Professional Documents
Culture Documents
Oral Questions Answers1
Oral Questions Answers1
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Q3) Is there any regulation about air compressors - time required to fill the Air
Bottles?
Ans) 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.
ANS) In the large refrigeration and air conditioning plants the evaporator is used
for chilling the water. In such cases shell and tube type of heat exchangers are
used as the evaporators. In such plants the evaporators or the chillers are
classified as:
In case of the dry expansion type of chillers or evaporators the expansion valve
controls the flow of the refrigerant to the evaporators. The expansion valve allows
the flow of the refrigerant depending on the refrigeration load. In case of the
shell and tube type of evaporators the refrigerant flows along the tube side, while
the substance to be chilled (usually water
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or brine) flows long the shell side. In case of the flooded the evaporator is
filled with the refrigerant and constant level of the refrigerant is maintained
inside it. In these evaporators or the chillers the refrigerant is along shell side
while the substance to be chilled or freezer flows along the tube side of the heat
exchanger.
Though this classification is also applicable to the domestic refrigerators and the
air conditioners, the evaporators used in these systems are classified based on
their construction. The evaporators are classified based on the construction as:
3)Finned evaporators
The bare tube evaporators are the simple copper coil evaporators over which the
substance to be cooled flows.
The plate surface evaporators are commonly used in the household refrigerators.
These evaporators are also in the form of coil, which is attached to the plate.
The finned evaporators are also made of copper coil with fins on the external
surface as well on the internal surface.
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FIN
ANS)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.
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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.
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ANS) 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).
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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 t he 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 ade to fit the new
condition of the gear. As wear down occurs it can easily be checked with this
gauge.
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The rudder is prevented from jumping by rudder stops welded onto the stern frame.
Angle from
Position of stop
Note
centreline
35o
On telemotor
Normal limit
system
37o
On steering gear
39o
External, on
stern frame
propeller
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 45o
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I. For lubrication
iii.Projected area gi ves greater bearing area allowing smaller diameter bearing
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Q8) WHAT ARE ST ABILIZERS? WHAT IS ITS PURPO SE? ON WHICH SHIPS THE Y ARE REQUIRED
MORE?
ANS)Shipstabilizers are fins mounted beneath the wat erline and emerging laterally.
In contemporary vessels, they may be gyroscopically controlled active fins, which
have the capacity to change their angle of attack to counteract roll caused by wind
or waves acting on the ship.
Purpose
The purpose of cruise ship stabilizers is to reduce the rocking motion of the ship.
They help a ship move more
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smoothly, which cuts down the chance of seasickness for passengers. When there is a
great deal of movement, it can cause a discrepancy between what a person sees and
what her inner ear senses. This is what causes seasickness. The smoother the ride,
the less chance for this to happen.
Function
Cruise ship stabilizers extend out below the water line on the port and starboard
sides of the ship. They prevent it from rolling to the left and right as it moves
through the water. They act much, as do airplane wing flaps, which can be adjusted
to reduce turbulence. Although no stabilizers can prevent 100 percent of a cruise
ship's movement, they can significantly reduce it. This is especially desirable in
rough conditions when the waves are high or the wind is strong.
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ANS) The distance from the waterline to the upper deck level, measured at the
lowest point of sheer where water can enter the boat or ship. In commercial
vessels, the latter criteria measured relative to the Ship's load line, regardless
of deck arrangements is the mandated and regulated meaning.
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In yachts, a low freeboard is often found on racing boats, for weight reduction and
therefore increased speed. A higher freeboard will give more room in the cabin, but
will increase weight and may compromise speed. A higher freeboard also helps
weather waves and reduces the likelihood of green seas on the weather deck. A low
freeboard boat is susceptible to swamping in rough seas. Freighter ships and
warships use high-freeboard designs to increase internal volume, which also allows
them to satisfy IMO damage stability regulations due to increased reserved
buoyancy.
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The practice of building sheer into a ship dates back to the era of small sailing
ships . These vessels were built with the decks curving upwards at t he bow and
stern in order to increase stability by preventing the ship from pitching up and d
own.
Dimensions of a hull
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ANS) The camber is a measure of lateral main deck curvature in naval architecture.
The practice of adding camber to a ship's deck originated in the era of small
sailing ships. These vessels were built with the decks curving downwards at the
sides in order to allow water that washed onto the deck to spill off.
ANS)In ship designing, the tumblehome is the narrowing of a ship's hull with
greater distance above the water line. Expressed more technically, it is present
when the beam at the uppermost deck is less than the maximum beam of the vessel.
A small amount of tumblehome is normal in many designs in order to allow any small
projections at deck level to clear wharves (structure on the shore of a harbor
where ships may dock to load and unload cargo or passengers)
Length overall (LOA) is the extreme length from one end to the other.
Length at the waterline (LWL) is the length from the forward most point of the
waterline measured in profile to the stern-most point of the waterline.
Length Between Perpendiculars (LBP or LPP) is the length of the summer load
waterline from the stern post to the point where it crosses the stem.
Beam or breadth (B) is the width of the hull. (ex: BWL is the maximum beam at the
waterline)
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Depth or moulded depth (D) is the vertical distance measured from the top of the
keel to the underside of the upper deck at side.
Draft (d) or (T) is the vertical distance from the bott om of the hull to the wate
rline.
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ANS)Breadth (extreme):
The extreme breadth, recorded in meters to two decimal places. This is the maximum
breadth to the outside of the ship's structure.
Breadth (moulded):
The moulded breath, recorded in meters to two decimal places. This is the greatest
breadth at amidships from heel of frame to heel of frame. This will only be
displayed when breadth extreme is not available.
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Moulded Depth:
The moulded depth, recorded in meters to two decimal places. This is the vertical
distance at amidships from the top of the keel to the top of the upper deck beam at
side.
Draught:
The draft (or draught) of a ship's hull is the vertical distance between the
waterline and the bottom of the hull (keel), with the thickness of the hull
included; in the case of not being included the draft outline would be obtained.
Draft determines the minimum depth of water a ship or boat can safely navigate. The
draft can also be used to determine the weight of the cargo on board by calculating
the total displacement of water and then using Archimedes' principle. A table made
by the shipyard shows the water displacement for each draft. The density of the
water (salt or fresh) and the content of the ship's bunkers have to be taken into
account. The closely related term "trim" is defined as the difference between the
forward and after drafts.
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Q14) WHAT IS RECENT AMENDMENT TO SOLAS WITH RESPECT TO MSDS, LIFEBOAT & ETA?
ANS) MSDS: MATERIAL SAFETY DATA SHEET: DATE OF ENTRY IN FORCE: 01-JULY-2009
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Amendment to SOLAS chapter 6, to add new regulation 5-1 on material safety data
sheet (MSDS) to require ships carrying MARPOL Annex 1 cargo (oil) & also marine
fuel oils to be provided with material safety data sheet prior to loading such
cargoes. The regulation refers to the Recommendations for material safety data
sheet (MSDS) for MARPOL Annex 1 cargoes & marine fuel oils, adopted by the
organization through resolution MSC 150 (77)
An amendment to SOLAS regulation III concerns provisions for the launch of free-
fall lifeboats during abandon-ship drills. The amendment will allow, during the
abandon-ship drill, for the lifeboat to either be free-fall launched with only the
required operating crew on board, or lowered into the water by means of the
secondary means of launching without the operating crew on board, and then
maneuvered in the water by the operating crew. The aim is to prevent accidents with
lifeboats occurring during abandon-ship drills. The amendment is expected to enter
into force on 1 July 2008.
ANS)Every Air compressor on a ship is fitted with several safety features to avoid
abnormal and dangerous operational errors of the equipment. If safety, alarms and
trips are not present on the air compressor, abnormal operation may lead to
breakdown of the compressor and may also injure a person working on or around it.
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1.Relief valve: Fitted after every stage to release excess pressure developed
inside it. The setting of the lifting pressure increases after every ascending
stage.
4.Lube Oil low-pressure alarm and trip:If the lube oil pressure goes lower than the
normal, the alarm is sounded followed by a cut out trip signal to avoid damage to
bearings and crank shaft.
5.Water high temperature trip:If the intercoolers are choked or the flow of water
is less, then the air compressor will get over heated. To avoid this situation high
water temperature trip is activated which cut offs the compressor.
6.Water no-flow trip:If the attached pump is not working or the flow of water
inside the intercooler is not enough to cool the compressor then moving part inside
the compressor will get seized due to overheating. A no flow trip is provided which
continuously monitor the flow of water and trips the compressor when there is none.
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ANS)D'carb of auxiliary engine is nothing but the carrying out of certain routines
at intervals prescribed by the manufacturer or experience. Normally the following
should be done during a marine decarb to free the engine from anomalies
Every 3000hrs
1. take out cylinder head, take the worn out mountings and/or over haul the
mountings
D'carb preparation:-
1.Make sure the all stand by auxiliary engines are ready 2.Keep all the special
tools and other tools ready
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and adjustments
5.Close air bottle valve to auxiliary engine and engine start and stop valve
6.See that the turning bar is not in the flywheel and should be in place
9.Close lube oil, fuel oil, fresh water inlet/outlet valve, drain the cooling water
line and remove connections
Scavenge manifold, exhaust manifold , rocker arm, lube oil drain connection from
rocker arm, rocker arm tank and cover connection to be removed
Fuel oil high pressure connection from fuel pump to the injector, fuel valve
cooling connections in and out (either diesel or water) to be removed
Remove the rocker arm assembly and the push rod. Remove all the mountings such as
starting valve, indicator cock, relief valve and exhaust valve assembly
Remove the rocker cover and check any marking on cylinder head nuts and studs. If
no torque spanner is available, note down the markings.
Open the cylinder head nut with box spanner and extension rod. Never use the torque
spanner. With box spanner available note down the marking.
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Put the cylinder head lifting tool and before lifting make sure all the connections
are removed. Also ensure that the liner is not removed along with the cylinder head
Take out the copper joint between the head and the liner
CLEANING
After lifting the head, check the liner surface for score marks, blow past etc.
Crack remove the ridges or deposits if any on the top surface to avoid the lifting
of
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liner along with the piston and breakage of piston rings while lifting piston
Open the crank case door and remove the bottom end bearing bolts after removing the
lock arrangement and the remove the bolts
Bring the piston to TDC. Make sure the bolt holes on the piston top; lifting tool
holes must be cleared from carbon deposits. Threads should also be checked and
cleared
Put the piston lifting tools and tighten the bolts
Lift the piston and remove top shell of bottom end bearing
Place the piston on the piston stand and cover the crankcase pin to avoid the
foreign material damaging the crank pin.
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CONNECTING ROD
REMOVAL
Clean the piston rings, measure dimensions and keep them in order
Clean the piston ring grooves thoroughly and measure the groove thickness at 3
different points
Check for the deposits on piston crown (Sulphur, carbon or thick vanadium deposits)
and measure the dimensions
Remove the gudgeon pin and clean the gudgeon lube oil holes as well as the bush or
small end bearing
If new piston rings are going to be replaced, then there is no need for measurement
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First put the piston rings one by one and measure the butt clearance for all the
rings
Then measure the axial clearance between piston rings & grooves
Place the piston guide on top of the liner and bring the particular crankshaft to
TDC. Apply sufficient lube oil and start lowering the piston. Make sure that butt
gap should not be in line it may cause blow past
Check the bottom end bearing clearance and if needed measure the main bearing
clearance as well
Check for any cracks in the water jacket and in the cylinder head
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Replace all rubber joints and copper gasket to be put on the cylinder cover
Tighten the cylinder mounting according to torque specified as in manual and make
all connection like lube oil, fuel, jacket cooling water connections etc
ANS)
1.BY CHECKING THE BUTT CLEARANCE. IF ITS VALUE HAS BEEN INCREASED THAN THE NORMAL
RANGE.
2.IF ITS AXIAL CLEARANCE HAS BEEN INCREASED THAN THE NORMAL RANGE.
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Q18) WHAT ALL CHECKS TO BE DONE IN LIFTING GEAR? (E/R LIFTING CRANE)
ANS)
3.CHECK THE LIMIT SWITCHES IN FORWARD, AFT, PORT& STBD DIRECTION ARE WORKING.
Wire rope, limit switches ,chain, chain block, overload trip, emergency button,
safety latch
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Piston Crown
Check any wear at the sidewalls of the crown and on ring grooves.
Check for any cracks at top due to the thermal and mechanical stress, check also
for high temperature corrosion.
Check any signs of hot corrosion at the top surface and acidic corrosion at the
lower part.
Check for the free movement of the piston rings. Check the ring clearance / groove
clearance. Inspect for any wear, stepping and for scuffing.
Check for any scale due to poor water treatment. Choking due to high temperature.
Finally inspect the locking bolts; wires, studs and �O� ring condition
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b)Maintenance Schedule:-
Periodic inspection has to be done when the engine is not running. It can be
carried out as above or by entering the scavenge space and inspecting the piston
and piston rings through the scavenge ports, with the piston brought in line by
rotating the engine via a turning gear.
Monitoring of the condition of the piston and the piston rings by the compression
curve of the indicator diagram through process analysis.
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Once the above checks have been carried out, what actions can be taken if some
values or observations are out with the specifications? Given below is a list of
common faults that might be found during inspection and means to make temporary
emergency repairs.
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Examine the crown for fractures or cracks, and if found the piston should be
changed. If no spare is available these can be welded to manufacturer�s
specifications; using the correct alloy welding rods, again as a means to proceed
to the nearest port at reduced revolutions for a replacement.
Once repairs are complete, replace the piston rings and check for normal butt
clearance.
If the butt clearance is more or less than the normal range, then replace the
piston rings with new set of piston rings.
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If any of the above repairs are carried out, it is imperative that a close watch is
carried out on the appropriate cylinder with the exhaust temperatures closely
monitored as well as the piston cooling medium temperatures.
ANS) Tappet clearance is a space between the top of the valve stem and the rocker
arm. Its purpose is to allow for some mechanical expansion and lengthening of the
valve stem and push rods as the engine warms up. This clearance is also called
valve lash.
If insufficient(lower clearance) valve lash is set when the engine is cold the
valves will not properly close when the engine warms up or early opening of the
valve.. If too much lash is provided (additional clearance) then even after the
engine warms up there will be some clearance, which will result in lost motion.
Lost motion mean that as the cam tries to open the valve the push rod and rocker
arm moves to first take up the clearance before touching the valve to open the
valve. The result is late opening of the valve.
When checking tappet clearance on marine engines, we have to ascertain that the
piston is at TDC. Though markings are provided on the flywheel, the marine engineer
must know the other methods for this like inspection of the camshaft and the fuel
pump window.
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there are times when we must know whether the particular unit�s piston is at the
top dead center or not. For example when checking the tappet clearances of the
engine it is important to know which unit is at TDC.
Referring to the flywheel would indicate two units, but only one can be at
injection TDC. So which one is it?
Flywheel Method: -
The flywheel is the simplest method to know which unit is at TDC. If the flywheel
shows two units, simply open the bonnet covers and checks visually. The unit at TDC
will have both the inlet and the exhaust valve closed and hence relaxed springs;
the other unit would have both the armsof the rocker arm at different levels. In
addition the push rods of the unit at TDC would be loose and can be turned by hand
because of the release of the clearances. There is a word of caution however: this
method is only useful in a working generator, which you have just stopped to check
the tappet clearances. In case you have removed the rocker arms for any reason the
spring height and the push rod freeness check would lead you nowhere and misguide
you.
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In this method the fuel injector is taken out and from the opening a dial gauge is
put inside. Then the turning gear is engaged and the engine turned over. The
pointer of the dial gauge will move in one direction and then stop and start in
opposite direction. The moment the pointer of the dial gauge stops and changes its
direction of movement is the TDC of the unit. This method is not normally used in
day-to-day practice, but may be used in the calibration of the flywheel if it is
not calibrated, or after some repairs
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Camshaft Method: -
The camshaft window of the engine can be opened up and the camshaft inspected. The
cam of the engine has a base circle, and acceleration and dwell periods. If the
roller of the follower is at the base circle, then the particular valve is closed
by spring action. When both the exhaust valve and the inlet valve follower are on
the base circle, then the unit is also at TDC. It must be remembered that as a
four-stroke engine has two rotations of the crankshaft there is one injection TDC
where the injection and the combustion take place. The second time the piston is at
TDC is when the exhausting of the flue gases takes place. It is very important to
identify the combustion TDC, as tappets have to be adjusted at that point.
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Cam Profile
Crankcase Method: -
In this method the crankcase doors are opened up and the piston is visually checked
whether is going up or down. This is the surest method, but a bit cumbersome. It
should be used when you have a strong doubt about the other methods.
This is not an independent method but is used in conjunction with the flywheel
method. In this method if the flywheel is indicating two units, you can check the
springs of both the units. The unit in which the springs are loose is the one at
TDC. The caution is that this method is useful for an engine in use. If you have
removed the rocker arms during the overhaul and thereafter you want to use this
method then it can cause
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errors.
This method is like the spring method and you check that the push rods are free to
turn. The unit at TDC will have loose springs. The care that must be taken is that
it should be used along with the flywheel method and should be used in a working
engine. By a working engine, I mean the engine that was running and has been
stopped for tappets adjustment.
TAPPET ADJUSTMENT:
Now adjust the tappet clearance between the rocker arm & valve stem by tightening
or loosing the nut below the lock nut.
ii.Air induced through inlet valve may leak out. So less air for combustion.
v.In worst condition, valve may remain open, resulting in loss of compression
pressure, burning of exhaust valve, T/C fouling will increase.
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ii.Lesser heat energy to T/C, so reduction in scavenge air & hence power.
*Interlock is operated.
*Cylinder air start valve defective or sticky. *Piston not in firing mode.
*Fuel supply pumps not delivering required pressure. Or fuel pump tripped.
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*Compression pressure is too low due to broken piston ring or exhaust valve not
closing properly.
ANS) * CHECK VOLTAGE OF BUS BAR & INCOMING GENERATOR, BOTH SHOULD BE SAME.
*CHECK FREQUENCY OF BUS BAR & INCOMING GENERATOR, BOTH SHOULD BE SAME.
Q26) WHY IN UMS CLASS SHIPS THE GENERATOR ENGINE IS STARTED AUTOMATICALLY WITHOUT
OPENING INDICATOR COCK GIVING A TRIAL START?
ANS)IN ENGINE ROOMS, WHICH HAVE WATER MIST FIRE FIGHTING SYSTEM INSTALLED, THIS
PROCEDURE IS NOT FOLLOWED BECAUSE WHEN THE ENGINE IS GIVEN A
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MANUAL KICK WITH OPEN INDICATOR COCKS, SMALL AMOUNT OF SMOKE COMES OUT OF THE HEADS
WHICHCAN LEAD TO FALSE FIRE ALARM, RESULTING IN RELEASE OF WATER MIST IN THE
SPECIFIED AREA.
Q27) WHAT ALL TRIPS & ALARMS ARE PRESENT IN AUXILIARY ENGINES?
ANS)The various trips and alarms are mentioned as follows Alternator bearing low
oil level alarm & trip
Alternator bearing high temperature lube oil alarm &trip Low sump oil level alarm
and trip
Lube low oil pressure alarm and trip Reverse current trip
Q28) WHAT ALL PRECAUTIONS SHOULD BE TAKEN TO START AUXILIARY ENGINE AFTER OVERHAUL?
ANS)
*Turn engine through flywheel for checking any restrictions. *Water tightness to be
checked.
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The main difference between a clarifier and a purifier is the presence of a dam
ring in the latter. In a purifier, the interface or the line of separation between
the oil and water is created using a dam ring. The position of the dam ring plays
an important role in the generation of interface and thus in the clarifying
process. For example, if the diameter of dam ring is large, the interface moves out
towards the periphery and as a result some oil is discharged with water from the
water outlet. Also, if the diameter is small, the interface formed will be more
inwards and water will be discharged with the oil from the oil outlet.
The diameter of holes in the dam rings also plays an important role in the creation
of interface and purification process. If the diameter of the holes is more, the
interface is formed towards the periphery and oil globules are found with water and
sludge. If the diameter is less the oil-water interface moves inwards and water is
released with the clean oil discharged.
