SAFETY AND NAVAL ARCH

1...Oil tanker means a ship constructed or adapted primarily to carry oil

in
bulk in its cargo spaces and includes combination carriers, any "NI.S
tanker" as defined in Annex II of the present Convention and any gas
carrier
as defined in regulation 3.20 of chapter II-1 of SOLAS 74

2...Bulk carrier means a ship which is constructed generally with single

deck, top-side tanks and hopper side tanks in cargo spaces, and is
intended primarily to carry dry cargo in bulk, and includes such types
as ore carriers and combination carriers.

3... The maximum spacing of detectors shall be in accordance with the

table below:

Type
Max floor area
Max dist apart from centre
Max dist away from bulkheads
heat
37m2
9mt
4.5m
smoke
74m2
11mt
5.5m

4...Deadweight is the difference in tonnes between the displacement of

a
ship in water of a specific gravity of 1.025 at the load waterline
corresponding to the assigned summer freeboard and the lightweight of
the ship.
5... Lightweight is the displacement of a ship in tonnes without cargo,
fuel,
lubricating oil, ballast water, freshwater and feedwater in tanks,
consumable
stores, and passengers and crew and their effects.
6....Gross register tonnage (GRT) represents the total internal volume of
a vessel, where a register ton is equal to a volume of 100 cubic feet
(2.83 m³), which volume, if filled with fresh water, would weigh around
2,800 kg or 2.8 tonnes. Calculation of GRT is complex; a ship's hold can,
for instance, be assessed for bulk grain (accounting for all the air space
in the hold) or for bales (omitting the spaces into which bulk, but not
baled cargo would spill). Gross register tonnage was replaced by gross
tonnage in 1994 under the Tonnage Measurement convention of 1969,
and is no longer widely used term in the industry.[1][2]
7....Net register tonnage (NRT) is the volume of cargo the vessel can
carry; i.e., the gross register tonnage less the volume of spaces that
will not hold cargo (e.g., engine compartment, helm station, crew
spaces, etc., again with differences depending on which port or country
is doing the calculations). It represents the volume of the ship available
for transporting freight or passengers. It was replaced by net tonnage in
1994, under the Tonnage Measurement convention of 1969

8.....lifebaot lowering speed 36m/min as it is giving in many books....but

i read somewhere now it is 60m/min... and i just saw in some notes it
should be according to formula....S= 0.4 + 0.02H ...where S= speed and
h= height of lifeboat davits from waterline..

9.....solas chap2-1,Regulation 3-4

Emergency towing arrangements on tankers
Emergency towing arrangements shall be fitted at both ends on board
every
tanker of not less than 20,000 tonnes deadweight, constructed on or
after
1 January 1996. For tankers constructed before 1 January 1996, such an
arrangement shall be fitted at the first scheduled dry-docking after 1
January
1996 but not later than 1 January 1999. The design and construction of
the
towing arrangements shall be approved by the Administration, based on
the
guidelines developed by the Organization.

10....for fwd ETA we check the chaffing chain, strong point , roller
,fairlead etc...

11....Testing of foam is done every year after 3rd year , test sample is
taken and send to lab it inculdes the PH , viscosity, foam ratio, and
density..

12.... Factor safety is ratio of Ultimate tensile strength to the working

load and value is 5. for crane SWL is around 15 tonne and if load is
more than that of SWL , overload protection will protect the crane.
 13.....Fixed high-expansion foam fire-extinguishing systems in
machinery spaces*
Any required fixed high-expansion foam system in machinery spaces
shall be capable of rapidly discharging through fixed discharge outlets a
quantity of foam sufficient to fill the greatest space to be protected at a
rate
of at least 1 m in depth per minute. The quantity of foam-forming liquid
available shall be sufficient to produce a volume of foam equal to five
times
the volume of the largest space to be protected. The expansion ratio of
the
foam shall not exceed 1,000 to 1.

