consider as my fault.
 If you found any thing wrong just let me know, I will try my best to be correct.
 If you like to add some thing for that also contact me.


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THIS FILE IS JUST WILL HELPFULL A LOT TO PREPARE YOUR SELF IN FUNCTION 3

(SAFETY) COSCPOOL ( CONTROLLING THE OPERATION OF SHIP AND CARE FOR

PREPARED BY : KUNJAL S. SHAH Page 1

LIFE “AVING APPLIANCE“

survival craft Life Raft

Line throwing apparatus

L.S.A Personal L.S.A T.P.A

Anti exposure suit

General alarm and P.A system

T.P.A: Thermal Protective Aid

PREPARED BY : KUNJAL S. SHAH Page 2

PERSONAL LIFE SAVING APPLIANCES FIGURE JUST FOR YOUR VIEW

RIGID LIFE JACKET INFLATABLE LIFE JACKET LIFE JACKET LIGHT

IMMERSION SUIT ANTI EXPOSURE SUIT THERMAL PROTECTIVE SUIT

PREPARED BY : KUNJAL S. SHAH Page 3

Q 2: Tell me about LIFE BUOYS including SOLAS regulation?

PREPARED BY : KUNJAL S. SHAH Page 4

Q 3: Tell me about LIFE JACKET including SOLAS regulation?

PREPARED BY : KUNJAL S. SHAH Page 5

Q 4: : Tell me about IMMERSION SUIT including SOLAS regulation?

PREPARED BY : KUNJAL S. SHAH Page 6

Q 5: Tell me about ANTI-EXPOSURE SUIT including SOLAS regulation?

PREPARED BY : KUNJAL S. SHAH Page 7

Q 6: Tell me about THERMAL PROTECTIVE AIDS including SOLAS regulation?

PREPARED BY : KUNJAL S. SHAH Page 8

Buoyant Smoke Signal

Q 8: Explain about Walkie-Talkie or Two-way VHF radio telephone?

PREPARED BY : KUNJAL S. SHAH Page 10

 A sea h a d es ue t a spo de “A‘T is the ai ea s fo lo ati g ships i dist ess o thei

PREPARED BY : KUNJAL S. SHAH Page 11

Q 11: What is GMDSS ? in which SOLAS chap it will come?

PREPARED BY : KUNJAL S. SHAH Page 13

GENERAL LIFE SAVING APPLIANCES

PREPARED BY : KUNJAL S. SHAH Page 14

PREPARED BY : KUNJAL S. SHAH Page 15

EEBD includes the following:

PREPARED BY : KUNJAL S. SHAH Page 16

The equipment consists of:

PREPARED BY : KUNJAL S. SHAH Page 17

 An Exhalation valve releases the exhaled air from the facemask.

An approximate Consumption and duration table:

Degrees of work Air consumption Duration of Duration of cylinder

Nominal Working Duration = (fully charged cylinder capacity) ---- 10 minutes.

PREPARED BY : KUNJAL S. SHAH Page 18

ALARM TESTING: ( mostly surveyor asking this)

PREPARED BY : KUNJAL S. SHAH Page 19

PREPARED BY : KUNJAL S. SHAH Page 20

Additionally requires following checks to be carried out:

There are mainly two type of Life raft,

PREPARED BY : KUNJAL S. SHAH Page 22

PREPARED BY : KUNJAL S. SHAH Page 23

Breaking Strength of Painter:

 15 KN for more than 25 person life raft permitted to accommodate.

Equipment contain in LIFE RAFT as per SOLAS.

19) First Aid Kit in water proof case = 1 box

MARKING ON LIFE RAFT CONTAINER as per SOLAS:

MARKING ON LIFE RAFT as per SOLAS:

SAFETY ON LIFE RAFT:

LAUNCHING OF LIFE RAFT MANUALLY:

 Unfasten the ship hook from cradle,

PREPARED BY : KUNJAL S. SHAH Page 26

PREPARED BY : KUNJAL S. SHAH Page 27

PREPARED BY : KUNJAL S. SHAH Page 28

LAUNCHING LIFE RAFT BY DAVIT :