However, clarifiers do not have a dam ring but have a sealing ring which seals the
water outlet. This prevents the impurities and water to remain inside the bowl
unless opening the cleansing bowl discharges them automatically or manually. Also,
the conical discs in a clarifier usually don�t have feed holes in them but if they
do, then a disc without any holes is
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Purifiers and Clarifie rs differ only in that clarifiers are not set up to remove
water. Their design are similar to the point that most purifiers found on board can
be converted to use as a clarifier with simple alteration of the gravity disc
ANS)From the mono gram provided with manual, whi ch is drawn with respect to
viscosity of oil & which size da mn ring to be used.
* First use the largest gravity disc and whether oil is overflowing, if so, then
use small size gravity disc and follow this process until oil stops overflowing.
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The graph shown above is one typical of one found in a purifier instruction book
for selecting appropriate gravity disc size. Shown on the diagram is an example of
an oil of sg 0.93 at 0'C. The sg at 15'C for use with this graph is found by
projecting along a horizontal line to 15'C. This step would be omitted if the sg at
15'C were already known. A line is then drawn parallel to the pre-drawn sloping
lines. Where the drawn sloping line cuts the appropriate oil supply temperature
isothermal then This becomes the selection point for the disc. This is found simply
by ascertaining which size band the point lies in.
*High throughput.
*Increasing the specific gravity of the oil will tend to push the interface outlet
and cause overflow from the heavy phase outlet until the equilibrium is restored.
ANS)
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Q33) WHAT ARE ALL TRIPS & ALARMS ARE PRESENT IN PURIFIER?
The following gives a general list of alarms only some of which may be fitted.
oBack Pressure shutdown- this measures the discharge oil pressure and alarms and
initiates a
oHeavy phase overflow. Oil has a much higher viscosity than water. The heavy phase
outlet is led to a small catchment tank contain a float. The outlet from the tank
is restricted in such a way that water flows freely but oil tends to back up. This
initiates an
oBowl not open- this may be done in several ways, typically by a lever switch
operated by the discharged sludge hitting a striker plate. The other method is by
measuring the motor current, when the bowl opens the bowl speed is dragged down due
to friction effects of the discharging sludge and water. The motor current rises
until full speed is re- established. This is detected by a current sensing relay
o Water in oil- This found on modern designs which have a detection probe mounted
in the oil discharge
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oLow control/seal water pressure. Where control water is supplied via a fixed small
header tanks a float switch may be fitted.
ANS)* Close the receiver outlet valve and collect the gas in the receiver.
* Once all gas is collected in receiver then shut the compressor suction valve.
Connect the charging line to the connecting point and keep it loose.
Open the bottle valve slightly and purge the line into the collecting cylinder and
then tighten the connection.
Open the charging valve and fully open the bottle valve.
Check the liquid level in the sight glass and make sure no air bubble present in
the system.
2)It must have low specific heat and high latent heat. Because high specific heat
decreases the refrigerating effect per kg of refrigerant and high latent heat at
low temperature increases the refrigerating effect per kg of refrigerant.
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4)It must have high critical pressure and temperature to avoid large power
requirements.
5)It should have low specific volume to reduce the size of the compressor.
6)It must have high thermal conductivity to reduce the area of heat transfer in
evaporator and condenser.
8)It should not have any bad effects on the stored material or food, when any leak
develops in the system.
9)It must have high miscibility with lubricating oil and it should not have
reacting properly with lubricating oil in the temperature range of the system.
10)It should give high COP in the working temperature range. This is necessary to
reduce the running cost of the system.
Important Refrigerants:
Properties at -150C
(1)Ammonia (NH3)(R-717) Latent heat = 1312.75 kJ/Kg Specific volume = 0.509 m3/kg
(2)Dichloro�Difluoro methane (Freon�12) (R-12) [C Cl2 F2] Latent heat = 162 kJ/Kg
F2]
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� mineral oil or synthetic � must be compatible with the refrigerant in the system
and have the following requirements:
1.Good miscibility and solubility to assist in good oil return to the compressor,
where it belongs.
4.Low wax content to prevent separation of flocculent wax from the oil mixture at
the low temperature points in the system.
5.Low pour point to prevent separated lubricant from congealing and restricting
flow.
6.Proper viscosity, even when diluted with refrigerant, to ensure high film
strength at elevated operating temperatures and still provide good fluidity under
coldest operating conditions.
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Some major compressor manufacturers prefer alkyl benzene refrigeration oil for some
applications with HCFC refrigerant blends such as R-22, R-123 and R-401A.
However,alkyl benzene refrigeration oil with the proper viscosity can be used with
most CFC and HCFC refrigerants as well as hydrocarbons and ammonia in most
refrigeration and air-conditioning applications.
The benefits of high-quality alkyl benzene lubricants are high miscibility, low
foaming, excellent thermal stability, very low flock points and good compatibility:
2.Low foaming: The low foaming quality of alkyl benzene reduces carryover at
compressor startup and subsequent oil loss from the crankcase.
3.Excellent thermal stability: Alkyl benzene can enhance the life of refrigeration
systems by providing better thermal stability in the presence of CFC and HCFC
refrigerants. It resists change under high temperatures, reducing problems with
sludge, acids and copper plating.
4.Very low flock points: The flock point is the highest temperature at which wax-
like materials precipitate from the oil in the refrigeration system. Because alkyl
benzene is a synthetic lubricant, it contains little or no paraffin or wax, which
can plug up parts of a system. This can be very desirable in low-temperature
applications.
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5. Good compatibility: Alkyl benzene can be blended with mineral oil of the same
viscosity. It will not affect motor insulation and is compatible with most
elastomers and additives often used to improve lubricity.
Preventing contamination problems is extremely critical in the refining and
handling of all refrigeration oils. Great care must be used to assure that
refrigeration oil is free of moisture and other contaminants. Service technicians
must ensure that oil remains clean and dry.
ANS) Mostly ships have hand p/p provided which develop more pressure than the
inside pressure
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Q38) WHAT DO WE CHECK IF TEMPERATURE OF ANY ONE ROOM IS NOT COMING DOWN?
Q39) WHAT ALL THINGS TO BE CHECK IF ALL ROOM�S TEMPERATURE IS NOT COMING DOWN?
2.PRESENCE OF MOISTURE IN SYSTEM & DRIER IS NOT WORKING PROPERLY DUE TO THIS
EXPANSION VALVE OF ALL ROOMS ARE GETTING BLOCKED.
ANS)REASONS: -
*L.P Cut out setting not correct, too low difficult for Cut In.
*Drier Choked.
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Malfunction.
*Evaporator Choked.
Actions: -
b.Check flow of gas by seeing sight glass, which should show full flow of
refrigerant.
c.If no full flow- either less gas or drier chocked, change the drier.
ANS)Centrifugal pumps have been used in industry for a hundred and fifty years or
more. They are used to convert the energy from the pump driver to kinetic and
potential energy into the fluid, via the impeller. They are used aboard ships to
circulate seawater and freshwater cooling for the main engine.
1 Isolate pump electrical circuit breaker on main switch board and attach a warning
notice. (Do Not Operate-Men at Work).
2.Switch off and lock pump supply at its local supply panel. Attach a warning
notice to pump local supply panel.
3.Close suction and discharge valves, chain and lock hand wheels.
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4.Open pump suction and discharge pipe drain valves to bilge and when water ceases
to flow; crack open the pipes / pump flange joints carefully to ensure that pump
has drained off and is safe for opening.
5.Fix a shackle to lifting pad eye above pump and hang chain block; ensuring SWL of
block, slings and shackles are satisfactory.
6.Use a center punch to match/mark coupling and casing, then remove the coupling
bolts.
7.Disconnect, fix i/d tag and remove motor supply cables; taping over bare ends
with insulating tape.
8.Connect shackle and sling to motor eyebolt and lift motor clear of pump using
overhead chain block. Lay motor on its side out of harm�s way, protecting machined
surfaces on both pump and motor coupling halves against damage. (Cardboard and
masking tape is quick and efficient method.)
9.Disconnect all external fittings from pump casing e.g. cooling pipe, pressure
gauge, oil reservoirs and air cock.
10.Remove bolting from top cover and remove cover. Scrape off old gasket and check
mating surfaces, and renew gasket on assembly. (Light smear of grease on gasket /
faces)
13.Remove the gland packing and disregard; replacing it on rebuild. Remember to cut
ends of packing at 45� and stagger joints when repacking gland.
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1.Impeller, pump shaft and internal volute/casing can now be inspected for erosion,
pitting and wear.
2.If required rectify pitting or erosion in the impeller and casing with two-part
alloy epoxy putty. (See my article in the Reference section)
3.Check main drive shaft bearings and thrust bearings for wear and replace if
required.
4.Check wear ring clearance using feeler gauges; in my day at sea it was general
practice is to replace with new rings at major overhaul.
5.Check impeller / shaft key and keyways for damage and undue wear, Unscrew
impeller shaft securing nut and check threads are in satisfactory condition;
retighten to manufacturers torque settings.
6.Give all parts a good clean removing any dirt/ medium residue before re- assembly
using new parts as required.
7.Enter date of overhaul and parts renewed in the pump maintenance record card.
Drive Motor
1. Grip motor drive shaft /coupling firmly and check for excess axial and
longitudinal movement. Rotate shaft at speed by hand, allowing it to run to a stop
whilst listening for excess noise from bearings. Any doubt on either count, the
bearings should be replaced.
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3.If these checks are satisfactory, grease bearings as required. Some bearings are
now sealed for life and will not require greasing.
2.Open air cock and expel air from line and pump while checking for any leaks
4.Reconnect motor.
5.Remove danger notices from pump power supplies and reinstate breakers.
6.Start and record current drawn by the motor under starting and running
conditions. Check and record the discharge pressure.
ANS) we have been talking about various types of emergency situations on board a
ship. Needless to say some of the most dangerous situations arise not due to
grounding or collision of ships (though they are risky too) but mainly could be due
to those situation, which either involve a fire or flooding.
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Both these types of emergencies (fire and flooding) involve the use/role of
seawater. If there is a fire, seawater is the biggest resource of water available
in the sea. Similarly if it involves flooding of the engine room, cargo spaces or
any other place on the ship for that matter; you would again require pumping the
seawater out of the ship. In both these cases you require pumps.
We have studied a lot about seawater pumps, marine bilge pumps and piping
arrangement on ships including various types of valves.
So as you must have noticed, there are two valves in close proximity namely main
injection valve and bilge injection valve. Both of them have their own independent
controls. The diameter of the bilge injection valve is kept nearly 66% of the main
valve diameter, which draws water directly from the sea through the grid. This is a
legal requirement that the diameter of this injection valve is at least 2/3 times
the main suction, though it can be more also.
Hence the injection valve is an arrangement where the main sea chest can be
bypassed in case of emergency so that instead of the sea, water gets drawn from
within the ship itself.
There is a strainer attached to the bilge injection valve and the pump used for
this valve is normally the largest seawater pump (or pumps) available in the engine
room. Hence this
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valve is used to suck seawater from one of the lowest points in the engine room,
which you can also see from the sketch. This basically means that when you need to
remove a lot of water from the ship, you simply need to open this valve and run the
big pump/s.
REFERENCE:
http://www.brighthub.com/engineering/marine/articles/485
81.aspx#
Checks and Precautions: -
Emergency situation can arise anytime (that�s why is called emergency) so it would
not be a good idea to find out that your valve is stuck due to rust or non-
operation. Hence it is a good practice to check for the operation as a matter of
routine.
The space near the injection valves should be kept clear of all obstacles since
normally one would rush to open the valve in an actual emergency, and hence should
be minimal obstacles in the space around the valve.
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Not only should the valve be easily approachable and operational, but it also needs
to be checked regularly for actual suction and operation. This can be done
occasionally by actually running the pump and trying to draw out water from the
bilge spaces uses this valve.
The valves should be clearly marked since more often than not, people do get
confused in emergency situations and you certainly don�t want to be opening some
wrong valve at such a critical time
Q43) BRIDGE INFORMS LOT OF SMOKE COMING FROM FUNNEL. WHAT ALL THINGS WE SHOULD DO?
ANS)
Ensure, fuel oil end heater outlet temperature proper corresponding to attain
viscosity at the point of injection.
Check, if any particular Exhaust temperature is higher than others, if so, then
stop the engine, Change the injector with a spare overhauled injector.
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Reasons: -
Improper combustion.
Overloading of engine.
Lots of smoke is also seen in scavenge fire.
ANS)
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.
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Q45) HOW WILL YOU TEST & OVERHAUL THE DEFECTIVE FUEL INJECTOR?
ANS)Safety Precautions: -
*Shut the air-starting valve, fuel oil inlet & outlet valves and isolates the
system.
*Let lube oil-priming pump run for half hour after then stop it.
*Remove the lock nut of the high-pressure pipe.
*Check the lifting pressure, atomization, pressure falling steadily, and dripping
of oil.
*Now, take out the injector from the testing kit, put in diesel oil & clean it.
*Make sure the workshop table should be clean, no rags or jute to be there.
*Now loosen the compression nut to release the spring pressure, and then take out
the spring.
*Open the cap nut and take out the needle and guide.
*Check the condition of spring by dropping on the floor plate, it should jump and
also check it by tightening in the vice and then releasing. The difference in the
length, no cracks to be
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there.
*Check visually needle, there shouldn�t be any scoring marks because it is made of
Nitrite material.
*Try to insert the needle inside the guide; the needle should on its own weight.
*If no go gauge going, then it means the size has increased, then nozzle needs to
be changed.
*Now assemble the injector and do the lifting pressure setting on test kit by
adjusting the compression nut.
*After this check the injector again for its lifting pressure, atomization, steady
fall of pressure and dripping.
Q46) WHAT IS BUMPING CLEARENCE IN AIR COMPRESSOR, HOW TO MEASURE IT & HOW TO ADJUST
IT?
Bumping clearance as the name signifies is a clearance given so that the piston of
the marine reciprocating compressor would not bump into its cylinder head. In new
compressors the manufacturers adjust this clearance and the marine engineers are
blissfully unaware of its importance. However the ship does not remain new forever
and every machine demands overhauling and that is where the problems start. Even
routine
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jobs like lifting the cylinder head to change the low pressure or first stage
valves can change the bumping clearance if the correct thickness gaskets are not
used or if the head is over tightened thus squeezing out the gaskets. Many
engineers miss this vital adjustment during overhaul of the compressors and
efficiency and free air delivery of the compressor suffers.
The bumping clearance in a new machine is set properly by the manufacturers during
construction but over a period of time the clearance changes because of the
following reasons:
Wear at the crankpin bearing. The crankpin bearing wears down due to use and this
clearance can travel right up to the piston and an unloaded piston can hit the
cylinder head. This type of wear can be recognized when the compressor makes impact
sounds running unloaded at the starting and stopping operations. This type of wear
would also be accompanied by a slow decrease in oil pressure over a period of time.
Wear on the main bearings. Over all wear on the main bearings would lower the
crankshaft and would thus lower the piston and increase the bumping clearances.
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The bumping clearance must be adjusted properly otherwise there is risk of damage
and loss of efficiency. If the bumping clearance were less the volumetric
efficiency would increase but there is risk of the piston hitting the cylinder
head, especially when the compressor is unloaded during start and stopping.
On the other hand to play safe, the engineer gives few millimeters of extra
clearance, the volumetric efficiency of the compressor would decrease, the free air
delivery will fall and there will be a fall in pressure. The extra clearance would
result in a small volume of air being re-expanded every time causing increase in
air temperature, fall in efficiency and overheating of the compressors. This would
endanger the ship during maneuvering by sudden loss of propulsion.
The more convenient method is to take lead wire from the engine store and make a
small ball based on the expected clearance and put it between the piston and the
head from the valve opening. Then the piston is
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slowly turned to the top dead centre with the help of a Tommy bar. After that the
piston is again turned down and the lead wire ball is extracted and the thickness
measured with the help of a micrometer. This measurement would give the bumping
clearance.
The caution, which must be observed in these methods is that, the clearances of the
main and the crank pin bearing have not been taken into account. The correct method
is thus that after turning the piston to top dead centre the piston connecting rod
must be jacked up with the help of a crow bar. It is only after this hidden
clearance has been accounted for, will the correct bumping clearance be found.
The bumping clearance once found to be incorrect would have to be adjusted. The
methods of adjusting the bumping clearances are as follows:
The cylinder head gaskets can be changed to a different thickness thus altering the
bumping clearance.
The shims between the foot of the connecting rod and the bottom end bearing can be
changed thus changing the bumping clearance.
However after adjusting the bumping clearance the clearance should be checked once
again to make sure that there is no error and the clearance is within the range as
specified by the manufacturers. It must be stressed that compressors are
unforgiving and incorrectly maintained compressors have claimed many a lives
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Q47) DURING MANEUVERING BURSTING DISC OF AN AIR COMPRESSOR GET DAMAGED. WHAT WILL
BE YOUR ACTION?
ANS)
Inform the bridge about the problem and give lesser starting air kicks.
Cover the motor of affected air compressor to avoid water falling on it.
If not available, then let the sea water go into the Engine room bilges, otherwise
if Fresh water cooled, then join a flexible hose and put into the expansion tank.
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REMOVE THE BELLOW PIECE BETWEEN THE EXHAUST VALVE & MANIFOLD.
REMOVE HYDRAULIC PIPE CONNECTION & DRAIN PIPE CONNECTION FROM EXHAUST VALVE.
CLEAN THE THREADS ON CYLINDER COVER STUDS & CONTACT SURFACES FOR JACKS.
IN JACK, SCREW ON THE LOCKING RING UNTIL THE PISTON IN JACK GOES DOWN & THEN SLACK
BACK ABOUT HALF TURN OTHERWISE THE JACK COULD NOT BE ABLE TO REMOVE FROM THE NUT OF
STUD.
START THE HYDRAULIC PUMP FOR JACKS & VENT THE AIR FROM JACKS.
NOW SHUT THE VENTS & RAISE THE HYDRAULIC PUMP PRESSURE TO 1000 BARS.
DUE TO THIS THE CYLINDER HEAD STUDS STRETCH, WHICH ALLOWS NUTS TO BE SLACKENED BACK
BY USING A TOMMY BAR.
THE JACKS ARE THEN REMOVED & THE CYLINDER HEAD STUD NUTS REMOVED.
NOW THE CYLINDER HEAD LIFTING TOOL IS ATTACHED, THE HEAD & WATER GUIDE RING LIFTED
USING THE ENGINE ROOM CRANE & LANDED IN A SAFE POSITION ON BLOCKS OF WOODEN PLANK
TO PROTECT THE SEATING FACES.
Q49) EXPLAIN THE PROCEDURE OF OVERHAULING THE PISTON OF LARGE DIIESEL ENGINE.
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ANS) * AS ABOVE THE CYLINDER HEAD & WATER GUIDING RING ARE REMOVED.
BEFORE THE PISTON CAN BE LIFTED & REMOVED FROM CYLINDER LINER , THE WEAR RIDGE AT
THE TOP OF THE LINER MUST BE REMOVED. IF THIS IS NOT DONE THEN THE PISTON RINGS
WILL JAM AGAINST THE WEAR RIDGE AS THE PISTON IS REMOVED.
THIS IS VERY IMPORTANT TO REMOVE THE WEAR RIDGE BY USING A PROPER GRINDING TOOL, IF
DUE TO ANY MISTAKE THE LINER GETS DAMAGED AT WEAR RIDGE�S POSITION i.e. WHEN THE
PISTON IS AT TDC THIS POSITION IS JUST BELOW THE TOP RING, THE DAMAGE WILL LEAD TO
BLOW BY.
THE PISTON ROD IS NEED TO BE DISCONNECTED FROM THE CROSSHEAD. FOR THIS PISTON IS
MOVED TO BDC & TWO JACKS ARE SCREWED ON TO THE THREADS OF THE STUDS SECURING THE
PISTON ROD TO THE CROSSHEAD.
ENSURE THAT JACKS ARE SLACKED BACK ABOUT HALF A TURN, SO THAT THEY CAN BE REMOVED
AFTER THE NUTS HAVE BEEN LOOSENED.
CONNECT THE SNAP CONNECTOR OF HYDRAULIC PUMP TO THE JACK & ENSURE THAT JACK PISTONS
ARE AT THE BOTTOM OF THE CYLINDERS.
VENT THE AIR FROM THE JACKS USING THE VENTING SCREW& THEN RAISE THE PRESSURE TO
1000 BAR OR RECOMMENDED PRESSURE BY USING THE HYDRAULIC PUMP & SLACK THE NUTS USING
TOMMY BAR.