14....Fixed low-expansion foam fire-extinguishing systems in machinery

spaces{
Where in any machinery space a fixed low-expansion foam
fireextinguishing
system is fitted in addition to the requirements of regulation 7,
such system shall be capable of discharging through fixed discharge
outlets
in not more than 5 min a quantity of foam sufficient to cover to a depth
of
150 mm the largest single area over which oil fuel is liable to spread.
The
system shall be capable of generating foam suitable for extinguishing
oil
fires. Means shall be provided for effective distribution of the foam
through
a permanent system of piping and control valves or cocks to suitable
discharge outlets, and for the foam to be effectively directed by fixed
sprayers on other main fire hazards in the protected space. The
expansion
ratio of the foam shall not exceed 12 to 1.

15......Annex 6, Regulation 12
Ozone-depleting substances

Ozone depleting substances (ODSs) are those substances which

deplete the ozone layer and are widely used in refrigerators,
airconditioners, fire extinguishers, in dry cleaning, as solvents for
cleaning, electronic equipment and as agricultural fumigants.
Ozone depleting substances controlled by Montreal Protocol include:
 Chlorofluorocarbons (CFCs)
 Halon
 CCl4(Carbon tetrachloride)
 16....What are Greenhouse Gases?
Answer: Many greenhouse gases occur naturally, such as water vapor,
carbon dioxide, methane, nitrous oxide, and ozone. Others such
as hydrofluorocarbons (HFCs), perfluorocarbons(PFCs), and sulfur
hexafluoride (SF6) result exclusively from human industrial processes.

Human Activities and Greenhouse Gases

Human activities also add significantly to the level of naturally
occurring greenhouse gases:
 Carbon dioxide is released into the atmosphere by the burning of
solid waste, wood and wood products, and fossil fuels (oil, natural gas,
and coal).
 Nitrous oxide emissions occur during various agricultural and
industrial processes, and when solid waste or fossil fuels are burned.
 Methane is emitted when organic waste decomposes, whether in
landfills or in connection with livestock farming. Methane emissions
also occur during the production and transport of fossil fuels.

The Properties of Greenhouse Gases

Greenhouse gases vary in their ability to absorb and hold heat in the
atmosphere, a phenomenon known as the "greenhouse effect." HFCs
and PFCs are the most heat-absorbent, but there are also wide
differences between naturally occurring gases. For example, nitrous
oxide absorbs 270 times more heat per molecule than carbon dioxide,
and methane absorbs 21 times more heat per molecule than carbon
dioxide.

The Consequences of Global Warming

As the concentration of greenhouse gases grows, more heat is trapped
in the atmosphere and less escapes back into space. This increase in
trapped heat changes the climate and alters weather patterns, which
may hasten species extinction, influence the length of seasons, cause
coastal flooding, and lead to more frequent and severe storms.

17.....
General Characteristics of VOC
Volatile Organic Compounds (VOC) are organic chemicals that easily
vaporize at normal conditions and enter into the atmosphere. They are
organic as they contain carbon atoms in their molecular structure. VOC
are numerous, varied and ubiquitous. VOC are present in the
atmosphere as a result of human activities, biogenic emissions from
certain vegetation species, the exhausts of motor vehicles and ships,
evaporation of hydrocarbon fuel, solvent usage, industrial processes, oil
storage and distribution, food manufacture, and many other
sources. VOC may include a very wide range of individual substances,
such as hydrocarbons (eg methane, ethane, benzene, toluene, etc.),
oxidized hydrocarbons (or fuel oxygenates, such as methyl tert-butyl
ether (MTBE)) and by-product organic compounds from chlorination in
water treatment (such as chloroform).

VOC emissions from the fuel/petroleum industry sources occur during

extraction of oil at the platform, tanker transportation of oil, loading and
discharging at terminals, oil processing at refineries, tanking at filling
stations and leakage from pipelines as well as oil spills. The VOC given
off through vaporization of crude oil and refined products are a mixture
of light-end hydrocarbon components such as methane, ethane, propane
and several other gases. Methane, being lighter than air, will be emitted
to the atmosphere and contribute to the greenhouse effect. All the
other components generally referred to as non-methane VOC (NMVOC),
being heavier than air, will react on warm days with nitrogen oxides
(NOX) in the air and form the ground level ozone commonly known as
smog. The ground level ozone has a detrimental effect on human health,
vegetation and buildings. Some NMVOC are quite harmful, including
benzene, toluene and xylene, which may cause leukemia.