AFTER RELIEVING THE PRESSURE ON THE JACKS THE PROCESS IS REPEATED FOR THE OTHER TWO
NUTS.
BOLT TWO DISTANCE PIECES TO THE PISTON ROD FOOT. THESE PUSH THE STUFFING BOX OUT OF
ITS
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HOUSING, WHEN THE PISTON IS MOVED AT TDC. NOW UNBOLT THE STUFFING BOX.
CLEAN OUT THE THREADED HOLES IN THE PISTON CROWN. BOLT ON THE LIFTING TOOL TO THE
PISTON & ATTACH ENGINE ROOM CRANE.
LIFT THE PISTON FROM THE ENGINE & PLACE IN CRADLE READY FOR CLEANING & EXAMINATION.
ANS)Reasons: -
If too low water level alarm came, then check pump is developing correct pressure
or not, it is working properly.
Fuel oil low-pressure alarm, then check functioning of fuel pump, oil in service
tank.
Flame failure trip, then clean flame eye, check the furnace & overhaul the burner.
Q51) WHAT IS DYE PENETRATION TEST? WHY IT IS DONE? & HOW IT IS DONE?
ANS) THIS IS THE MOST COMMON METHOD USED TO DETECT CRACKS IN COMPONENTS ON BOARD
SHIP.
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PENETRANT IS SAME PENETRATING OIL USED TO LOOSE A RUSTED NUT & BOLT EXECPT 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 IS THEN USED IN CONJUCTION 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 THREE AEROSOLS.
THEN THE PENETRATING DYE IS SPRAYED ON & AFTER 5 MINUTES THE EXCESS COATING ON
SURFACE IS WIPED OFF.
Q52) HOW WILL YOU CARRY OUT THE BLOW DOWN OF GAUGE GLASS OF BOILER?
Gauge glass should be blown before lighting up of boiler, after stopping the boiler
and regularly if the level in gauge glass is suspected to be wrong.
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Now open the cock W and see if the water is coming out of the drain valve D
indicating the drain line is clear.
Now close the drain valve D and keep the cock W open and see if the water level
rises in the gauge glass; this indicates the line to gauge glass is also clear.
Repeat the steps two to three times to remove nuds and deposits inside.
Now open the cock S and open the drain valve D and see the steam is coming out. The
drain is opened only for 1-2 seconds only as steam may damage the sealing and
service life decreases.
Now open the cock W and let the water fill inside the gauge glass.
Now open the cock S and then the level can be seen as the pressure equalizes.
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Q53) HOW WILL YOU TEST THE CYLINDER RELIEF VALVE OF ENGINE?
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The operation of this device indicates a fault in the engine, which should be
discovered and corrected. The valve itself should then be examined at the
earliestopportunity.
Pressure testing was carried out on a bench mounted test rig consisting of a high-
pressure air compressor, air pressure control valve, and calibrated gauges. The
relief valve was bolted to the compressor accumulator flange and the air pressure
increased until the valve lifted.
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ANS)
IT SHOULD
11
10
2
4
12
BE TIGHTED
Q55) HOW WILL YOU REMOVE THE BROKEN STUD? ANS) * FIRST DRILL THE BROKEN STUD LITTLE
BIT.
THEN USE THREAD EXTRACTOR OF LEFT HAND THREAD FOR MAKING THREAD IN HOLE.
ONCE THE STUD IS INSIDE THE THREAD THEN REMOVE THE BROKEN STUD BY USING THE SAME
STUD & TWO NUTS.
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Q57) WHAT ALL CLEARENCES ARE TAKEN IN CENTRIFUGAL PUMP AFTER OVERHAUL?
ANS) Boiler blow down is done to remove carbon deposits and other impurities from
the boiler. Blow down of the boiler is done to remove two types of impurities �
scum and bottom deposits. This means that blow down is done either for scum or for
bottom blow down. Moreover, the reasons for boiler blow down are:
1.To remove the precipitates formed as a result of chemical addition to the boiler
water.
2.To remove solid particles, dirt, foam or oil molecules from the boiler water.
This is mainly done by scum valve and the procedure is known as �scumming.�
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Below is the procedure for boiler blow down using the blow down valve located at
the bottom of the boiler. In order to do scumming, instead of bottom blow down, the
scum valve is to be opened.
Kindly refer the diagram to understand the blow down procedure properly.
2.Open the blow down valve (2), this valve is a non-return valve.
3.The blow down valve adjacent to the boiler (2) should be opened fully so as to
prevent cutting of the valve seat.
6. A hot drainpipe even when all valves are closed indicates a leaking blow down
valve.
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ANS) Crankcase explosions are also the result of high operating temperatures of the
engine. The main cause of crankcase explosions is the development of hot spots at
various places in the crankcase. Due to the reciprocating motion of the piston the
lubricating oil in the crankcase is splashed in the air. Now it is necessary that
the flash point of the lubricating oil be maintained at around 200 degree Celsius.
If this is not done then there are high chances for the
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Sparks entering the crankcase due to leaky piston rings or piston blow past,
Now, when these hot spots come in contact with the oil in the crankcase, the oil
gets vaporized. When these vaporized particles travel to the cooler part of the
crankcase they get condensed into a white mist, which has oil particles properly
dispensed in it. The process that takes place is somewhat similar to atomization.
This white mist when again travels to the hot spot area, can easily catch fire,
which might also lead to an explosion. The fire or the explosion creates immense
pressure inside the crankcase and if this pressure crosses the permissible limit,
crankcase explosion takes place. The explosion will rupture the crankcase doors and
even cause heavy damage to the inside of the engine.
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Irregular running of the engine Incongruous noise of the engine Smell of the white
mist.
In case of these indications, engine speed should be brought down immediately and
the supply of fuel and air should be stopped. The system should then be allowed to
cool down by opening the indicator cocks and turning on the internal cooling
system.
Prevention: -
Using bearings with white metal material, which prevents rise in temperature.
Using oil mist detector in the crankcase with proper visual and audible alarm. Oil
mist detectors raise an alarm if the concentration of oil mist rises above the
permissible limit.
Pressure relief valves should be fixed on the crankcase for the instant release of
pressure. They should be periodically pressure tested.
Crankcase doors should be made of strong and durable material. Vent pipes shouldn't
be too large and should
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Pressure relief valves should be provided with wire mesh to prevent the release of
flames inside the engine room.
Safe distance should be kept from the crankcase and the relief valves in case the
indications are sighted.
In case of indication, the crankcase doors should never be opened till the time the
system has totally cooled down. Once the system has cooled down, proper inspection
and maintenance should be carried out.
Fire extinguishing medium should be kept standby. In many systems, inert gas
flooding system is directly connected to the crankcase.
Lubricating oil is supplied to the main engine under pressure from the main lube-
oil pump. It passes through the crankshaft, lubricating and cooling the main and
bottom end white metal bearing, returning to the sump. It is also supplied to the
crosshead guides and piston rod bearing, from which it cascades down to the main
sump.
The purpose of the oil mist detector is to detect any increase in the density of
the oil mist, setting off an alarm to warn the watch-keeping engineer of potential
danger.
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Lube oil filter should be changed over and cleaned as per schedule
Clean scavenge spaces as per schedule and drain scavenge space regularly
All safety alarms and trips fitted on engine to be tried out satisfactorily
Blow through all sampling tubes of Oil Mist Detector (OMD) regularly
Check for any oil leakage at crankcase relief doors and check for the operation by
hand or tool
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Various designs and arrangements of these valves exist where, on large slow-speed
diesels, two door type valves may be fitted to each crankcase or, on a medium-speed
diesel, one valve may be used. One design of explosion relief valve is shown in
Figure. A light spring holds the valve closed against its seat and a seal ring
completes the joint.
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A deflector is fitted on the outside of the engine to safeguard personnel from the
out flowing gases, and inside the engine, over the valve opening, an oil wetted
gauze acts as a flame trap to stop any flames leaving the crankcase. After
operation the valve will close automatically under the action of the spring.
The Crankcase relief doors are also fitted to prevent any damage to the crankcase
and ingress of fresh air inside the crankcase.
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The crankcase doors are spring-loaded valves, which lift up in case there is any
rise of pressure inside the crankcase. Once the pressure is released they re-seat
to prevent any ingress of fresh air. This helps especially in case of any ingress
of air that can lead to a secondary explosion followed by a lot of surge and damage
to the crankcase.
The opening pressure and sizes of the valves are specified by different
classification societies, depending on the volume of the crankcase. The number of
doors to be present also depends on the bore of the cylinder.
ANS) The Oil mist detector takes continuous samples from the main engine crankcase
and check whether the sample concentrations of mist are well below the level at
which a crankcase explosion can take place. The oil mist is drawn into the
instrument with the help of small fan, which takes suction from each crankcase
through sampling tubes provided on each crankcase.
The oil mist detector consists of a small rotator with which it takes sample from
one cylinder at a time and the rotator then turns to the next after approximately 4
seconds. The sample from the rotator goes to the measured cell and the reference
cell takes sample from rest of the crankcase to evaluate the difference in oil
mist.
An overall mist density of the crankcase is also measured by comparing the samples
with the fresh air once every rotation
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of the sampling valve is done. A beam of light from a common lamp is reflected
through mirrors and output is measured from a photocell.
Under normal conditions the output from the reference and measured contact is same
and hence no deflection is measured. However, a deflection in the output gives an
alarm indication and the valve rotator stops at position to know which chamber has
high mist concentration.
Some engines are even fitted with slowdown alarms so that when the oil mist alarms
rings, the engine automatically slows down to prevent crankcase explosion.
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ANS)* THE MAIN TESTING OF CRANKCASE RELIEF DOOR IS CARRIED OUT AT SHORE.
1.Check crank case explosion relief door wire mesh (should be wet), spring tension,
and sealing ring condition.
Spark erosion is caused by voltage discharged between the main bearings and their
respective journals. This voltage originates from the development of galvanic
action between the ship�s steel hull and the propeller shaft, with the seawater
acting as an electrolyte. This is then transferred to the main crankshaft where,
due to dissimilar metals, erosion can occur between the white metaled main bearing
and its journal. Spark erosion can only occur if the current is not grounded.
The checks consist of a visual check for white metal fragments around the main
bearings and respective journals and checking for any electric current between the
main bearing white metal and journal. This should be carried out using a micro-amp
current meter or similar device for measuring small amperages and voltages. This
should read no more than 50mV;
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any higher than this indicating that shaft grounding is not working.
In the early stages of spark erosion, slightly roughened pitted areas are
acceptable. However, if this is allowed to continue, the roughness will escalate
with the small erosions picking up the white metal, hence the silvery white
appearance around the main bearing/journal.
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pumps are positive d isplacement (or fixed displacement), meaning they pump a
constant amount of fluid for each revolution. Some ge ar pumps are designed to
function as either a motor or a pump.
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pump, creating a void and suction, which is filled by fl uid.The fluid is carried
by the gears to the discharge side of th e pump, where the meshing o f the gears
displaces the fluid. The mechanical clearances are small� intheorderof10�m.The
tight clearances, alo ng with the speed of rotation, effe ctively prevent the fluid
from leaking backwards.
The rigid design of t he gears and houses allow for ver y high pressures and the ab
ility to pump highly viscous fluid s.
Many variations exist, including; helical and herringbo ne gear sets (instead of
spur gears), lobe shaped rotors simila r to Roots Blowers (commonly used as
superchargers), and mec hanical designs that allow th e stacking of pumps. The most
common variations are show n below (the drive gear is shown b lue and the idler is
shown pu rple).
Suction and pressur e ports need to interface where the gears mesh (shown as dim
gray lines in the internal pump i mages). Some internal gear p umps have an
additional, crescent shaped seal (shown above, right).
Generally used in: diesel oil, crude oil, lubes oil & slud ge etc.
External gear pumps are similar in pumping action to internal gear pumps in that
two gears come into and out of mesh to produce flow. However, the external gear
pump uses two identical gears rotating against each other :a motor drives one
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gear and it in turn drives the other gear. A shaft supports each gear with bearings
on both sides of the gear.
1.As the gears come out of mesh, they create expanding volume on the inlet side of
the pump. Liquid flows into the cavity and is trapped by the gear teeth as they
rotate.
2.Liquid travels around the interior of the casing in the pockets between the teeth
and the casing -- it does not pass between the gears.
3.Finally, the meshing of the gears forces liquid through the outlet port under
pressure.
Because the gears are supported on both sides, external gear pumps are quiet
running and are routinely used for high- pressure applications such as hydraulic
applications. With no overhung bearing loads, the rotor shaft can't deflect and
cause premature wear.
Q64) EXPLAIN WORKING OF CENTRIFUGAL PUMP? ANS) Centrifugal pump principles and
working procedure
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A pump is a machine used to raise liquids from a low point to a high point. In a
centrifugal pump liquid enters the centre or eye of the impeller and flows radially
out between the vanes, its velocity being increased by the impeller rotation. A
diffuser or volute is then used to convert most of the kinetic energy in the liquid
into pressure.
A vertical, single stage, single entry, centrifugal pump for general marine duties
is shown in Figure here. The mainframe and casing, together with a motor support
bracket, house the pumping element assembly. The pumping element is made up of a
top cover, a pump shaft, an impeller, a bearing bush and a sealing arrangement
around the shaft. The sealing arrangement may be a packed gland or a mechanical
seal and
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the bearing lubrication system will vary according to the type of seal. Replaceable
wear rings are fitted to the impeller and the casing. The motor support bracket has
two large apertures to provide access to the pumping element, and a coupling spacer
is fitted between the motor and pump shaft to enable the removal of the pumping
element without disturbing the motor.
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arrangements are also usual. Some of the high-pressure discharge liquid is directed
against a drum or piston arrangement to balance the discharge liquid pressure on
the impeller and thus maintain it in an equilibrium position.
Centrifugal pumps, while being suitable for most general marine duties, are not
self-priming and require some means of removing air from the suction pipeline and
filling it with liquid. Where the liquid to be pumped is at a level higher than the
pump, opening an air cock near the pump suction will enable the air to be forced
out as the pipeline fills up under the action of gravity. If the pump is below sea
water level, and seawater priming is permissible in the system, then opening a
seawater injection valve and the air cock on the pump will effect priming.
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When starting a centrifugal pump the suction valve is opened and the discharge
valve left shut: then the motor is started and the priming unit will prime the
suction line. Once the pump is primed the delivery valve can be slowly opened and
the
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quantity of liquid can be regulated by opening or closing the delivery valve. When
stopping the pump the delivery valve is closed and the motor stopped.
When dismantling the pump to remove the pumping element any priming pipes or
cooling water supply pipes must be disconnected. Modern pumps have a coupling
spacer, which can be removed to enable the pumping element to be withdrawn without
disturbing the motor: the impeller and shaft can then be readily separated for
examination. The shaft- bearing bush together with the casing and impeller wear
rings should be examined for wear.
ANS) This is because of its churning effect it is unable to remove air positively,
as mass of air is relatively zero.
ANS) Hot Well recollects the steam after the work is done and it is condensed.
Boiler water tank is known as the hot well because boiler feed pump takes suction
from the hot well and
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gives it to the boiler through feed check valve. It can be called by three
different names, they are:
Observation tank - because it is used for observe for any oil or dirt entering the
system
If any traces of oil are found in the system, it indicates that there is a crack in
the steam heating line in side the fuel oil tanks. A sight glass is placed to
observe the traces of oil or dirt present in the system.
If oil is present in the system then it forms a coating in tubes of the boiler,
which may lead to lesser heat transfer to the water in the boiler.
Water is kept heated to avoid oxidation of feed water & also to avoid thermal
stress of boiler.
THE CLEARENCE IS MEASURED AT THE TOP OF THE BEARING, & TO OBTAIN ACCESS. THE ENGINE
IS FIRST TURNED SO THAT THE CRANKWEBS ARE HORIZONTAL.
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BY SITTING ON THE CRANKWEB, SWEDISH FEELERS CAN BE SLID DOWN THE GAP BETWEEN WEB &
BEARING.
THE CLEARENCE CAN BE MEASURED BY EXTENDING THE FEELERS IN TO THE GAP BETWEEN
JOURNAL & BEARING.
THE FEELERS SHOULD BE FULLY RETRACTED BEFORE ATTEMPTING TO REMOVE THEM; IF THEY ARE
NOT, THERE IS A CHANCE OF BREAKING A FEELER IN THE CLEARENCE GAP, MEANING THE
BEARING WILL HAVE TO BE LIFTED.
MODERN BEARINGS ARE USUALLY OF THINWALL TYPE. THE CLEARENCE ON THESE BEARINGS IS
NON ADJUSTABLE & THE BEARING IS CHANGED WHEN THE CLEARENCE HAS REACHED A MAXIMUM.
The MARPOL Convention includes 6 technical Annexes. Annexes I and II, dealing with
oil and bulk noxious liquid substances respectively, are mandatory, in the sense
that ratification of the Convention is impossible without ratification of these
Annexes. Annexes III, IV, V and VI, dealing respectively with harmful substances in
packaged forms, sewage, garbage and air pollution are optional. The Convention also
has two Protocols, dealing respectively with reports of incidents involving harmful
substances and arbitration.
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Annex II: 2 October 1983 (international) Annex III: 1 July 1992 (international)
Annex I - Oil
Mainly chemicals including acids, alcohols, castor oil, hydrogen peroxide, pentane,
etc. Also citric juice, glycerin, milk, molasses, wine, etc.
Includes freight containers, portable tanks, road and rail tank wagons, etc.
Annex IV - Sewage
Wastes from toilets, drainage from medical premises, drainage from spaces
containing live animals, etc.
Annex V - Garbage
Plastic bags, synthetic ropes, food wastes, paper products, glass, metal, crockery,
packaging material, synthetic fishing nets, etc.
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Annex I - Oil
Except where otherwise stated, these regulations apply to all tankers of 50 gross
tons (about 30 meters in length) and above and other ships of 400 gross tons (about
40 meters) and above.
A complete ban on operational discharges of oil from ships except under the
following conditions:
The rate at which oil may be discharged must not exceed 30 liters permile traveled
by the ship;
The oil content of any bilge water discharged must be below 15 parts per million;
Ship must be more than 12 miles from nearest land; and Ship must have in operation
an approved oil discharge
monitoring and control system, oily water separating equipment or oil filtering
equipment.
For Tankers
No discharge of any oil whatsoever must be made from the cargo spaces of a tanker
within 50 miles of the nearest land;
The total quantity of oil which a new tanker may discharge in any ballast voyage
must not exceed 1/30,000 of the total cargo carrying capacity of the vessel. For
existing tankers the limit is 1/15,000 of the cargo capacity.
Instantaneous rate at which oil may be discharged must not exceed 30 liters per
mile traveled by the ship
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Dispose of waste oil and oily bilge water in approved shore facilities
The definition of oil includes petroleum in any form including crude oil, fuel oil,
sludge, oil refuse and refined products (other than petro-chemicals).
�Nearest land� is defined as the baseline used to establish the territorial sea.
However, the Convention makes a special case for the Great Barrier Reef where
nearest land means a line shown between a series of co-ordinates on the outer edge
of the reef. All distances relating to discharge prohibitions are measured from
these lines.
The discharge of oil is completely forbidden in certain �special areas� where the
threat to the marine environment is especially great. These include the
Mediterranean Sea, the Black Sea, the Baltic Sea and some areas in the Middle East.
Parties to the Convention are obliged to provide adequate facilities for the
reception of residues and oily mixtures at oil loading terminals, repair ports,
etc.
This section contains detailed requirements for discharge criteria and measures for
the control of pollution by noxious liquid substances carried in bulk. Full details
of this Annex is in Appendix
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The substances are divided into four categories which are graded A to D according
to the hazard they present to marine resources, human health or amenities.
�As with Section I there are requirements for the discharge of residues only into
reception facilities unless various conditions, depending on the category of the
substance are complied with.
�Even stricter restrictions apply in the Baltic Sea and Black Sea.
This section applies to all ships carrying harmful substances in packaged forms, or
in freight containers, portable tanks or road and rail tank wagons.
�To help implement this requirement the International Maritime Dangerous Goods Code
is being revised to cover pollution aspects.
Annex IV - Sewage
Under Annex IV of MARPOL, it is proposed that the discharge of sewage from ships
should be controlled in all coastal areas in a manner similar to that of garbage.
Australia has already signed and adopted the Annex. The following vessels are
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New vessels of 400 gross registered tonnes and over. New vessels certified to carry
more than 15 persons.