VOC emissions from ships can be due to incomplete combustion

processes and include crankcase, exhaust and evaporation emissions.
Crankcase emissions refer to hydrocarbons escaping from the cylinder
during compression in an internal combustion engine and exhaust
emissions are due solely to incomplete combustion. Evaporative
emissions are the evaporation of hydrocarbon fuel releasing gaseous
VOC into the atmosphere.

Tankers emit VOC during cargo loading and crude oil washing
operations as well as during sea voyages. The amount of VOC emissions
depends on many factors including the properties of the cargo oil, the
degree of mixing and temperature variations during the sea voyage.
These operational discharges can be effectively controlled and
minimized to a large extent. With new technology, the NMVOC emitted
during tanker loading and transport operations can be recovered and
returned to the cargo tanks.

To control this emission, there are four criteria that impact the extent
and rate of evolution of gaseous non-methane VOC from crude oils and
its subsequent release to the atmosphere. These are:
 The volatility or vapor pressure of the crude oil
 The temperature of the liquid and gas phases of the crude oil
tank
 The pressure setting or control of the vapor phase within the
cargo tank
 The size or volume of the vapor phase within the cargo tank

18...
Fire Extinguishers
 The capacity of required powder / CO2 or portable fluid
extinguishers shall be not more than 23kg or 13.5 litre and not less than
5kg or 9 litre. Other extinguishers shall be at least as portable as the
13.5 litre fluid extinguisher and shall have a fire-extinguishing
capability at least equivalent to that of a 9 litre fluid extinguisher.

 A portable foam applicator unit shall consist of an air-foam nozzle

of an inductor type capable of being connected to the fire main by a fire
hose, together with a portable tank containing at least 20 l of foam-
making liquid and one spare tank. The nozzle shall be capable of
producing effective foam suitable for extinguishing an oil fire, at the
rate of at least 1.5 m3/min.

 There shall be at least two portable foam extinguishers or

equivalent in eachfirin g space in eachboile r room and in eachspace in
whicha part of the oil fuel installation is situated. There shall be not
less than one approved foam-type extinguisher of at least 135 l capacity
or equivalent in eachboile r room. These extinguishers shall be provided
with hoses on reels suitable for reaching any part of the boiler room. In
the case of domestic boilers of less than 175 kW in cargo ships the
Administration may consider relaxing the requirements of this
paragraph.

19....
INERT GAS REQUIREMENTS( SOLAS CH2-II, REG 62)
 maintaining the atmosphere in any part of any cargo tank with an
oxygen content not exceeding 8% by volume
 The system shall be capable of delivering inert gas to the cargo
tanks at a rate of at least 125% of the maximum rate of discharge
capacity of the ship expressed as a volume.
 The system shall be capable of delivering inert gas with an
oxygen content of not more than 5% by volum
 Flue gas isolating valves shall be fitted in the inert gas supply
mains between the boiler uptakes and the flue gas scrubber. These
valves shall be provided with indicators to show whether they are open
or shut, and precautions shall be taken to maintain them gastight and
keep the seatings clear of soot.
 Arrangements shall be made to ensure that boiler soot blowers
cannot be operated when the corresponding flue gas valve is open.
 At least two blowers shall be fitted which together shall be
capable of delivering to the cargo tanks at least the volume of gas
required
 At least two nonreturn devices, one of which shall be a water
seal, shall be fitted in the inert gas supply main, in order to prevent the
return of hydrocarbon vapour to the machinery space uptakes or to any
gas-safe spaces under all normal conditions of trim, list and motion of
the ship.
 Provision shall be made to ensure that the water seal is
protected against freezing, in such a way that the integrity of seal is not
impaired by overheating.
 Means shall be provided for continuously indicating the
temperature and pressure of the inert gas at the discharge side of the
gas blowers, whenever the gas blowers are operating.
 For inert gas systems of both the flue, gas type and the inert gas
generator type, audible and visual alarms shall be provided to indicate:

1 low water pressure or low water flow rate to the flue gas scrubber
2 high water level in the flue gas scrubber
3 high gas temperature
4 failure of the inert gas blowers
5 oxygen content in excess of 8% by volume
6 failure of the power supply to the automatic control system for the
gas
regulating valve
7 low water level in the water seal
.8high gas pressure

 For inert gas systems of the inert gas generator type, additional
audible and visual alarms shall be provided to indicate:

.1 insufficient fuel oil supply;

.2 failure of the power supply to the generator;
.3 failure of the power supply to the automatic control system for the
generator.
 Automatic shutdown of the inert gas blowers and gas regulating
valveshall be arranged on predetermined limits being reached
 20....
Steering gear{ Regulation 29, SOLAS CH-2-I)

 every ship of 10,000 gross tonnage and upwards, the alternative

power supply shall have a capacity for at least 30 min of continuous
operation
 In every tanker, chemical tanker or gas carrier of 10,000 gross
tonnageand upwards and in every other ship of 70,000 gross tonnage
and upwards, themain steering gear shall comprise two or more
identical power units
 Short circuit protection and an overload alarm shall be provided
for suchcircuits and motors,Where a three-phase supply is used an
alarm shall be provided that will indicate failure of any one of the
supply phases.

21....
Intact & Damage Stability of Ships
A ship is always acted upon by several forces from factors such as
seawater, wind, internal mass weight, free surface effect etc. Thus, it is
of utmost importance for a vessel to always remain stable and afloat in
all conditions.

A ship is seaworthy if it fulfills two important stability criteria- Intact

and Damage stability.

Requirements for Intact and Damage Stability of the Ship

Intact stability( marpol annex 1, reg 27)
For a cargo vessel, the intact stability requirements are follows-
 Initial GM or metacentric height should not be less then 150 mm.
 Righting lever GZ should be at least 0.2 m and angle of heel Ѳ ≥
300.
 Maximum righting lever should occur at heel >300 preferably but
not less than 250.
 The Area of the GZ curve should be at least:

a) 0.055 m radian up to Ѳ = 300

b) 0.090 m radian up to Ѳ = 400
c) 0.03 m radian between 300 and 400 or
between 300 and
angle of down flooding.
The angle of down flooding is an angle at which deck immersion takes
place with subsequent water ingress.
Damage Stability
Damage stability of a ship is its capacity to resist damage situations
caused by flooding due to the water overflows into bilges while ship
stability is all about ship’s performance on still water and waves.
Centre of gravity and centre of buoyancy of ship is the main factors
taken into account in ship stability.
Damage stability and its after effects
Considering the stability of a ship during its damaged condition is very
much necessary. The loss of stability is often seen due to the flooding
caused by certain reasons. The water accumulation in hulls normally
reduces the centre of gravity increasing the maetacentric height. What
actually happens during the flood is that, water overflows into bilges
making the ship erect and stationary. Loss of stability also occurs when
an empty tank is holed and is filled with water causing to the loss of
buoyancy of ship.
A damage stability criterion varies from ship to ship and the
requirement for the same is given in SOLAS chapter II-1. It may be
single compartment flooding, multi compartment flooding, engine room
flooding etc.
Under all the criteria as applicable, vessel margin line should not be
submerged after the damage. Margin line is an imaginary line drawn
75mm below the free board deck.
Intact and damage stability are very important factors that govern the
overall stability of the ship.

22....
Capacity of fire pumps
1 pumps in passenger ships, not less than 2/3rd of the quantity required
to be dealt
with by the bilge pumps when employed for bilge pumping; and
2 pumps in cargo ships, other than any emergency pump, not lessthan
4/3rd of the quantity
3. cargo ship need the total required capacity of the fire pumps exceed
180 m3/hr
4. Each of the required fire pumps shall have a capacity not less than
80% of the total required
capacity divided by the minimum number of required fire pumps but
in any case not less than
25 m3/hr and each such pump shall in any event be capable of
delivering at least the two
required jets of water.