Existing vessels of 400 gross registered tonnes and over (to be fitted within 10
years).
Drainage and other wastes from any form of toilets and urinals;
Drainage from medical premises (dispensary, sick bay, etc) via wash basins, wash
tubs and scuppers located in such premises;
Discharge of sewage
Ships are not permitted to discharge sewage within three miles of the nearest land
unless they have in operation an approved treatment plant.
Between three and twelve miles from land sewage must be comminuted and disinfected
before discharge.
Annex V - Garbage
As far as garbage is concerned, specific minimum distances have been set for the
disposal of the principal types of garbage. Perhaps most important feature of this
section is the complete prohibition placed on the disposal of plastics, including
synthetic ropes and fishing nets into the sea.
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Category of Garbage
Plastics, including synthetic ropes, synthetic fishing nets, plastic garbage bags
and incinerator
Garbage that has been ground or comminuted to particles less than 25mm
Annex VI deals with air pollution and sets limits on sulphur oxide and nitrogen
oxide emissions from ships. Provisions include using low sulphur fuel and
associated record keeping requirements.
Air pollutant
Discharge conditions
category
Ozone-depleting
Discharge Prohibited.
substances
Nitrogen Oxides
Incinerators
emission standards.
Fishing Vessels
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Fishing vessels must make every effort to retrieve all lost or damaged fishing
gear. Lost fishing gear should be reported to the Australian Rescue Co-ordination
Centre (RCC) in Canberra. This can easily be done via a Coast Radio Station. If,
while engaged in deepwater trawling a net fouls a submarine cable and the net has
to be sacrificed, the skipper should anchor a buoy on the spot to assist in the
later recovery of the net
Under MARPOL, no discharge of any type is permitted in the area of Great Barrier
Reef. In some cases this can be as much as 150 nautical miles from the Queensland
coast. Where discharges are prohibited within a certain distance from the land
these distances are measured from the outer edge of the reef.
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or
The flanges for discharge connections must have the dimensions specified in
Regulation 10,
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disinfectedsewage
Regulation 11, Para. 1, no. 1untreated sewage Regulation 11, para. 1, no. 1- test
results of the treatment Plant are laid down in the
II.Special regulations for the Baltic Sea area under the provisions of the Helsinki
Convention
A) Application and discharge regulations under Art. 1d, Para 1, MARPOL- (In the
Baltic Sea area, the discharge requirements according to Regulation 11, Para. 1,
Annex IV
MARPOL 73/78 also apply to German pleasure craft equipped with toilet holding tanks
(seepoint II.B):
Under the provisions of the above Regulation, sewage stored in holding tanks is not
allowed tobe discharged at a distance of less than 12 nm from the nearest land.
When using chemical toilets, care should be taken to use chemicals which do not
pollute themarine environment. Discharges of such sewage are subject to Regulation
11, Para. 1, Annex
IV, MARPOL 73/78, according to which any discharge of sewage into the sea is
prohibited,except when it has been treated in an approved sewage treatment plant,
or comminuted anddisinfected using an approved system. Therefore, any discharge of
sewage from chemical toiletson board pleasure craft is prohibited; such sewage has
to be kept on board in holding tanks until
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(Ship Safety Ordinance), BGBl I, p. 3013, 3023, last amended by Art. 2 of the
second ordinance to amend environmental regulations in shipping, 9 April 2008
BGBl. I p. 701)
-ships of other Baltic Sea stateswhich navigate the German Baltic Sea waters
(territorial sea and EEZ) have to be equipped withtoilet holding tanks if they have
toilets on board (ships not referred to in Regulation 2, Annex IV,MARPOL = ships of
less than 400 gross tonnage which are not certified to carry more than 15persons).
Working Vessels and Pleasure Craft, HELCOM Recommendation 22/1 of 21 March 2001
a)Whose hull length and beam is less than 11.50 m and 3.80 m, respectively, or
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for Navigable Maritime Waterways of 22 Oct. 1998 (BGBl. I, p. 3209, 1999 I p. 193),
last
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force. Once in force, the Annex will require ships to be equipped with either a
sewage treatment plant or a sewage comminuting and disinfecting system or a sewage-
holding tank. The discharge of sewage into the sea will be prohibited, except when
the ship has in operation an approved sewage treatment plant; or is discharging
comminuted and disinfected sewage using an approved system at a distance of more
than three nautical miles from the nearest land; or is discharging sewage which is
not comminuted or disinfected at a distance of more than 12 nautical miles from the
nearest land.
ANS) Applies to all ships that are: 1.400 gross tons or more, and
2.Less than 400 gross tons but certified to carry more than 15 persons.
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 piping and installation are in accord with good marine practice and the
standards of the Classification Society, and
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*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.
ANS) Rise of Floor: - The bottom shell of ship is sometimes sloped up from the keel
to the bilge to facilitate drainage. The rise of floor is very small.
ANS)Freeboard:-It is the distance from the waterline to the top of the deck plating
at the side of the deck amidships.
Reserve Buoyancy:- It is the potential buoyancy of a ship and depends upon the
intact, watertight volume above the waterline.
When a mass is added to ship, or buoyancy is lost due to bilging, the reserve
buoyancy is converted into buoyancy by increasing the draught. If the loss in
buoyancy exceeds the reserve buoyancy the vessel will sink.
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compared to bulk and containers. So the structural strength is more and safer,
hence allowed for lesser freeboard
Q74) WHAT IS STABILITY OF SHIP? HOW A STABLE SHIP COMES TO UPRIGHT POSITION IF
HEELED BY EXTERNAL FORCES?
A ship is at equilibrium when the weight of the ship acting down through centre of
gravity is equal to the up thrust force of water acting through centre of buoyancy
and when both of these forces are in same vertical line.
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A ship will come to its upright position or will become stable, when an external
force is applied and removed, if the centre of gravity remains in the same position
well below metacentric height of the ship. When ship is inclined, centre of
buoyancy shifts from B to B1, which creates a movement and the righting lever
returns the ship to its original position and makes it stable.
Intact and damage stability are very important factors that govern the overall
stability of the ship.
ANS)Metacenter: -
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Top: upward thrust of buoyancy (B) and downward thrust of gravity (G) allow a
stable ship to right itself when heeled
Bottom: with a metacenter (M) below gravity, forces of gravity and buoyancy are
further apart and will cause an unstable ship to capsize when heeled
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Ship Stability diagram showing centre of gravity (G), centre of buoyancy (B), and
metacentre (M) with ship upright and heeled over to one si de. Note that for small
angles, G and M are fixed, while B moves as the ship heels, while for big angles
both B and M are moving.
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ANS) Tender Ship: - The ship with a small Metacentric height has a small righting
lever at any angle & will roll easily is said to be tender ship. In tender ship, in
this centre of gravity lies below the transverse metacentre. The GM is more than
GZ. & these kinds of ship are more stable.
Stiff Ship: - The ship with a large Metacentric height has a large righting lever
at any angle & has considerable resistance to rolling. A stiff ship is very
uncomfortable. In it the Centre of Gravity lies above the transverse metacentre.
ANS)Free Surface Effect: - It has a lot to do with the stability of a ship. A ship
that has taken in a lot of water will also experience this kind of phenomenon that
will make it unstable. Ships carrying liquid cargo, or Tankers, have to be designed
so as to minimize the effects of free liquid surface. Water ballast, fuel oil,
fresh water, lubrication oil, and other liquid carried in the ship can also
contribute to the free surface effect.
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The drawing shows a cross section through the midship of a tanker ship. If there is
some dynamic force that makes a ship tilt to one side, notice how the oil in the
tank finds its own level and tends to shift m ore towards the tilting side.
The center of gravity of the oil in the tank will also shift. If the ship has
enough buoyancy, it is able to right itself.
However, if the tilt is too big, the shift in the center of gravity of the oil may
become t oo big. Instead of righting the shi p, the buoyancy force on th e ship may
even turn the ship in the same direction of tilt, and the ship rotates and
overturns.
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The ship is fitted with compartments so that there are several tanks instead of one
big tank. Even though the same q uantity of oil is carried, notice how the oil
behaves. The center o gravity of individual oil tanks will also shift, but the
summation of all the centers of gravitiies does not shift the center of gravity of
the ship that significantly as before.
Another way to minimize the free surface effect is to fill the tanks nearly full.
In this case there is less room for the liquid to move about freely. This method
may be a bit difficult to control for tanks carrying co nsumables like fuel oil,
domestic water, and potable water.
The shape of the tanks can also be built to ensure stability, but in most cases,
ships are built for maximum storage ca acity and the rectangular cross sectional
shape is most feasible.
The tanks in a Tanke r are built in compartments for th is purpose. The sides of
the tanks also serve to protect th e ship from complete flooding should some damage
to its hull occur.
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ANS)Purpose: -
Avoids flooding of ship in case of damage to bows.
Location: -
The collision bulkhead is 20% stronger than other bulkheads Collision bulkhead is 5
to 8 percent of ships length from
forward.
ANS)There are three basic types of bulkhead, watertight, non- watertight and tank.
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ii.Cargo separation
iv.Increased transve rse strength, in effect they act like ends of a box
The number of bulk heads depends upon the length of the ship and the position of t
he machinery. There must be a collision bulkhead positioned at least 1/20th of the
distance fro m the forward perpendicular. This must be continuous to the
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The stern tube must be enclosed in a watertight compartment formed by the stern
frame and the after peak bulkhead which may terminate at the first continuous deck
above the waterline. The engine room must be contained between two watertight
bulkheads one of which may be the after peak bulkhead.
Each main hold watertight bulkhead must extend to the uppermost continuous deck
unless the freeboard is measured from the second deck in which case the bulkhead
can extend to the second deck.
A watertight bulkhead is formed from plates attached to the shell, deck and tank
top by means of welding. The bulkheads are designed to withstand a full headwater
pressure and because of this the thickness of the plating at the bottom ofthe
bulkhead may be greater than that at the top. Vertical stiffeners are positioned
760mm apart except were corrugated bulkheads are used.
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Watertight bulkhead s must be tested with a hose at a pressure of 200 Kn/m2 . The t
est being carried out from the side on which the stiffeners are fitted and the
bulkhead must remain watertight.
Bulkhead definitions
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Class A
Prevent passage of smoke and flame to the end of one hour standard fire test
Class B
Prevent passage of flame for first half hour of standard fire test
Insulated so average exposed side temperature does not rise more than 139oC above
original and no single point rises more than 225oC above original. The time the
bulkhead complies with this governs its classB-15 15MinB-0 0Min
Class C
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Main vertical zones Divided by Class A bulkheads and not exceeding 40m in length
a.Flat Bulkhead
b.Corrugated Bulkhead
c.Longitudinal Bulkhead
d.Transverse Bulkhead.
e.Watertight Bulkhead
f.Non-Watertight Bulkhead
j.Collision Bulkhead.
k.Insulated bulkhead
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andsimplifyfittingthebulkheadtotheshell.Onhighbulkheadswith
verticalcorrugations,diaphragmplatesarefittedacrossthetroughs.This
preventsanypossiblecollapseofthecorrugations.
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PLAIN BULKHEAD
Q81) WHAT ARE D IFFERENT METHODS OF REDUCING THE ROLLING OF A SHIP ? SKETCH THE
ATTACHMENT O F BILGE KEEL. WHAT ENSU RES SHIP SIDE WILL NOT BE DAMAGED IF BILGE
KEEL SUF FERS DAMAGE?
ANS) Bilge keel: - A bilge keel is a long fin of metal, often in a "V" shape,
welded along the length of the ship at the tu rn of the bilge.
Antiroll tanks: - tanks within the vessel fitted with baffles intended to slow the
rate of water transfer from the p ort side of the tank to the starboard side. The
tank is designed such that
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a larger amount of water is trapped on the higher side of the vessel. This is
intended to have an effect completely opposite to that of the free surface effect.
Active systems: - Active stability systems are defined by the need to input energy
to the system in the form of a pump, hydraulic piston, or electric actuator. These
systems include stabilizer fins attached to the side of the vessel or tanks in
which fluid is pumped around to counteract the motion of the vessel.
Stabilizer fins: - Active fin stabilizers are normally used to reduce the roll that
a vessel experiences while under way or, more recently, while at rest. The fins
extend beyond the hull of the vessel below the waterline and alter their angle of
attack depending upon heel angle and rate-of-roll of the vessel. They operate
similar to airplane ailerons. Cruise ships and yachts frequently use this type of
stabilizer system.
Attachment: -
Bilge keels, particularly on steel vessels, are "lightly welded" along a portion of
the vessels length. This allows the bilge keel to be deformed or detached in case
of impact without risking the vessels hull. Typically, short sections will be
welded, with gaps between. The bilge keel will be attached to a backing
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strip- a strip of metal, which prevents the bilge keel from propagating cracks into
the hull when damaged.
Most ships are fitted with some form of bilge keel the prime function of which is
to help damp the rolling motion of the vessel. Other relatively minor advantages of
the bilge keel are protection for the bilge on grounding, and increased
longitudinal strength at the bilge.
The damping action provided by the bilge keep is relatively small but effective,
and virtually without cost after the construction of the ship. It is carefully
positioned on the ship so as to avoid excessive drag when the ship is underway; and
to achieve a minimum drag; various positions of the bilge keel may be tested on the
ship model used to predict power requirements. This bilge keel then generally runs
over the midship portion of the hull, often perpendicular to the turn of the bilge.
There are many forms of bilge keel construction, and some quite elaborate
arrangements have been adopted in an attempt to improve the damping performance
whilst reducing any drag. Care is required in the design of the bilge keel, for
although it would not be considered as a critical strength member of the hull
structure, the region of its attachment is fairly highly stressed owing to its
distance from the neutral axis. Cracks have originated in the bilge keel and
propagated into the bilge plate causing failure of the main structure.
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Proper Placement: -
Bilge keels should be situated so they will not strike the wharf or another vessel
when tying alongside. The bilge keels should also not extend below the baseline of
the vessel so as not to be damaged if the vessel runs aground. The only exception
to this is seen on vessels that are designed to be loaded/unloaded while aground,
in this case the bilge keels are backed with more structure to help support the
vessel (a feature on some sailboats, were the vessels prominent bilge keels will
self- supported the boat when beached). The bilge keel itself should be aligned
with the vessels flow lines, to minimize drag.
ANS)It is half of the length of the ship. Starting from midship to fore & aft
equally distance.
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xxx Stress
concentration Misalignment
Misalignment
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ANS).It is the imaginary line, which is drawn 75mm b low the uppermost continuous
deck. It denotes the limit, up to which can be flooded/ loaded without sinking.
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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. See figure 2.1.2.1 a) and 2.1.2.1 b).
Q86) EXPLAIN ANGLE OF LOLL?
ANS)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.
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When a ship with negative initial metacentric height is inclined to a small angle,
the righting lever is negative, resulting in a capsizing moment. This effect is
shown in Figure 24.1(a) and it can be seen that the ship will tend to heel still
further.
At a large angle of heel the centre of buoyancy will have moved furtherout the low
side and the force of buoyancy can no longer be considered toact vertically upwards
though M, the initial metacentre. If, by heeling stillfurther, the centre of
buoyancy can move out far enough to lieverticallyunder G the centre of gravity, as
in Figure 24.1(b), the righting lever andthus the righting moment, will be zero.
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ANS) Mark painted on both sides of merchant ships to indicate the maximum point
they are allowed to sink to when loaded, depending on the specific gravity of water
which varies according to season and place. This mark is accompanied by a circle
bisected by a horizontal line and letters indicating the ship's registration
society. Plimsoll mark was made compulsory in 1876 in UK, and is named after Samuel
Plimsoll (1824-98), a member of parliament who campaigned for better and safer
workconditions for sailors. Also called Plimsoll line.
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
RegistroItalianoNavale and NV for Det Norske VERITAS. These letters should be
approximately 115 millimeters in height and 75 millimeters in width.[6] The Load
Line Length is referred to during and following load line calculations.
The letters on the Load line marks have the following meanings:
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Fresh water is considered to have a density of 1000 kg/m� and seawater 1025 kg/m�.
Fresh watermarks 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 seawater. Similarly if
loaded to her Tropical Fresh water mark she will float at her Tropical Mark once
she passes in to sea water.
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 displacementin metric tones at the summer load
draft and T is the metric tones 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
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mark.
Certain vessels are assigned Timber Freeboards but before these can be assigned
certain additional conditions have to be met. One of these conditions is that the
vessel must have a forecastle of at least 0.07 the length of the vessel and of not
less than standard height, which is 1.8 meters for a vessel 75 meters or less in
length and 2.3 meters for a vessel 125 meters or more in length with intermediate
heights for intermediate lengths. A poop or raised quarterdeck is also required if
the length is less than 100 meters. The letter L prefixes the load line marks to
indicate a timber load line. Except for the Timber
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Winter North Atlantic freeboard the other freeboards are less than the standard
freeboards. This allows these ships to carry additional timber as deck cargo, but
with the facility to jettison this cargo.
The letters on the Timber Load line marks have the following meanings:
LTF � Timber Tropical Fresh Water LF � Timber Fresh Water
The Summer Timber load line is arrived at from the appropriate tables in the Load
Line Rules.
The Winter Timber load line is one thirty-sixth of the Summer Timber load draft
below the Summer Timber load line.
The Tropical Timber load line is one forty-eighth of the Summer Timber load draft
above the summer timber load line.
The Timber Fresh and the Tropical Timber Fresh load lines are calculated in a
similar way to the Fresh Water and Tropical Fresh water load lines except that the
displacement used in the formula is that of the vessel at her Summer Timber load
draft. If this cannot be ascertained then these marks will be one forty-eighth of
the Timber Summer draft above the Timber Summer and Timber Tropical marks
respectively.
The Timber Winter North Atlantic load line is at the same level as the Winter North
Atlantic load line.
Q88) what is block coefficient. If we say that block coefficient of one ship is 0.9
and 0ther 0.95. What does it
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mean?
Cb = Volume of displacement / (L x B x d)
Q89) Regulations for pumping out ER bilges in Special areas and outside special
areas.
ANS)Pumping out ER Bilges outside special area: As per Marpol Annex I, Regulation
15.
Any discharge into the sea of oily or oily mixtures from ships of 400 GRT & above
shall be prohibited except when all the following conditions are satisfied: -
B.
3.The oily content of the effluent without dilution does not exceed more than
15ppm.
4.The oily mixture does not originate from cargo pump room bilges on oil tankers.
5.The oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
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B.
2.The oily mixture is processed through an Oil filtering Equipment approved by the
Administration.
3.The oil content of the effluent without dilution does not exceed more than 15ppm.
4.The oily mixture does not originate from Cargo pump room bilges on oil tankers.
5.The oily mixture in case of oil tankers is not mixed with oil cargo residues.
6.Any discharge into sea of oil or oily mixtures from any ship shall be prohibited
in Antarctic area.
1.Mediterranean Sea
2.Baltic sea
3.Black sea
4.Red Sea
5.Gulf area
7.Antarctic area.
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Q91)Regulations for pumping out p/p room bilges. ANS)As per MARPOL Annex 1,
Regulation 34.
2.The tanker is more than 50 nautical miles away from the nearest land.
5.The total quantity of oil discharged into the sea does not exceed 1/30000 of the
total quantity of the particular cargo.
6.The tanker has in operation an Oil Discharge Monitoring and Control System & slop
tank arrangement approved by the Administration.
Any discharge into the sea of oil or oily mixture from the cargo area of an oil
tanker shall be prohibited while in special area.
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e.Open the overboard valve, open seawater valve & bilge pump inlet and outlet
valve.
g.Start the bilge pump & fill the OWS with seawater. Let the OWS run on seawater
for 10-15 minutes.
h.Slowly close the seawater inlet valve & start opening the outlet valve of the
bilge tank.
Q93) SOPEP?Purpose.
ANS) SOPEP: - Shipboard Oil Pollution Emergency Plan As per MARPOL Annex 1,
Regulation 37:
Every oil tanker of 150GRT and above and every ship other than oil tanker of 400GRT
& above shall carry onboard a SOPEP approved by the administration.
1.The procedure to be followed by Master & other person having charge of the ship
to report an Oil Pollution incident.
4.The procedures & point of contact on the ship for coordinating ship board action
with national & local authorities.
Q94) HOW GARBAGE IS DISPOSED OFF?
ANS) As per MARPOL Annex V, Regulation for the prevention of pollution by Garbage
from ship.
1. The disposal into the sea of all plastics, plastic garbage bags and incinerator
ashes from plastic products, which may
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2.The disposal of garbage i.e., Dunn age, lining & packing materials to be made 25
Nautical miles away from the nearest land.
3.Disposal of food wastes and all other garbage including paper products, rags,
glass, metal to be made 12 Nautical miles away from the nearest land.
Q95) What chapter of Solas refers to Bulk carriers, Chemical tankers, ISM code, and
ISPS code?
ANS) Bulk Carrier: -SOLAS Chapter 12: - Additional Safety Requirement for Bulk
Carriers
ISM Code: - SOLAS Chapter 9 Management for the safe operation of ship.
ISPS Code: - SOLAS Chapter 11-2 Special Measures to enhance maritime security.
ANS)Emergency generator on ship provides power in case the main generators of the
ship fails and creates a �dead or blackout condition�. According to general
requirement, at least two modes of starting an emergency generator should be
available. The two modes should be � battery start and
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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.
The testing of ship�s emergency generator is done every week (as part of weekly
checks) by running 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.
2 Put the switch on the test mode from automatic mode. The
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4 Keep the generator running for 10-15 min and check the exhaust temp and other
parameters.
6 For stopping the generator, put the switch in manual and then stop the generator.
1 Out the switch in manual mode as stated above and check the
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3 Push the spring-loaded valve and the generator should start. 4 Check voltage and
frequency.
5 Keep the generator running for 10-15 min and check the exhaust temp and other
parameters.
7 For stopping, use the manual stop button from the panel.
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1 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.
2 Therefore, we simulate by opening the breaker from the tie line, which can be
done from the MSB or the ESB panel.
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automatically with the help of batteries and will supply essential power to
machinery and pumps connected to ESB.
4 For stopping the generator, the breaker is closed again and due to the interlock
the generator becomes off load.
5 Now again put the switch to manual mode to stop the generator.
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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
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.
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The section on electrical installations sets out all the requirements concerning a
ship's power supply. Clearly, Regulation 44 provides requirements for the starting
systems of emergency generating sets.
SOLAS Regulations II-1/42 and II-1/43 address emergency source of electrical power
inpassenger ships and cargo ships respectively.
Q98) TO WHAT ALL SYSTEMS THE EMERGENCY GENERATOR SUPPLIES POWER?
ANS) 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: -
c)Watertight doors.
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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.
Q99) Markings on Lifeboat and life raft? ANS) As per LSA Code book Chapter 4.
Marking on Lifeboat: -
a.Name of Ship
b.Port of Registry
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c.IMO Number
d.Lifeboat dimension
e.Carrying Capacity
f.Maker Name
g.Serial number
a.Name of Ship.
b.Port of Registry
c.IMO Number
d.Carrying Capacity
e.Maker Name
f.Serial Number
ANS)A lifeboat must carry all the equipments described under SOLAS and LSA codes,
which are passed for the survival at sea. This includes rations, fresh water, first
aid, compass, distress- signaling equipments like rocket etc. A ship must carry one
rescue boat for the rescuing purpose, along with other lifeboats. One of the
lifeboats can be designated as a rescue boat, if more than two or more lifeboats
are present onboard a ship.
Types of Lifeboat:
Open Lifeboat:
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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 open lifeboat doesn�t help much in rain or bad weather and the possibility of
water ingress 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 seawater, 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.
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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 lifeboat is located at the aft of the ship, which provides a maximum clear
area for free fall.
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ANS)There are different types of lifeboats used on board a ship on the basis of the
type of ship and other special requirements. Not all the lifeboats have the same
type of releasing mechanisms, for the launching of a lifeboat depends on several
other factors. In this article we will take a look at the main types of lifeboat
releasing mechanisms and also learn about the SOLAS requirements for lifeboats.
There are two types of lifeboat releasing mechanisms- on load and off load. These
mechanisms release the boat from the davit, which is attached to a wire or fall by
means of a hook. By releasing the hook the lifeboat can be set free to propel away
from the ship.
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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 crewmembers 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 crewmembers 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
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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.
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In Free fall lifeboat, the launching mechanism is similar to on load release. The
only difference is that the free fall lifeboat is not lowered till 1m above water
level, it is launched from the stowed position by operating a lever located inside
the boat, which releases the boat from rest of the davit, and boat slides through
the tilted ramp into the water.
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-The size, number and the capacity of the lifeboat for a merchant vessel is decided
by the type of the ship and number of ship�s crew, but it should not be less then
7.3 m in length and minimum two 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 lifeboat must carry all the equipments described under SOLAS, which can be
used in survival at sea. It includes rations, fresh water, first aid, compass,
distress-signaling equipments
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-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 thenonelifeboat 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 Lifeboat must be painted in international bright orange color with the ship�s
call sign printed on it.
-The lifeboat station must be easily accessible for all the crewmembers in all
circumstances. Safety awareness posters and launching procedures must be posted at
lifeboat station.
-Regular drills must be carried out to ensure that the ship�s crewmembers are
capable of launching the boat with minimal time during real emergency.
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system?
ANS) to stop lifeboat winch motor power, when we heave up life boat, so we prevent
damages of our machinery with safety. ALSO FOR AVOIDING UNLOADING OF MOTOR.
ANS)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.
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solution for these hazards may be supplied by fixed systems or portable foam
generating systems.
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
3.Special �alcohol type� foam concentrate 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
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4. 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 RULES: -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-l/ m2/min. or 6.0 l/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 l/m2/min. or 20 l/m2/min. for the
largest cargo tank.
The water supply pump(s) provide(s) a certain capacity of seawater to the deck foam
system, and is/are supplied by the ship�s fire pumps.
The foam liquid is stored in a tank. The tank must be complete with vent, contents
gauge, and access manhole.
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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 proportionator, 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 l/min.
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Q106) AT WHAT INTERVALS THE TESTING & INSPECTION OF FIRE FIGHTING SYSTEM IS TO BE
DONE?
ANS)
a.All public address systems and general alarm systems are functioning properly;
and
leakages.
Monthly inspections shall be carried out to ensure that:
a.All fireman's outfits, fire extinguishers, fire hydrants, hose and nozzles are in
place, properly arranged, and are in proper condition;
b.All fixed fire-fighting system stop valves are in the proper open or closed
position, dry pipe sprinkler systems have appropriate pressures as indicated by
gauges;
a.All automatic alarms for the sprinkler systems are tested using the test valves
for each section;
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d. All fire doors and fire dampers are tested for local operation; and
e.All CO2 bottle connections for cable operating system clips shall be checked for
tightness on fixed fire- extinguishing installations.
a.All portable fire extinguishers are checked for proper location, charging
pressure, and condition according to the ship�s fire plan;
operation;
d.All foam-water and water-spray fixed fire-fighting systems are tested for
operation;
f.All fire pumps, including sprinkler system pumps, are flow tested for proper
pressures and flows;
g.All hydrants are tested for operation;
i.Sprinkler system connections from the ship's fire main are tested for operation;
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*Every two years, portable fire extinguishers and SCBA�s cylinders shall be checked
by a service agent or facility certified by the manufacturer to perform this type
of work and accepted by the Recognized Organization issuing the pertinent safety
certificate[�]. Every other year, these checks shall be carried out either by a
service agent or facility (certified and accepted�) or by a deck or engine officer
trained and assigned to this duty.
Two-year service
1. At least once every two years, the following inspections and tests shall be
carried out:
a.CO2 Fixed System contents shall be verified at least every two years.
2.The blow test (item 9.1(b)) shall be carried out by a service agent or facility
certified by the manufacturer to perform this test and accepted by the Recognized
Organization issuing the pertinent safety certificate.
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Three-year service
.2. The first periodical control of fixed foam fire- extinguishing system and foam
concentrates stored on board shall be performed after a period of 3 years (from the
original installation date), after that, every year. A record of the age of the
foam concentrates and of subsequent control should be kept on board readily
available for inspection. Periodical controls or analysis will be performed by an
independent or manufacturer�s laboratory, which is accepted by the Recognized
Organization issuing the pertinent safety certificate. Tests, controls or analysis
of foam will be performed as per MSC/Circ.582, MSC/Circ. 670 and MSC/Circ.798.
Five-year service
Ten-year Service
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2.Hydrostatic Testing for all Portable Fire Extinguishers and internal inspection
of control valves of the fixed fire-fighting systems shall be carried out by a
servicing facility or agent certified by the manufacturer to perform this type of
work and accepted by the Recognized Organization issuing the pertinent safety
certificate.
3.Portable Fire Extinguishers Test certificates must be provided and kept on board
for inspections. Test date and pressure must be tagged on each bottle. This test
shall not be carried on board.
ANS) A purifier room is one of the most probable places in the engine room to catch
fire. Purifier room fire has been the reason for several major accidents on various
ships in the past. In this article we will learn about everything related to
purifier room fires.
As we all know, for a fire to happen, three things are needed and in the purifier
room all these things are present. These three things are � fuel oil which is
present in abundant (lubricating oil in lube oil separator and fuel oil or diesel
oil in fuel oil separator), air for combustion, and a heat source such as extremely
hot oil, electrical short circuit etc.
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When all these things are present together and lie within the flammable limit, a
fire can take place. Therefore,ifasprayof oil takes place through a leaking pipe
over a hot surface or over an electrical point, a fire can immediately take place.
The following points are to be followed in order to prevent purifier room fire:
1)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.
2)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.
3)All the pipes with flanges or connections are to be covered with anti spill tapes
which can prevent spill from the flanges in
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case of a leakage.
4)Fire fighting system such as water mist and CO2 system should be installed.
5)Quick closing valves and remote stopping of pumps and purifier should be
provided.
6)Fire detection and alarm system are to be provided so that quick action can be
taken.
A small purifier fire can be easily stopped with the help of small fire
extinguisher. In case of a bigger fire, the following steps should be taken:
1)As soon as fire alarm is sounded, call the chief engineer and locate the fire.
2)Close the quick closing valves from which the oil is leaking.
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4)Both transfer and quick closing valves can be closed from remote location like
ship control center or from the engine control room.
5)Stop all the motors and electrical equipments, which can be stopped from
emergency stop button outside the purifier room.
7)In case of a big fire, close the air supply pump and exhaust from the purifier
room.
8 )The fire can be stopped by releasing water mist system if present on the ship.
9)Entry in the purifier room is made putting on the fire fighter suit, along with
self contained breathing apparatus (SCBA) and fire hose.
11)In case the fire is still not extinguished then the chief engineer will decide
about using the carbon dioxide bottles for fighting fire.
12)When these bottles are to be used, there should not be any person present inside
the Purifier space as Co2 can cause suffocation due to displacement of air and the
person involved may die.
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When a fire occurs i n an adjacent area to this bulb the fluid expands until the
air space is filled, increasing internal pressure causes the bulb to fracture. The
size of the air gap determines the temp erature at which this failure occurs. The
valve plug falls out and a jet of water exits, striking the spray generator where
it i s then distributed evenly over the
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surrounding area. In acting this way only the area of t he fire is deluged and
damage is minimized.
Water is supplied fr om an air pressurized water tank (thus the system functions
wit hout electrical power), this water is fresh water to minimize damage. The tank
is half filled with water and the rest is compressed air at pressure sufficient to
ensure that all the water is delivered to the highest sprinkler at sprinkler head
working pressure. Once this source of water is exhausted, a pressure switch detects
falling main pressure. This activates a sea water supply pump. A valve is fitte d
on the system to allow prop er testing of this function. After seawater has entered
the syst em proper flushing with fresh water is required to prevent corrosion
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A shore connection may be connected to the system to allow function during dry-dock
A similar but essentially different system exists for the supply of water under
pressure to dry pipes onto which sprinkler heads are fitted. These sprinkler heads
do not have the bulb and valve arrangement. Instead when an area is to be served a
relevant isolation valves is opened. The fundamental difference between this and
the sprinkler system is that human intervention is required, whereas the sprinkler
system is required to be fully automated. Commonly a cross connection via a non-
return valve exists able to deliver to the water from the high pressure spray
system to the sprinkler system
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When an isolation va lve is opened pressure in the line falls and the seawater pump
is started. The air vessel is there to prevent cycling of the pump due to slight
water leakage. The fresh water pump is there for flushing and initial filling of
wet pipe only.
Regulations
Regulation 12 Autom atic sprinkler, fire detection and fire alarm systems
1.1 Any required automatic sprinkler, fire detection an d fire alarm system shall
be capable of immediate operation at all
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times and no action by the crew shall be necessary to set it in operation. It shall
be of the wet pipe type but small exposed sections may be of the dry pipe type
where in the opinion ofthe Administration this is a necessary precaution. Any parts
of the system, which may be subjected to freezing temperatures in service, shall be
suitably protected against freezing. It shall be kept charged at the necessary
pressure and shall have provision for a continuous supply of water as required in
this regulation.
1.2 Each section of sprinklers shall include means for giving a visual and audible
alarm signal automatically at one or more indicating units whenever any sprinkler
comes into operation. Such alarm systems shall be such as to indicate if any fault
occurs in the system. Such units shall indicate in which section served by the
system fire has occurred and shall be centralized on the navigation bridge and in
addition, visible and audible alarms from the unit shall be located in a position
other than on the navigation bridge, so as to ensure that the indication of fire is
immediately received by the crew.
2.1Sprinklers shall be grouped into separate sections, each of which shall contain
not more than 200 sprinklers. In passenger ships any section of sprinklers shall
not serve more than two decks and shall not be situated in more than one main
vertical zone. However, the Administration may permit such a section of sprinklers
to serve more than two decks or be situated in more than one main vertical zone, if
it is satisfied that the protection of the ship against fire will not thereby be
reduced.
2.2Each section of sprinklers shall be capable of being isolated by one stop valve
only. The stop valve in each section shall be readily accessible and its location
shall be clearly and
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permanently indicated. Any unauthorized person shall provide means to prevent the
operation of the stop valves.
2.3A gauge indicating the pressure in the system shall be provided at each section
stop valve and at a central station.
2.5A list or plan shall be displayed at each indicating unit showing the spaces
covered and thelocation of the zone in respect of each section. Suitable
instructions for testing and maintenance shall be available.
4.1 A pressure tank having a volume equal to at least twice that of the charge of
water specified in this subparagraph shall be provided. The tank shall contain a
standing charge of fresh water, equivalent to the amount of water which would be
discharged in one minute by the pump referred to in paragraph 5.2, and the
arrangements shall provide for maintaining an air pressure in the tank such as to
ensure that where the standing charge of fresh water in the tank has been used the
pressure will be not less than the working pressure of the sprinkler, plus
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the pressure exerted by a head of water measured from the bottom of the tank to the
highest sprinkler in the system. Suitable means of replenishing the air under
pressure and of replenishing the fresh water charge in the tank shall be provided.
A glass gauge shall be provided to indicate the correct level of the water in the
tank.
4.2 Means shall be provided to prevent the passage of seawater into the tank.
5.1An independent power pump shall be provided solely for the purpose of continuing
automatically the discharge of water from the sprinklers. The pump shall be brought
into action automatically by the pressure drop in the system before the standing
fresh water charge in the pressure tank is completely exhausted.
5.2The pump and the piping system shall be capable of maintaining the necessary
pressure at the level of the highest sprinkler to ensure a continuous output of
water sufficient for the simultaneous coverage of a minimum area of 280 m2 at the
application rate specified in paragraph 3.
5.3The pumpshall have fitted on the delivery side a test valve with a short open-
ended discharge pipe. The effective area through the valve and pipe shall be
adequate to permit the release of the required pump output while maintaining the
pressure in the system specified in paragraph 4.1.
5.4The sea inlet to the pump shall wherever possible be in the space containing the
pump and shall be so arranged that when the ship is afloat it will not be necessary
to shut off the supply of seawater to the pump for any purpose other than the
inspection or repair of the pump.
6 The sprinkler pump and tank shall be situated in a position reasonably remote
from any machinery space of category A
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and shall not be situated in any space required to be protected by the sprinkler
system.
7.1In passenger ships there shall be not less than two sources of power supply for
the seawater pump and automatic alarm and detection system. Where the sources of
power for the pump are electrical, these shall be a main generator and an emergency
source of power. One supply for the pump shall be taken from the main switchboard,
and one from the emergency switchboard by separate feeders reserved solely for that
purpose. The feeders shall be so arranged as to avoid galleys, machinery spaces and
other enclosed spaces of high fire risk except in so far as it is necessary to
reach the appropriate switchboards, and shall be run to an automatic changeover
switch situated near the sprinkler pump. This switch shall permit the supply of
power from the main switchboard so long as a supply is available there from, and be
so designed that upon failure of that supply it will automatically change over to
the supply from the emergency switchboard. The switches on the main switchboard and
the emergency switchboard shall be clearly labeled and normally kept closed. No
other switch shall be permitted in the feeders concerned. One of the sources of
power supply for the alarm and detection system shall be an emergency source. Where
one of the sources of power for the pump is an internal combustion engine it shall,
in addition to complying with the provisions of paragraph 6, be so situated that a
fire in any protected space will not affect the air supply to the machinery.
7.2In cargo ships there shall not be less than two sources of power supply for the
seawater pump and automatic alarm and detection system. If the pump is electrically
driven it shall be connected to the main source of electrical power, which shall be
capable of being supplied by at least two generators. The feedersshall be so
arranged as to avoid galleys, machinery
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spaces and other enclosed spaces of high fire risk except in so far as it is
necessary to reach the appropriate for the alarm and detection system shall be an
emergency source. Where one of the sources of power for the pump is an internal
combustion engine it shall, in addition to complying with the provisions of
paragraph 6, be so situated that a fire in any protected space will not affect the
air supply to the machinery.
8 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.
9.1 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.
9.2 Means shall be provided for testing the automatic operation of the pump on
reduction of pressure in the system.
10 Spare sprinkler heads shall be provided for each section of sprinklers to the
satisfaction of the Administration.
a. Close the section isolating valve, this will raise an alarm indicating zone
isolation.
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b.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.
c.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.
d.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.
e.All the above alarms will be indicated on the navigation bridge, E/room as well
as in the Fire Control Room. The alarm will also indicate the particular zone from
where it has risen.
f.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.
Q111) What Chemicals used in DCP extinguisher? ANS) Sodium bicarbonate & Magnesium
striate
Q112) what are the requirements of a Fixed CO2 Fire Fighting Installation?
85% of the CO2 charge must be discharged into the Compartment within the first two
minutes.
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Q113) why should the boiler not be blown down on finding oil contamination?
ANS) The boiler should not be blown down, as this will cover all heating surfaces
with oil i.e. insulating the tubes, heating surfaces.
Q114) what must the capability of Gravity Davits be with regards heel of ship?
ANS)The Davits must be able to lower the Lifeboats when the Ship is heeled to 15�
on either side.
Q115) what is the duration and range of a 136L Trolley Foam Extinguisher?
ANS) Check the hinges of the CO2 Room door & grease it. Check the pressure gauge.
Check the condition of the blower. Check all lightings are properly working.
If Manual pull cables operate the remote release controls, they should be checked
to verify the cables & corner pulleys are in good condition and freely move and do
not require an excessive amount of travel to activate the system.
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The discharge piping & nozzles should be tested to verify that they are not
blocked. The test should be performed by isolating the discharge piping from the
system & flowing
Dry air or nitrogen from test cylinder or through any other suitable means.
The hydrostatic test of all the cylinders should be done once in 10 years at least.
Q117) what testing and maintenance is done regarding Soda Acid and Foam
Extinguishers?
Containers are initially tested to 25 bar every year for five years and thereafter
at four yearly intervals to 20 bars.
On Soda Type Extinguishers 20% of contents should be discharged per year and
replenished with Foam Type 50%.
ANS)A Life raft is simply launched by releasing it from its lashings, a painter is
secured to the Ship and the Life raft container is thrown over the side. Inflation
takes place automatically, the container bursting open and the Life raft floats
clear. A pressurized cylinder of CO2 is used to inflate the raft. Life rafts must
normally be boarded from water level, dry if possible.
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Q119) What action would you take in the event of Fire breaking out in the Machinery
Space?
ANS)If a Fire breaks out, the alarm should be raised and the Bridge informed
immediately. If the Ship is in Port, the Local Fire Authority should be called. If
possible, an attempt should be made to extinguish or limit the fire by any means
possible (a Fire in its first few minutes can usually be readily extinguished).
After the Fire has been extinguished, precautions should be taken against
spontaneous re-ignition.