Ships shall be provided with independently driven fire pumps as follows:

.1 Passenger ships of 4,000 tons gross tonnage and
upwards at least 3
.2 Passenger ships of less than 4,000 gross tonnage and
cargo ships of 1,000 tons gross tonnage and
upwards at least 2
.3 Cargo ships of less than 1,000 tons gross tonnage to the
satisfaction of the Administration
Emergency fire pump
The capacity of the pump shall not be less than 40% of the total
capacity of the fire pumps required by this regulation and in any case
not less than 25 m3/h.
Diameter of, and pressure in, the fire mains
1. in the case of cargo ships the diameter need only be sufficient for the
discharge of 140 m3/h.
Passenger ships:
1…4,000 gross tonnage and upwards
0.31 N/mm2
2..1,000 gross tonnage and upwards but under 4,000 gross tonnage
0.27 N/mm2
3..Under 1,000 gross tonnage To the
satisfaction of the
Administration
Cargo ships:
1…6,000 gross tonnage and upwards
0.27 N/mm2
2…1,000 gross tonnage and upwardsbut under 6,000 gross
tonnage 0.25 N/mm2
3…Under 1,000 gross tonnage To the
satisfaction of the
Administration
Fire hoses- usually made of canvas outer jacket and rubber/synthetic
lined
1…In passenger ships there shall be at least one fire hose for each of
the hydrants required by
and these hoses shall be used only for the purposes of extinguishing
fires or testing the fire-
extinguishing apparatus at fire drills and surveys.

2… In cargo ships of 1,000 gross tonnage and upwards the number of

fire hoses to be provided
shall be one for each 30 m length of the ship and one spare but in
no case less than five in
all. This number does not include any hoses required in any engine
or boiler room. The
 Administration may increase the number of hoses required so as to
ensure that hoses in
Sufficient number are available and accessible at all times, having
regard to the type of
ship and the nature of trade in which the ship is employed.

23.....
different alarms onboard signals

The main alarms that are installed in the ship to give audio-visual
warnings are as follows:
1) General Alarm: The general alarm on the ship is recognized by 7
short ringing of bell followed by a long ring or 7 short blasts on the
ship’s horn followed by one long blast. The general alarm is sounded to
make aware the crew on board that an emergency has occurred.

2) Fire Alarm: A fire alarm is sounded as continuous ringing of ship’s

electrical bell or continuous sounding of ship’s horn.
3) Man Overboard Alarm: When a man falls overboard, the ship
internal alarm bell sounds 3 long rings and ship whistle will blow 3 long
blasts to notify the crew on board and the other ships in nearby vicinity.
4) Navigational Alarm: In the navigation bridge, most of the
navigational equipments and navigation lights are fitted with failure
alarm. If any of these malfunctions, an alarm will be sounded in an
alarm panel displaying which system is malfunctioning.
5) Machinery space Alarm: The machinery in the engine room has
various safety devices and alarms fitted for safe operation. If any one of
these malfunctions, a common engine room alarm is operated and the
problem can be seen in the engine control room control panel which will
display the alarm.
6) Machinery Space CO2 Alarm: The machinery space is fitted with
CO2 fixed with fire extinguishing system whose audible and visual
alarm is entirely different from machinery space alarm and other alarm
for easy reorganization.
7) Cargo Space CO2 Alarm: The cargo spaces of the ship are also
fitted with fixed fire fighting system which has a different alarm when
operated.
8) Abandon Ship Alarm: When the emergency situation on board ship
goes out of hands and ship is no longer safe for crew on board ship. The
master of the ship can give a verbal Abandon ship order, but this alarm
is never given in ship’s bell or whistle. The general alarm is sounded
and every body comes to the emergency muster station where the
master or his substitute (chief Officer) gives a verbal order to abandon
ship.
9) Ship Security Alarm System: Most of the ocean going vessels are
fitted with security alert alarm system, which is a silent alarm system
sounded in a pirate attack emergency. This signal is connected with
different coastal authorities all over the world via a global satellite
system to inform about the piracy.

Different Alarm signals of the vessel are clearly described in the muster
list along with the action to be carried out so that all the crew member
can perform there duties within no time in actual emergency.