Personnel, unless wearing breathing apparatus, should not re- enter a space in
which a fire has occurred before it has been fully ventilated.
ANS)It is usually located near Electrical Equipment in the Machinery Space and
elsewhere on the Ship.
Q121) why fire line fitted with relief valve and drain
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valve?
ANS)Relief valve: - 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.
ANS) An isolating valve is fitted to separate the section of fire main within
machinery space containing main fire pumps from the rest of fire main.
Q123) HOW ENTRY IS MADE AFTER EXTINGUISHING FIRE VIA CO2 IN A SPACE?
2.1It is recommended that in the event of any fire breaking out onboard, including
one that requires the fixed CO2 system to be activated, the nearest Coastguard to
your position is informed as soon as practicable.
2.2Carbon dioxide (CO2), a compound of carbon and oxygen, is a colorless gas with a
slightly astringent smell causing coughing to occur when inhaled; at high
concentrations it is
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acutely toxic. As it is about 50% heavier than air, it will form a blanket over a
fire and smother it.
2.3To obtain �total flooding� of an engine room, a CO2 concentration of about 35%
by volume or more is required to be obtained within 2 minutes. This will reduce the
oxygen content of the air in the space to less than 15% to extinguish the fire. At
this CO2 concentration human life cannot be supported.
2.4It is therefore essential that personnel leavethe space as soon as the CO2
warning alarm sounds. CO2 should not be discharged into a space until all those
within have left and a full head count has been taken.
2.8Masters, skippers and crew should be fully competent with the operation of the
remote controls for the isolation of fuel oil, hydraulic oil and ventilation
systems from the space.
2.9Masters, skippers and crew should be fully competent with the maintenance of the
fixed CO2 fire extinguishing system.
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2.10Typically, it takes about 15�20 seconds after release of CO2 before the
concentration within the space reaches a dangerous level.
2.11Personnel inadvertently caught in the space when the CO2 is released are
recommended to hold their breathandleave the space immediately.
3.1It is strongly recommended that expert advice should be obtained from ashore
before ventilation of the space or any attempt at re-entry is made. The nearest
Coastguard to your position may be contacted who will assist in trying to obtain
this advice. Unless specifically requested, the Coastguard as a request for on-
scene fire-fighting assistance will not interpret this.
3.2Immediately after activation of the CO2 system checks should be carried out to
ensure that the gas has been correctly released from the cylinders. This can be
achieved by feeling the CO2 cylinders, which should be cold to the touch, and
visually checking the individual cylinder release valves to ensure they are in the
open position.
3.3Crew should keep well clear of the ventilation flaps to prevent the inhalation
of noxious gases.
3.4Ventilation of the space should not be resumed until it has been definitely
established that the fire has been extinguished. This is likely to take several
hours. Monitoring the fire boundary to confirm that temperatures are falling,
especially in way of the seat of the fire if this is known, may be useful in this
regard. Applying controlled amounts of water to the boundaries, by whatever means,
tosee if any steam is given off
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3.5Entry into a space that has contained CO2 should only be attempted by trained
personnel wearing breathing apparatus with safety lines attached and sufficient
back up immediately available should difficulties arise.
3.6In the event that breathing apparatus is not carried onboard and it is really
impossible to wait for assistance from ashore, to avoid asphyxiation to personnel,
entry should only be attempted when the space has been thoroughly ventilatedwith
clean air. This can be achieved by using mechanical or natural means, with more
time given for natural ventilation, to remove all residues of CO2 and toxic gases
from the fire.
3.7The number of persons entering the space should limited to those who actually
need to be there. An attendant should be detailed to remain at the entrance to the
space whilst it is occupied.
3.8An agreed and tested system of communication shouldbe established between any
person entering the space and the attendant at the entrance.
3.10Ventilation should continue throughout the period that the space is occupied
and during temporary breaks.
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3.12Protection methods, other than a clean source of air, such as smoke filters on
an ordinary gas mask, should not be used, as these will not protect the user
against the effects of CO2.
4. ADDITIONAL RECOMMENDATIONS
4.1Ensure clear instructions for operating CO2 fixed fire- extinguishing systems
are displayed near the remote operating controls, distribution control valves and
the gas cylinders.
4.2Ensure remote controls for fuel oil and hydraulic pumps, quick closing fuel oil
valves and closing devices for ventilators, emergency stops for ventilation fans
and CO2 fixed fire fighting systems are clearly marked, regularly tested and
maintained in good working order.
4.3Audible and visual CO2 alarms within the machinery spaces, for warning personnel
within the spaces that the CO2 fire extinguishing system is about to be operated,
should be automatically activated when opening the door of the CO2 release valves
control cabinet(s). These alarms should be regularly tested, maintained in good
working order and the crew familiar with them.
Q124) EXPLAIN THE SOLAS REGULATION FOR INSTALLATION OF C02 FIXED FIRE FIGHTING
SYSTEM?
ANS)SOLAS Regulations: -
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CO2 usage on ships has to abide by few safety regulations, as on ship there are
lives at stake and measure to fight accidents are few .The main regulations are:
*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.
*If the CO2 system is installed in machinery spaces, the quantity of CO2 available
should be sufficient to give at least a volume equal to either of the following:
a)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)
b)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 imperative that the CO2 bottles are strong and sturdy due to the high
internal pressure they are going to withstand. For
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this reason, the bottles are made from solid drawn steel and are also hydraulically
tested up to 228 bars prior to installation.
CO2 is retained inside the cylinder in the liquid form under pressure. A siphon
tube is provided inside the bottle to ensure that the liquid CO2 is discharged from
the bottle or else it would evaporate from the surface, giving a very slow
discharge rate and taking away the latent heat would probably cause the remaining
CO2 in the bottle to freeze.
Some special features are provided to the system in order to increase the safety
level and also to make operation smooth.
The control cabinet doors are installed with a special signaling system. Whenever a
person opens the door of the control cabinet in order to operate the CO2 system, an
alarm is sounded automatically. This is done to signal crewmembers of CO2 flooding
on ship. This is also an indication to leave the fire- affected place and assemble
at the muster station.
A master valve is also provided on the main pipe going to the machinery or cargo
spaces, in order to stop the CO2 supply in case of accidental release.
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Pipes leading to the spaces should regularly be blown with air to ensure that they
are not blocked.
The level in the Co2 bottles should be checked on regular basis. If in a particular
check, the difference is 10% of the total volume, the bottle should be replaced as
soon as possible.
Sensors should be checked periodically.
All the piping�s and connections at the CO2 bottles should be checked regularly.
Characteristics
�Suitable for extinguishing in closed spaces like engine rooms, auxiliary rooms,
cargo holds, etc.
�Extinguish the fire within a short time and leave no residue after extinguishing:
shut-down time after a fire willbe reduced to a minimum
� Normally installed with pneumatic release, but can also be supplied with
mechanical, electrical, and manual release.
CO2.
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From the main manifold, the extinguishing agent is led through distribution valves
to the protected spaces.
The valve construction, cylinder size, and cylinder pressure, combined with the
computer-calculated pipe and nozzle dimensioning, ensures that the extinguishing
agent is distributed in correct quantities and within the prescribed time. The
release is activated pneumatically, electrically and/or mechanically.
release cabinets
equipped with CO2 gas cylinders.
equipped with pilot valves for use in opening cylinders and distribution valves by
pipe connections.
For pneumatic operation, the built-in actuator is used for each cylinder valve.
These are connected to the othercylinder valves in the group via series-connected,
flexible high-pressure hoses.
CO2Cylinders: The cylinders are delivered as 67.5-litre steel cylinders filled with
45 kg of CO2, or alternatively as 80-litre steel cylinders filled with 53.6 kg of
CO2. To enable remote control and quick release, the cylinders are supplied with
pressure operated quick opening valves, which also offer the possibility of manual
operation.
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60 kg discharge,can be
The valve is constructed as a combined pressure operated quick opening valve with
hand wheel for manual opening. The valve is designed with a unique function that
enables the user to perform a real check ofthe valve function. By opening the
control valve for releasing the cylinders while leaving the distribution valve
closed, the manifold will be pressurized. It can then be proved that each valve is
opened. By
system will be
purpose, pneumatically operated cylinder valves are used in conjunction with the
pilotpressure from the master
release box containing control cylinder(s) (CO2 or N2), two control valves, a
pressuregauge, and one or two door switches.
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As an option, the system can be supplied with a pneumatic time delay device to
delay the opening of the mainvalve. Manually opening the cylinder valve and then
operating the two local control valves can make emergency release from the CO2
room.
As per SOLAS, ships above 500 tons gross tonnage and upwards must have at least one
international shore connection. The international shore connection has a standard
size and is same for all the countries and ships
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The connection should be made up of steel or other suitable material and shall be
designed for 1.0 N/mm2 services. The flange should have flat surface on one side
and other side should be permanently connected or attached to a coupling, which can
be easily fitted to ships hydrant and hose connection.
The connection should be kept onboard with a ready gasket of material, which can
handle a pressure of 1.0 N/mm2 together with four 16mm bolts, 50 mm in length and
eight washers so that the connection can be readily used in case of an
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emergency situation.
ANS)ISM Code: - As per SOLAS Chapter IX. Management for the Safe Operation of Ship.
ISM is International Safety Management Code for safe operation of ships & for
pollution prevention as adopted. Purpose of this code is to provide an
international standard for safe management and operation of ships and for pollution
prevention.
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ANS) DOC- Document of Compliance: - Valid for 5 years SMC- Safety Management
Certificate: -Valid for 5 Years Interim DOC: - Valid for 12 months.
Q133) Which Imo publication gives you the guidelines for watch keeping?
ANS) STCW�95
Tanker type 1: - Oil Tankers above 20000 DWT, not having segregated ballast tank
(SBT)
Tanker Type 2: - Oil tankers above 20000 DWT have SBT. Type 1 tankers have already
been phased out by 2005.
CAS Applies to only Type 2 tankers. Which are to be phased out in segregated manner
by April 2015.
e.High O2 Content
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Trips in IG System: -
Alarms in Boiler: -
Trips in Boiler: -
c.Flame failure
(l)Emergency trip.
Q137). What entries should be done for bunkers in oil record book?
ANS) Date and time of start & stop of bunkering. Position of vessel.
Q138) What are the entries made in Oil record book? ANS) As per MARPOL Annex 1
Regulation 17: - Regulation for the prevention of pollution by oil: - Entries done
in Oil Record book are: -
As per MARPOL Annex 1, Regulation 33: -Regulation for the prevention of pollution
by oil. Every crude oil tanker of 20000
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Dwt and above shall be fitted with cargo tank cleaning system using crude oil
washing.
The purpose of COW is to reduce accumulation of sludge in tanks & reduce the amount
of carry over cargo.
During operation of COW, tanks must have oxygen content less than 8 % and under
positive IG Pressure.
The advantage of COW is that tank remains clean & ROB cargo is less & hence
increases cargo carrying capacity.
Q140) what are the safety on Engine room Overhead Crane?
ANS)
*Overload trip.
*Emergency stop.
Q141) what was NRT & GRT of your ship and definitions? ANS) NRT: - Net Registered
Tonnage
It is the tonnage obtained by deduction from the Gross Tonnage, the tonnage of
spaces, which are reqd. for the safe working of ship:
(a)Master�s Accommodation
The Gross Registered Tonnage is found by adding to the under deck Tonnage, the
tonnage of all enclosed spaces between the upper & the second deck.
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ANS)Location: - Should be on the uppermost continuous deck outside from the engine
room but not located at the forward collision bulkhead.
Services Supplied: -
(i)In all service & accommodation alleyways, stairways & exits, personal lift cars
& personnel lift trunks.
(ii)In the machinery spaces & main generating stations including their control
positions.
(iii)In all control stations, machinery control rooms, and at each main & emergency
switchboard.
(xii)Intermittent operation of the daylight signaling lamp & all integral signals
that are required in an emergency.
One person goes inside the L/B and passes the end of toggle painter and plugs the
drain.
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Remove forward and aft gripes and both person stand by for passing bowing tackle
and tracings pendant.
Make sure the ship�s side is free of everything; no water or garbage is there.
Now, one-person lift�s the dead mans handle slowly which releases the brake.
The boat along with cradle side�s downward till it comes to the embarkation deck.
Now, tracings pendant is removed and the whole load comes on falls.
As soon as the boat comes around 1meter above the seawater, it can be released
2 Buckets
6 Hand Flares
2 Rocket parachutes
SART
Food Ration.
Tow line
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Q145) what is the difference between flame arrester and flame screen?
ANS) Flame Arrester will not let the fire to come out from inside.
Flame Screen will not let the fire to come in from outside.
The following requirements are applicable only for the storage rooms for fire-
extinguishing media of fixed gas fire- extinguishing systems:
1)The storage room should be used for no other purposes; 2) 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;
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3)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; and
4)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.
Q147) WHAT ALL MAINTENANCE SHOULD BE CARRIED OUT ON CO2 FIXED FIRE FIGHTING
INSTALLATIONS?
*All stop valves should be checked monthly to ensure that they are in their proper
open or closed position.
*All CO2 bottle connections for cable operating clips should be checked for
tightness every 3 months.
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* All control valves should be inspected annually, and internally inspected every
5years.
Q148) WHAT ALL MAINTENANCE SHOULD BE CARRIED OUT ON PORTABLE FIRE FIGHTING
EXTINGUISHER? ANS)PORTABLE FIRE EXTINGUISHERS: -
Q149) HOW WATER & MUDS ARE DRAINED OUT FROM CHAIN LOCKER?
ANS) The chain moves through the chain pipe and the hawse pipe as the anchor is
raised or lowered. The chain pipe connects the chain locker to the deck and the
hawse pipe runs from the deck through the hull of the ship. When recovering the
anchor, the anchor and chain are washed off with a fire
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hose to remove mud, marine organisms, and other debris picked up during anchoring.
Seawater from the fire hose is directed either through the hawse pipe or directly
over the side onto the chain while recovering the anchor.
The top of the chain pipe has a canvas sleeve to keep water from entering the chain
locker through the chain pipe. Under rare circumstances, like heavy weather, rain
or green water (seawater that comes over the bow during heavy weather) gets under
the chain pipe canvas cover and into the chain locker. A diagram of a typical chain
locker is provided in Figure 2.
Any fluid that accumulates in the chain locker sump is removed by either drainage
eductor for discharge directly overboard or by draining the chain locker effluent
into the bilge.
As the fluid in the chain locker sump is being drained for overboard discharge, the
locker is sprayed with firemain water to flush out sediment, mud, or silt. An
eductor is a pumping device that uses a high velocity jet of seawater from the
firemain system to create a suction to remove the accumulated liquids and solids.
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ANS) The main components are the framing or skeleton to which the platting or skin
is attached. The backbone of the skeleton is the keel to which the frames or ribs
are connected. Deck beams are fitted between the side frames across or athwart the
hull and are fastened to it by brackets. The frames are shaped to the hull lines
and the deck beams are given a slight curve or beam round.
ANS)This is the uppermost strake of side plating which meets the upper deck.
Because when the vessel is subjected to bending the forces alternative from tension
to compression (see Chapter 4) and the sheer strake is subjected to maximum
compressive and tensile stresses. Hence it plays an important part in contributing
to the strength of the hull. The upper edge, which is contoured to the sheer line,
must be smooth and contain no �notches�.
The troughs in the bulkhead on a transverse bulkhead run vertically as shown below
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Additionally, the floors in the double bottom structure below the main watertight
bulkheads must all be watertight. Any penetrating pipe work through a watertight
bulkhead must be fully welded into the bulkhead.
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ANS)The stiffener used to strengthening the sides surface (hull) of the ship is
called stringers. Without using stringers the hull shape of the ships does not
formed.
Q154) Regulation regarding air pollution? ANS)MARPOL Annex VI:- Regulation for the
prevention of pollution by air from ships.
This regulation applies to the diesel engine with a power output of more than 130
KW, which is installed on a ship constructed on or after 1st January�2000. & to
diesel engines with a power output of more than 130 KW which has undergone major
conversion on or after 1st January�2000. This regulation does not apply to
emergency diesel engine, engines installed in lifeboats & any device intended to be
used solely in case of emergency.
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The sulphur content of any fuel used on board ships shall not exceed 4.5% m/m.
In SECA Area the sulphur content should not exceed 1.5% m/m.
If in SECA area fuel used is having sulphur content more than 1.5% m/m, then
exhaust gas cleaning system to be provided to limit emission of Sox to 6.0g Sox
/Kw-h or less.
ANS)DOCUMENT OF COMPLIANCE: -
(1)A Company owning or operating a ship to which this Regulation applies shall hold
a Document of Compliance.
(3)The Document of Compliance shall be issued for a period not exceeding five
years.
(4)The document of compliance shall only be issued following verification that the
Safety Management System of the company complies with the requirements of the ISM
Code and determination of objective evidence proving that:
(a)A Safety Management System has been effectively implemented; and
(b)The Safety Management System has been in operation for at least three months;
and
(c)A Safety Management System has been in operation for at least three months on
board at least one ship of each type
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(6)The Authority may delegate the evaluation of evidence of compliance with the ISM
Code to the Safety Officer or to an organization recognized by the Authority as
being capable of carrying out such evaluation, or the marine administration of
another contracting government.
(7)The Authority may withdraw the document of compliance if the annual verification
is not requested or if there is evidence of major non-compliance with the ISM Code.
(8)The master of a vessel to which this Regulation applies shall keep on board a
copy of the Document of Compliance and shall, when requested, produce it for
verification.
(9)The Authority may issue an interim document of compliance, valid for not more
than twelve months, to facilitate the initial implementation of the ISM Code, where
a company is newly established, or where a new ship type has been added to an
existing document of compliance, provided that the Company has fully demonstrated
that it has a Safety Management System that meets the requirements of the ISM Code.
ANS)
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(1)The Safety Officer shall issue a Safety Management Certificate to each ship to
which this Regulation applies, following an initial verification of compliance with
the requirements of the ISM Code, to ensure that the company and its shipboard
management system operate in accordance with the approved safety-management system.
(a) The verification that the document of compliance for the company responsible
for the operation of the ship is applicable to that particular type of ship; and
(3)The Safety Management Certificate shall be issued for a period not exceeding
five years.
(4)The Safety Officer may delegate the evaluation of evidence
of:
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(7)The master of a vessel to which this Regulation apply shall keep on board the
original Safety Management Certificate and shall, whenrequested, produce it for
verification.
(8)The Safety Officer may issue an interim Safety Management Certificate, valid or
not more than six months, to new ships on delivery, or where a company takes on
responsibility for the management of a ship which is new to the company, provided
that �
(a) The company has fully demonstrated that it has a Safety Management System that
meets the requirements of the ISM Code; and
(c) The master and senior officers are familiar with the Safety Management System
and the arrangements for its implementation; and
(d) The company has provided essential information and instructions to the master
before sailing; and
(e) The company has provided relevant information on the safety management system
in the working language or languages understoodby the ship's personnel; and
ANS)
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�Is there a Company safety and environmental protection policy and are
�Can senior officers identify the Company responsible for the operation of the ship
and does this correspond with the entity specified on the ISM certificates?
�Are procedures in place for establishing and maintaining contact with shore
management in case of emergency?
�Are programs for drills and exercises to prepare for emergency actions available
on board?
�How have new crew members been made familiar with their duties and are there
instructions available which are essential prior to sailing ?
�Can the Master provide documented proof of his responsibility and authority, which
should include his overriding authority?
�Does the ship has a routine maintenance and is there records available?
�Are there procedures in place intended to internal audits and have internal audits
been carried out? (PSC Officer, normally, does not examine the contents of non-
conformities resulting from internal audits).
�If detainable deficiencies and/or many deficiencies are detected, the PSC officer
will use his professional judgment to
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The ship should correct all the following major non- conformities prior to
departure:
�The Company mentioned on the DoC is not the same as the Company mentioned on the
SMC.
�The Safety Management documentation is not on board.
�Senior officers are unable to identify the operator and designated person.
(nocommunication ship/shore).
�New crew-members are not familiar with their duties (within the SMS).
�No records of maintenance kept or no evidence of maintenance has been carried out
as indicated in the records.
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Q159) WHAT ARE ISM & WHAT ALL CERTIFICATES SHIP SHOULD HAVE IN ACCORDANCE WITH ISM
CODE?
Management Code for the Safe Operation of Ships and for Pollution
Prevention.
Ships should have ISM certification on board, in accordance with the ISM Code: copy
of the Document of Compliance (�DoC�) issued to the Company and the safety
Management Certificate (�SMC�) issued to the ship. The SMC is not valid unless the
operating Company holds a valid DoC for that ship. The type of ship indicated on
the SMC should be the same as indicated on the
DoC.
The Company�s particulars indicated on the DoC and the SMC should be the same.
ANS)If �clear grounds� are detected, the ship will be subject to a more detailed
inspection. Clear grounds include missing or inaccurate ISM certification or
detainable deficiencies in other areas.
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ANS) Location of Emergency Fire pumps: - The space containing the pump should not
be contiguous to the boundaries of machinery space or those spaces containing main
fire pumps.
Normally located at: Steering Gear Compartment, Aft of Collision Bulkhead, Shaft
Tunnel, and Forward part of ship.
Capacity: - Shall have capacity not less than 25 m3/hr & pump should be able to
deliver water at following pressure with two hydrants opens:
Passenger Ship above 4000 GRT: -4 bar Passenger ship below 4000 GRT: -3 bar Cargo
ship above 6000 GRT: -2.7 Bar Cargo ship below 6000 GRT: -2.5 bars
The throw at the top most deck should not be fewer 12 meters.
ANS)A strake is part of the shell of the hull of a boat or ship, which, in
conjunction with the other strakes, keeps the sea out and the vessel afloat. It is
a strip of planking in a wooden vessel or of plating in a metal one, running
longitudinally along the vessel's side, bottom or the turn of the bilge, usually
from one end of the vessel to the other.
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GARBOARD STRAKE: -Strake adjacent to the keel on each side of the ship is called
Garboard strake.
ANS) a. SPAN Gas: - SPAN gas consists of 99.99% Nitrogen. As per it the O2 analyzer
should show 0.01% oxygen.
b. The analyzer is kept in fresh air where it should show 20.97% oxygen.
b.Examine inhalation/ exhalation valve and facemask is clear, clean & dry.
c.Open cylinder valve, listen for audible leaks(with positive pressure sets)
e.To check actual cylinder air pressure & that there are no leaks in the system.
Open the cylinder valve & read the pressure registered on the gauge, compare with
full pressure marked on the cylinder. Close the valve & observe the pressure gauge.
Pressure should not drop more than 10 bars in 1 min.
f.Check correct operation of the audible warning whistle. When 80% of Oxygen is
consumed whistle should blow automatically telling wearer that only 20%( 10 mins)
of air is left inside.
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Q166) what is given in SOLAS Chapter 4, 5 & 11-1? ANS)SOLAS Chapter 4 refers to
Radio communication. In this chapter International Navtex, Sea Area A1, A2, A3 &
A4, GMDSS, Digital selective Calling is defined.
SOLAS Chapter 5 refers to Safety of Navigation. This chapter tells about Voyage
Date Recorders, Navigation Bridge visibility, steering gear testing & drills.
SOLAS Chapter 11-1 refers to Special measures taken to enhance maritime safety. In
this chapter, it is told about Ships Identification Number, Continuous Synopsis
Record.
ANS)
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ANS)Mud boxes: -
Mud boxes are fitted into the machinery space bilge suction piping. The mud box is
a coarse strainer with a straight tailpipe down to the bilge. To enable the
internal perforated plate to be cleaned when necessary, the lid of the mud box is
easily removed without disconnecting any pipe work.
Q169) why emergency bilge suction is BELL MOUTHED? ANS)The bell end or foot should
provide an inlet area of about one-and-a-half times the pipe area.
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It should also be a sufficient distance from the bottom plating and nearby
structure to provide a free suction area, again about one-and-a-half times the pipe
area.
ANS)A steam trap does as its name implies and permits only the passage of condensed
steam. It operates automatically and is situated in steam drain lines. Various
designs are available utilizing mechanical floats which, when floating in
condensate, will enable the condensate to discharge. Other designs employ various
types of thermostat to operate the valve, which discharges the condensate.
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ANS)Observation: -
An observation means a statement of fact made during a safety management audit and
substantiated by objective evidence. The company/ship is not liable to provide
evidence of the corrective action taken for an Observation.
Q173) How aft peak tank is sealed from stern tube? ANS)The propeller enters the
shaft outside from the ship, acting as its barrier. In case of water-cooled Stern
Tube, Gland packing is used to prevent water ingress inside. But incase of Lignum
vitae bearing, some water is allowed to go.
In case of Oil cooled Stern tube, the rubber seals fitted with springs are used.
ANS)
1)Sawdust is a great absorbent and hence ample amount of sawdust should be kept in
sacks on deck so that if any leakage takes place during the bunkering procedure, it
can be easily controlled by putting sawdust on it.
2)Proper means of communication with the use of hand held radio sets or other means
should be established between the
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ships crew and the staff at the bunkering installation to avoid misunderstandings.
3)The scuppers should be closed to make sure that no oil goes overboard.
5)The bunkering lines should be properly checked and fuel tank valves should be
carefully checked before commencing bunkering.
7)A sounding of all the ship tanks should be done before starting the bunkering
operation.
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12)High level alarms of bunker tanks should be properly checked for their
functioning.
13)The SOPEP lockers should be checked whether they have sufficient supplies.
14)Oil absorbing apparatus like oil absorbing pads should be kept at important
areas to reduce any oil leaks.
15)Make sure the bunkering plans are agreed upon by all officers onboard the ship.
17)A proper system of signals for communication should be established between the
shipboard crew and suppliers.
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ANS) Rudder drop is measured by Trammel Gauge. Purpose: - To know about the rudder
jumping.
ANS) For information of all Ship Owners, Operators and Charters of single hull oil
tankers
The 50th session of the IMO Marine Environment Protection Committee (MEPC 50) held
on December 1 and 4, 2003 has adopted amendments to MARPOL 73/78 Annex 1 Regulation
13G and introduced a new Regulation 13H together with amendments to the Condition
Assessment Scheme (CAS). These amendments should be deemed to have been accepted by
04-10-2004 and the new Regulation will enter into force on 05-04-2005.
2.Category 2 and 3 oil tankers will be gradually phased-out from 2005 to 2010 as
per their delivery date.
4.Category 2 and 3 tankers which are provided with either double bottom or double
sides are permitted to trade beyond their phase-out date until 25 years of age,
subject to acceptance by the flag administration.
5.The amendments introduce a new CAS regime for Category 2 and 3 tankers of 15
years and older by requiring a CAS survey to be held at the first intermediate or
renewal survey after April 5, 2005.
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6. Provided that a satisfactory CAS survey is held before the phase-out date,
Category 2 and 3 tankers can trade until they reach 25 years of age, or their
anniversary date of delivery in 2015, whichever occurs first.
Regulation 13H
This new Regulation prohibits the carriage, as cargo, of heavy grade oil by
Category 2 or 3 tankers of 5000 tonnes deadweight and above after April 5, 2005.
All tankers of less than 5000 tonnes deadweight but more than 600 tonnes deadweight
are to be provided with double bottoms and double sides by 2008.
The Flag Administration may allow carriage of heavy grade oil as cargo beyond the
above dates subject to certain conditions being complied with, for example ships on
domestic voyages, floating storage units operating in areas under a flag
administrations jurisdiction and certain oil densities being transported by tankers
that have been subjected to satisfactory CAS surveys.
Both Regulations 13G and 13H contain provisions to permit a Port State to deny
entry into their ports and offshore terminals of all Category 2 or 3 tankers
trading beyond 2010 and those carrying heavy grade oil as cargo.
CAS
The Condition Assessment Scheme (CAS) was amended by modifying its application to
include Category 3 tankers age 15 years and older and tankers carrying heavy grade
oil as cargo. Provisions were included in the certification requirements of CAS to
cater for the time required by the flag administration to review the final report
and issue a Statement of Compliance
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Definitions
Category 1: So-called pre-MARPOL single hull oil tankers, being crude oil tankers
of 20000 tons deadweight and above and oil product carriers of 30000 tons
deadweight and above having no segregated ballast tanks in protective locations
(SBT / PL). These are the most vulnerable and oldest tankers. Generally constructed
before 1982.
Category 2: corresponds to MARPOL single hull tankers, being of the same size as
category 1, but which are equipped with SBT / PL. Generally constructed between
1982 and 1996. Category 3: corresponds to single hull oil tankers below the size
limits of categories 1 and 2 but above 5000 tons deadweight. These smaller tankers
often operate in regional traffic.
(b)Fuel oils having either a density higher than 900 kg/m3 at 150 C or a Kinematic
viscosity higher than 180 mm2 /s at 50 C
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ANS)
A transom is, at its simplest definition, the back part of a boat or a ship.
Transoms come in many shapes and have different functions based on the size and
type of boat.
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Types
Transoms are sometimes just the back end of the boat; they can be curved or flat
and the bottom edge of the transom is usually at or just above the waterline.
Function
On smaller ships and boats with outboard motors, the transom is used to attach the
motor to the boat. Wires, cables and the power supply go through the transom.
Significance
Larger boats often use the transom to advertise the name of the boat, and a transom
stern increases the amount of deck space available for the boat. Boats with
outboard motors need a transom to attach the motor to the boat.
Benefits
A transom stern in a larger ship reduces the overall construction cost for the
ship; a traditional convex stern costs more and can restrict deck space.
Identification
Its flat, squarish shape can recognize a transom on larger ships, such as shipping
boats and some cruise ships.
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A large casting attached to the after end of the keel, incorporating the rudder
gudgeons and propeller post in single-screw sh ips
Sternpost: -
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The vertical part of the stern frame to which the rudd er is attached
Q180) DRAW STIFF NER?
ANS)
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ANS)Entry Procedures: -
A communications system should provide links between the pump room and the
navigation bridge, engine room andcargo control room. In addition, audible and
visual repeaters for essential alarm systems, such as the general alarm,should be
provided within the pump room.
The frequency of pump room entry for routine inspection purposes during cargo
operations should be criticallyreviewed with a view to minimizing personnel
exposure.
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*Standards for Use of Private Electric Appliances and other Portable Electrical
Equipment
*Attention to Visitors
ANS) In case of a major engine room fire on merchant ships, CO2 fixed fire
extinguishing system is the most common method used for extinguishing fire. The
chief engineer of the ship is responsible for operating the system, after taking
all precautionary measures.
There have been several cases in the past; wherein the engine room crew has been
killed not because of the fire but because of suffocation after CO2 was released in
the engine room.
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Suffocation of the crew combined with re-ignition of fire due to lack of air tight
engine room has resulted in gruesome condition as after using CO2 no more
firefighting method is available (CO2 system can be used only once).
The CO2 operator in-charge i.e. Chief engineer (or 2nd engineer in C/E�s absence)
has to be extremely careful when it comes to following procedure to avoid fire or
any casualty. Following steps are to be followed without fail for extinguishing
major find in engine room.
1.On outbreak of fire, the fire alarm will sound and bridge officer will know the
location of fire. If the fire is big enough to fight with portable extinguishers,
all crew should be gathered in muster station for head count.
2.Inform wheelhouse about the situation of the fire and the chief engineer should
take decision in consent with the master to flood the engine room with CO2 to
extinguish fire.
4.Reduce ship speed and stop the main engine at safe location. Captain should
inform the nearest coastal authority if the ship is inside a coastal zone.
5.Open the Cabinet of CO2 operating system in the fire station with the Key
provided nearby in glass case. This will give an audible CO2 Alarm in the engine
room.
6.Some systems and machinery like engine room blowers and fans etc. will trip with
opening of CO2 cabinet. Counter checks all the tripped system for surety.
7.Make sure there no one is left inside the engine room by repeating the head
count.
8.Operate all remote closing switches for quick closing valve, funnel flaps, fire
flaps, engine room pumps and machinery, watertight doors etc.
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10.Close all the ent rance doors of the engine room and make sure the room is
airtight.
11.Operate the control and master valve in the CO2 cabinet. This will sound another
alarm and after 60 seconds ti me delay CO2 will be released for fire extinguishing.
12.If there is need to enter the engine room for rescuing a person (which must be
avoided, SCBA sets and life lin es should be used). Safety of p ersonnel should be
of the highest priority during such incidenc es.
ANS)
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ANS)Flares: -
There are three types of flare carried on board ships red hand held, orange s moke
and parachute. These are designed for day or night use and are used to attract
attention of other boat or passing aircraft.
Flares must be regularly inspected (expiry date three years from manufacture) a nd
stowed in a readily accessible position in a watertight conta iner away from heat.
Again it is vital that all crew know the correct safety precautions and firin g
procedures. Operating instructions
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might differ depending on the manufacturer. Instructions must be read and carefully
followed.
Orange smoke � very limited, up to 1.4 nautical miles, better from air.
Only flares that are within the manufacturer's expiry date can be considered as
part of the safety equipment complement for your boat.
You can dispose of flares that have passed the manufacturer's expiry date at these
flare disposal locations.
There are severe penalties for misuse of flares and any offender may also face the
costs of labour undertaken, risk incurred, or loss sustained in consequence of the
signals.
Q188) Limits of NOx& SO x and why they are not applicable to boilers? What are the
precautionary & prevention measure to reduce? What are the certificates concerning
this?
b.45.0 x n -0.2 g/Kw-h when is 130 or more but less than 2000 rpm
Limits of Sox: -
Outside SECA the Sox content in fuel oil should not be more
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than 4.5 %.
Inside SECA the Sox content in fuel oil should not be more than 1.5 %.
If the fuel oil taken in SECA is having more than 1/5 % Sox content, then Exhaust
Gas Cleaning system be fitted to reduce the total emission of sulphur oxides from
ship, including both auxiliary and main propulsion engines to 6.0 g Sox / Kw-hor
less.
Annex I allows for specific discharges of oil from tankers only when certain
conditions are met. In addition, the maximum quantity of oil permitted to be
discharged on a ballast voyage of oil tankers is limited and applies equally to
both persistent and non-persistent oils.
Annex I entered into force internationally on 2 October 1983 and for Australia on
14 January 1988. On 15 October 2004 MEPC adopted a revised version of Annex I,
which entered into force both internationally and for Australia on 1 January 2007.
The revised Annex I incorporates the various amendments adopted since MARPOL
entered into force in 1983, including
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the phasing-in of double hull requirements for oil tankers. It also separates the
construction and equipment provisions from the operational requirements and makes
clear the distinctions between the requirements for new ships and those for
existing ships.
Annex II entered into force internationally on 6 April 1987 and for Australia on 14
January 1988.
On 15 October 2004 MEPC adopted a revised version of Annex II, which entered into
force both internationally and for Australia on 1 January 2007.
The revised Annex II includes a new four-category categorization system for noxious
and liquid substances. In addition, improvements in ship technology, such as
efficient stripping techniques, have made possible significantly lower permitted
discharge levels of certain products.
Annex III contains general requirements for the issuing of detailed standards on
packing, marking, labeling, documentation, stowage, quantitylimitations, exceptions
and notifications for preventing pollution by harmful substances.
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Annex III entered into force internationally on 1 July 1992 and for Australia on 10
January 1995.
Annex IV - Prevention of Pollution by Sewage from Ships Annex IV deals with the
discharge of sewage into the sea, ships' equipment and systems for the control of
sewage discharge, the provision of facilities at ports and terminals for the
reception of sewage, and requirements for survey and certification.
It is generally considered that on the high seas, the oceans are capable of
assimilating and dealing with raw sewage through natural bacterial action and
therefore the regulations in Annex IV of MARPOL prohibit ships from discharging
sewage within a specified distance of the nearest land, unless they have in
operation an approved treatment plant.
Annex IV entered into force internationally on 27 September 2003 and for Australia
on 27 May 2004. A revised Annex IV was adopted on 1 April 2004 and entered into
force on
1 August 2005.
Annex V entered into force internationally on 31 December 1988 and for Australia on
14 November 1990.
Annex VI - Prevention of Air Pollution from Ships
The Annex sets limits on the emissions of nitrogen oxides (NOx) from marine diesel
engines, requires ships to avoid using fuel with sulphur content exceeding 4.5% by
mass, prohibits deliberate emissions of ozone depleting substances, and prohibits
the incineration of certain products on board ships. Furthermore, if a ship is
within a sulphur oxides (SOx) Emission Control Area, it has to use a fuel with a
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sulphurcontent not exceeding 1.5% by mass, or an exhaust gas cleaning system or any
other approved apparatus to limit SOx emissions.
From 1 January 2012, the global sulphur cap shall be 3.5% and is scheduled to
decrease to 0.5% from 1 January 2020. However, the 2020 decrease is subject to a
feasibility review to be completed by the IMO no later than 2018, which shall
consider among other issues, the availability of compliant fuel. The sulphur limit
in SOx Emission Control Areas shall be 1.0% from 1 July 2010 and shall decrease to
0.1% from 1 January 2015.
Reductions in NOx emissions from marine engines also form part of the revised Annex
VI.
This Recommendation provides the standard and guidance for the approval and
calculation of a moderate rate of discharge.
1.2A moderate rate of discharge applies to the discharge of untreated sewage that
has been stored in holding tanks.
1.3This standard does not incorporate the dilution of sewage with water or
greywater into calculations of the discharge rate. Therefore the rate is a
conservative estimate and it is
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recognized that discharges of sewage in accordance with this standard will present
a higher level of protection to the marine environment due to mixing prior to the
actual discharge in addition to the mixing action of the ship�s wake.
The maximum permissible discharge rate is 1/200,000 (or one 200,000th part) of
swept volume as follows:
D is Draft (m)
B is Breadth (m)
3.2 The maximum permissible discharge rate specified in 3.1 refers to the average
rate as calculated over any 24 hour period, or the period of discharge if that is
less, and may be exceeded by no more that 20% when measured on an hourly basis.
Before undertaking a sewage discharge in accordance with this standard, the crew
member responsible for sewage operations should ensure that the ship is en route,
is more than 12 nautical miles from the nearest land and the navigation speed is
consistent with the discharge rate that has been approved by the Administration.
Ships with high discharge requirements are encouraged to keep notes of calculations
of the actual discharges to demonstrate compliance with the approved rate.
Q191) what all things are written in BDN (Bunker Delivery Note)?
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c.Delivery date
d.IMO number
f.Vessel name
g.Time of starting
h.Time of stopping
j.Viscosity at 50 Degree C
k.Density @ 15�C
m.Flash Point � C
o.Pour Point �C
ANS)Revised MARPOL Annex V text approved: The MEPC approved, with a view to
adoption at its next session, amendments to revise and update MARPOL Annex V
Regulations for the prevention of pollution by garbage from ships, following a
comprehensive review of this Annex.
The main changes include the updating of definitions; the inclusion of a new
requirement specifying that discharge of all garbage into the sea is prohibited,
except as expressly provided otherwise (the discharges permitted in certain
circumstances include food wastes, cargo residues and water used for washing deck
and external surfaces containing cleaning agents or additives which are not harmful
to the marine environment); expansion of the requirements for placards and garbage
management plans to fixed and floating platforms engaged in exploration and
exploitation of the sea-bed; and the
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ANS)
20.Document of Compliance8A
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ANS)
*Exemption Certificate18A
*Cargo Information8C
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Manual18B
ANS)
ANS) Under Annex V of the Convention, garbage includes all kinds of food, domestic
and operational waste, excluding fresh fish, generated during the normal operation
of the vessel and liable to be disposed of continuously or periodically.
Annex V totally prohibits of the disposal of plastics anywhere into the sea, and
severely restricts discharges of other garbage from ships into coastal waters and
"Special Areas".
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The Annex also obliges Governments to ensure the provision of reception facilities
at ports and terminals for the reception of garbage.
Antarctic Area
These are areas, which have particular problems because of heavy maritime traffic
or low water exchange caused by the land-locked nature of the sea concerned.
The regulation makes it clear that port State control officers can inspect a
foreign-flagged vessel "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 garbage".
All ships of 400 gross tonnages and above and every ship certified to carry 15
persons or more, and every fixed or floating platform engaged in exploration and
exploitation of the seabed to provide a Garbage Record Book and to record all
disposal and incineration operations.
The date, time, position of ship, description of the garbage and the estimated
amount incinerated or discharged must be logged and signed. The Garbage Record Book
must be kept for a period of two years after the date of the last entry.
Thisregulation does not in itself impose stricter requirements - but it makes it
easier to check that the regulations on garbage are being adhered to as it means
ship personnel must keep
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track of the garbage and what happens to it. It may also prove an advantage to a
ship when local officials are checking the origin of dumped garbage - if ship
personnel can adequately account for all their garbage, they are unlikely to be
wrongly penalized for dumping garbage when they have not done so.
All ships of 400 gross tonnage and above and every ship certified to carry 15
persons or more will have to carry a Garbage Management Plan, to include written
procedures for collecting, storing, processing and disposing of garbage, including
the use of equipment on board. The Garbage Management Plan should designate the
person responsible for carrying out the plan and should be in the working language
of the crew.
The regulation also requires every ship of 12 meters or more in length to display
placards notifying passengers and crew of the disposal requirements of the
regulation; the placards should be in the official language of the ship's flag
State and also in English or French for ships traveling to other States' ports or
offshore terminals.
ANS) The International Convention for the Safety of Life at Sea (SOLAS) is one of
the oldest conventions of its kind. The first version was adopted in 1914 following
the sinking of the R.M.S. "TITANIC" with the loss of more than 1500 lives.
Since then, there have been four more versions of SOLAS � 1929, 1948, 1960, and the
present SOLAS 1974 version, which entered into force in 1980. Parts of the
Convention apply to every ship, including small pleasure craft.
A Protocol of 1978 (SOLAS Protocol 1978) dealing with safety matters relating to
tankers was adopted by the International
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Conference on Tanker Safety and Pollution Prevention, and came into force in 1981.
Over the last 20 years there have been several amendments to both treaty documents.
These amendments are not just to correct the spelling! Since 1974 the amendments
have added extra chapters to SOLAS, for GMDSS, ISM, etc., and in 1988 a new SOLAS
Protocol replaced the Protocol of 1978.
As SOLAS is an agreement between Governments who 'undertake to give effect to the
provisions of the present Convention and the annex thereto', it is ultimately the
flag State under which a yacht is registered who is responsible for interpretations
and implementation of the Regulations. Yacht owners should always contact their
national maritime administrations for guidance and relevant national rules and
regulations.
We shall concern ourselves with a look at the consolidated text of the annex to the
1974 SOLAS Convention and the 1988 Protocol, which is divided into 12 chapters.
Each chapter contains Regulations, and the numbering of these Regulations starts
again with each chapter. Some chapters have more than one part, and in this case
the Regulation numbers run on through the different parts.
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(i)the master and the members of the crew or other persons employed or engaged in
any capacity on board a ship on the business of that ship; and
vi.Fishing vessels.
Regulation 5 provides for Administrations (the Government of the State whose flag
the ship is entitled to fly) to allow any alternative fitting, material, appliance
or apparatus to be fitted or carried, or any other provision to be made in a
particular ship, if it is satisfied by trial thereof or otherwise that the
alternative is at least as effective as that required by the regulations. This
gives Administrations fairly wide powers to accept equivalents, although they are
required to pass particulars of the substitution, together with a report on any
trials, to the IMO for them to circulate to other Contracting Governments.
This section (Regulations 6 � 20) deals with Safety Certificates - who inspects,
the types of Certificates issued, the duration,
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Until recently, cargo ships were always issued with 3 separate safety certificates,
unlike passenger ships which were issued with a single Passenger Ship Safety
Certificate which was valid for 12 months. This was because the different Cargo
Ship Safety Certificates had different duration�s � one year for the Radio
Certificate, two for the Equipment Certificate and five years for the Construction
Certificate. Administrations may now issue a single Cargo Ship Safety Certificate,
valid for up to 5 years, but like the separate certificates (which still may be
issued) subject to various intermediate survey requirements. The surveys are the
same whether 3 separate certificates or the single certificate is issued.
Cargo Ship Safety Radio Certificate � issued after survey of the radio equipment
and installation (including any used in life saving appliances). Valid up to 5
years, but subject to annual surveys.Supplemented by a Record of Equipment.
Cargo Ship Safety Equipment Certificate � issued after survey of the life saving
appliances and arrangements, navigation equipment, fire safety systems and
appliances, fire control plans, embarkation of pilots, and nautical publications.
Lights, shapes and sound signals are also included in this survey for the purpose
of ensuring that they comply fully with the requirements of SOLAS and the
International Regulations for Preventing Collisions at Sea (COLREGS). Valid up to 5
years, but subject to annualsurvey, and a periodical survey (more thorough than an
annual survey) in place of the second or third annual survey. Supplemented by a
Record of Equipment.
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Cargo Ship Safety Construction Certificate � issues after survey of hull, machinery
and equipment, including the arrangements, materials and scantlings of the
structure, machinery, steering gear, control systems, electrical installation and
other equipment. Valid up to 5 years, but subject to annual surveys, and an
intermediate survey in place of the second or third annual survey.
Governments to control visiting ships (Port State Control), the circumstances under
which ships may be detained, and points out that all possible efforts shall be made
to avoid a ship being unduly detained or delayed. Ships which are unduly detained
or delayed shall be entitled to compensation for any loss or damage suffered.
Like all the chapters, this starts with more detail of ships to which the chapter
applies. Chapter II-1, unless expressly provided otherwise, applies to ships built
on or after 1 July 1986. Ships built before need to comply with the earlier version
of SOLAS 1974. In this chapter the expression �all ships� means ships constructed
before, on, or after 1 July 1986. The expression is re-defined in each chapter.
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unnecessary, given the sheltered nature of voyages by ships which do not proceed
more than 20 miles from land.
There are good definitions in this part, including �permeability of a space� which
is the percentage of that space which can be occupied by water, measured only to
the height of the �margin line�, which is a line drawn at least 76mm below the
upper surface of the bulkhead deck at side. The �bulkhead deck� is the uppermost
deck up to which the transverse watertight bulkheads are carried.
Regulation 3-1 of this part requires ships shall be designed, constructed and
maintained in compliance to the rules of a classification society (or equivalent
national standards).
The rest deals with corrosion prevention of seawater ballast tanks, safe access to
tanker bows, and emergency towing arrangements on tankers.
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the afterpeak bulkhead, as far as this is practicable and compatible with the
design and proper working of the ship. Chapter II-1, Part B-1: Subdivision and
damage stability of cargo ships.
This part applies to cargo ships over 100m built on or after 1 February 1992, and
between 80m and 100m if built on or after 1 July 1998. The regulations are intended
to provide ships with a minimum standard of subdivision, and deals with the
calculation of the required subdivision index R, the attained subdivision index A
(this not to be less than R), calculation of the factors pi (the probability that
only the compartment or group of compartments under consideration may be flooded,
disregarding any horizontal subdivision) and si, (the probability of survival after
flooding those compartments, including the effects of any horizontal subdivision).
This part applies to passenger ships and cargo ships. It deals fully with the
safety and reliability of machinery. Some points from this part:
Means to be provided to ensure that the machinery can be brought into operation
from the dead ship condition without external aid.
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Stopping times, ship headings and distances on trials, performance with only one
engine etc. to be recorded and available on board.
Main steering gear to put the rudder from 35deg on side to 30deg on other side in
28 seconds whilst running ahead at maximum service speed.
Auxiliary steering gear to put the rudder from 15deg on side to 15deg on the other
in 1 minute whilst running ahead at half speed.
Indicators for propeller speed and direction to be fitted on the bridge (and engine
control room if the ship is built on or after 1 July 1998).
This part gives quite general descriptions of much of the installation, and great
detail about emergency lighting, emergency power sources, times emergency equipment
is required to operate, transitional source of emergency power (to operate between
shut down of main power and start of emergency genset), precautions against shock
and other electrical hazards, and type and use of cables. As examples:
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The arrangements provided shall be such as to ensure that the safety of the ship in
all sailing conditions, including maneuvering, is equivalent to that of a ship with
manned machinery spaces.
Engines of 2,250 kW and above or having cylinders of more than 300mm bore shall be
provided with crankcase oil mist detectors or engine bearing temperature monitors
or equivalent devices.
CHAPTER II-2 Construction: Fire protection, fire detection and fire extinction.
The basic principals, which are applied �depending on the type of ship �, are:
Division of the ship into main vertical zones, and separation of accommodation
spaces, by thermal and structural boundaries.
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Chapter II-2, Part B: Fire safety measures for passenger ships. Full details of
bulkheads and fire test requirements, escape routes, ventilation systems, and fixed
fire fighting systems � for passenger ships.
Chapter II-2, Part C: Fire safety measures for cargo ships. As above, but for cargo
ships.With restricted use of combustible materials.
Chapter II-2, Part D: Fire safety measures for tankers. As may be imagined, a very
detailed chapter. CHAPTER III: Life-saving appliances and arrangements. Chapter
III, Part A � General.
This chapter applies to ships built on or after 1 July 1998. �All ships� means
ships built before, on or after that date. Ships built prior to that date need to
conform to earlier versions of SOLAS, and phase into the latest requirements as and
when equipment is replaced. There are good definitions in this section, including
�Length�, �Moulded depth�, and �Novel life- saving appliance or arrangement�.
The paragraph dealing with Radio life-saving appliances (the requirement to carry
VHF radio and Radar transponders) applies to passenger ships, cargo ships over
500GT, and to a slightly lesser extent all cargo ships between 300GT and 500GT.
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Taking section I as basic requirements for all ships, sections II, III and IV give
the additional requirements for passenger ships (II), cargo ships (III), and
section IV requires life-saving appliances to comply with the requirements of �the
Code� � which is the International Life-Saving Appliance (LSA) Code adopted by the
Maritime Safety Committee of the IMO by resolution MSC.48 (66). It is the
responsibility of the ship to fit equipment approved by the flag State
Administration, and the responsibility of the Administration to ensure that they
only approve equipment, which meets the standards set out in �the Code�.
SECTION V � MISCELLANEOUS
This is a very useful part which gives the format for the compilation of the
Training manual and on-board training aids, Instructions for on-board maintenance,
and the Muster List and emergency instructions.
This chapter deals with the Global Maritime Distress and Safety System (GMDSS) and
is in three parts:
The requirements of this chapter apply to passenger ships and cargo ships of 300 GT
and upwards. There was a phase-in period for ships built before February 1995, but
this has now passed, and since February 1999 all of these ships have needed to
comply fully with this chapter. Whilst other chapters give various degrees of
latitude to Administrations to accept
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The four Sea Areas are defined, A1 (VHF coverage), A2 (MF coverage), A3 (INMARSAT
coverage) and A4 (an area outside the other 3).
The actual Functional Requirements are summarized in simple and positive language �
�Every ship, while at sea, shall be capableof transmitting ship-to-shore distress
alerts by at least two separate and independent means, each using a different Radio
communication serviceof receiving shore-to ship distress alertsand so on.
Chapter IV, Part B: Undertakings by Contracting Governments. This deals with the
undertaking from Contracting Governments to make available shore-based facilities
for space and terrestrial Radio communication services, providing service by
Satellite, VHF, MF and HF as may be appropriate. Chapter IV, Part C :Ship
requirements.
These 14 pages give the detail of the equipment to be carried and service provided
on board so the ship can comply with the Functional Requirements as set out in Part
A. The concise and (in general) non-technical descriptions of Equipment, Power
sources, Watches to be maintained, Maintenance requirements and Certification of
personnel, are � apart from being the prime regulations - a valuable introduction
to the whole system of GMDSS to yachtsmen who may be considering fitting GMDSS as a
�voluntary fit�.
This chapter, unless otherwise expressly provided for in this chapter, applies to
all ships on all voyages, except ships of war
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and ships solely navigating the Great Lakes of North America and their connecting
and tributary waters.
SOME PARTS OF THIS CHAPTER THEREFORE APPLY TO �PLEASURE YACHTS� OF ANY SIZE.
The various express provisions within this chapter which effectively exempt certain
types or sizes of ships (including yachts) from compliance to some of the
Regulations in this chapter take a number of different forms and need to be read
with great care. Some of the Regulations apply to �every ship to which Chapter I of
SOLAS applies� � that meaning they apply to passenger ships, and cargo ships over
500GT, engaged on international voyages (so other ships do not need to comply).
Other descriptions used to either include or exclude ships from particular
Regulations include:
All ships of over 150 gross tonnage, when engaged on international voyages.
All ships which, in accordance with the present Convention, are required to carry
radio installations.
Apart from the need to comply with fairly obvious requirements, there are some
perhaps less well-known requirements, which apply to ALL yachts. Some requirements
(well known and not so well known), which apply, to ALL YACHTS are:
The Master of every ship is bound to report Danger Messages (e.g. meeting dangerous
ice, derelict, or other direct danger to navigation, or tropical storm, etc.).
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The Master shall not be constrained by the ship-owner, charterer or any other
person from taking any decision, which, in the professional judgment of the Master,
is necessary for safe navigation, in particular in severe weather and in heavy
seas.
The Contracting Governments undertake, each for its national ships, to maintain,
or, if it is necessary, to adopt, measures for the purpose of ensuring that, from
the point of view of safety of life at sea, all ships shall be sufficiently and
efficiently manned. (Note � in a footnote attention is drawn to the Principals of
safe manning adopted by IMO by resolution A.890 (21) and to IMO Maritime Safety
Committee Circular 242 on single-handed voyages.) Ships to which chapter I of SOLAS
apply are required to carry a Safe Manning Document.)
Ships engaged on voyages in the course of which pilots are likely to be employed
shall be provided with pilot transfer arrangements. (Note � their follows 4 pages
with the detail of the required arrangements.)
Within 12 hours before departure, the ship�s steering gear is to be checked and
tested by the ship�s crew.
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Administrations may waive this requirement for ships which regularly engage on
short voyages, in which case they should be done at least once a week. Dates of
checks and tests to be logged.
All ships shall carry adequate and up-to-date charts, sailing directions, lists of
lights, notices to mariners, tide tables, and all other nautical publications
necessary for the intended voyage.
CHAPTER VI (Carriage of cargoes) and Chapter VII (Carriage of dangerous goods) deal
with their titled subjects, and have almost no relation to yachts � although they
do both apply to cargo ships of less than 500GT. CHAPTER VIII deals with nuclear
ships. The relevant Nuclear Passenger Ship Safety Certificate and Nuclear Cargo
Ship Safety Certificate are valid for one year.
CHAPTER IX Management for the safe operation of ships. This chapter brings into
effect the requirement for the owner or manager of the ship (the �Company) and the
ship, to comply
with the IMO International Safety Management (ISM) Code and to be issued with a
Document of Compliance (DOC) by the Administration after satisfactory audit. The
ship, which must carry a copy of the DOC, is issued with a Safety Management
Certificate after the Administration verify that the Company and its shipboard
management operate in accordance with the approved safety-management plan.
These regulations already apply to passenger ships and tankers, and come into force
for cargo ships of 500GT and upwards on 1st July 2002. Note also that Resolution 3
of the 1994 Conference of Contracting Governments to the International Convention
for the Safety Of Life At Sea strongly urges Governments to implement as far as
practicable the ISM Code for cargo ships of 150GT and over, and requests
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Governments to inform IMO of the action they have taken to implement the ISM Code
for those smaller ships.
High Speed Craft � as defined in this chapter and operating no more than 4 or 8
hours (depending if passenger or cargo craft) from a place of refuge � conforming
to the IMO High-Speed Craft (HSC) Code �in its entirety� shall be deemed to have
complied with the requirements of chapters I to IV and regulation V/12 of SOLAS.
The HSC Code is an alternative to SOLAS in those areas, and drafted to be more
suitable for High Speed Craft, which operate in coastal waters and rely on shore
based maintenance. The one and a half pages of this chapter in SOLAS only give
effect to the use of the HSC Code. The actual Code is a booklet � separately
available from IMO �, which gives all the detail.
CHAPTER XII Additional safety measures for bulk carriers. Additional requirements
relating to damage stability and structural strength of bulk carriers.
ANS)
ISM is the short form of International Safety Management, initiated by IMO. ISM
code means International Safety management code for safe operation ships & for
pollution prevention. Solas chapter 9 outlined ISM
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procedures.Humanerror & poor management cause majority of accidents and injury. ISM
is organized mainly to reduce this error. ISM is meant for standard of safety &
operation of ships and for pollution prevention. Become mandatory for all vessels
after 1 JULY 2002
ISM Consists of 13 clauses: -
iii)Company responsibility
iv)Designated person
v)Masters responsibility
viii)Emergency preparedness
xi)Documentation
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Safety consciousness
Safety culture
Greater confidence
Cost saving
To provide an international standard for the safe management and operation of ships
and for prevention of pollution. Main objectives are to ensure safety at sea,
prevention of human injury or loss of life, and avoidance of damage to the
environment.
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. 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 MSA will be
responsible for the system audit, issue and renewal of ISM Convention Certificates
and the periodic verification.
Certification: The application of the code will lead to the issue of two
certificates:
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i)will be issued to the company following a successful audit of the shore side
aspects of the Safety Management System
ii)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.
ii)evidence that SMS has been in operation for 3 months prior to audit
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A six-month valid SMC may be issued to a new building or when a company takes of
the responsibilities for the running of a vessel.
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
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ii)applicable codes and guidelines both statutory and organizational are taken into
account.
3.Defined levels of authority and communication between shore and ship personnel
7. 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:
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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 organization both ship based as well as shore based.
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:
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4.DPA.
8.Emergency preparedness.
Part-B:
15.Verification.
16.Form of certification.
Objective of ISM: -
1.Safety at sea.
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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.
Duties of DPA: -
1.Monitoring the safety & pollution prevention aspect of ship & to ensure adequate
resources & shore base support for ship.
2.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 their are adequate
shore side resources and support
Master responsibilities
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1.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.
2.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.
1. 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
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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.
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.
Documentation
1. The company should establish and maintain procedures for the control of all
documentation relevant to the SMS. This should include;
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1.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.
2.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.
1. A DOC is issued to all company's 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.
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2. An SMC is issue to the ship following verification that the ship and company
comply with the requirements of SMS.
Future verification that compliance with SMS should be carried out by the
administration.
2.Applicable codes and guidelines are being taken into consideration when operating
the vessel. Vessels staff must be able to demonstrate that operations are carried
out in a controlled manner utilizing information contained in these codes,
guidelines and standards.
3.That emergency situations have been identified and drills are conducted to ensure
the vessel and company are ready to respond to emergency situations.
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see to verify compliance with the ISM are as follows; Log books
Safety and management meeting minutes and follow up actions Medical log
Records of verification
Garbage logs
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wit a Federal Response Plan. Each company that trades in US coastal waters must
have in place a suitable response plan. They must have a designated person resident
in the United States ready to act as consultant. There is an IMO regulation which
is equivalent to OPA90. A company must be in possession of a valid DOC to trade,
and it must be able to clearly demonstrate its ability to respond to situations
such as oil spillage.
Non-conformance report (NCR) raised by department managers. Any one can inform his
superior of a non- conformance.
Q201) What is IG System Requirement. Why IG System not used on ships which are less
than 20000 dwt?
ANS) Every oil tanker of 20000 DWT or above should be provided with an IG System.
IG System is not used on ship which are less than 20000Dwt because COW is not
applicable to ship which are lesser than 20000 DWT.
ANS)
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ISPS:
Chapter XI of SOLAS describes ISPS regulations. ISPS code means International ship
& port facilities security code, enforced in July 2004. There are two parts in it:
a.General
b.Definition
c.Application
e.Declaration of security
f.Obligation of company
g.Ship security
h.Ship security assessment
j.Record
OBJECTIVE:
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LEVEL-3: High level of threat against a specific target. Further high level of
security measure maintained for a limited period of time.
SECURITY MEASURE:
Level -1
3)Access on & off the vessel should be control & all person identify.
In addition to level -1
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6)No person other than crew member should be allowed on bridge or E/R.
Level-3
RESTRICTED AREA:
1)Navigation room
2)Radio room
3)Engine room
4)Steering room
6)Bow thruster
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ANS)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 is mostly found to be greatest at the ends of the ship, particularly at the
fore end. Such effect is termed as Panting.
Pounding: - When a ship meets heavy weather and commences heaving and pitching, the
rise of the fore end of the ship occasionally synchronizes with the trough of the
wave. The fore end then emerges from the water and re-enters with a tremendous
slamming effect known as pounding.
Q204) What are the regulation regarding use of Low Expansion Foam system on deck?
ANS)The ratio of low expansion foam system used on deck should not have ratio more
than 1:12.
ANS)The principle of refrigeration is to remove heat from one area (i.e. inside
your fridge) and locate it to another area (i.e.
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Air is not brought in from the outside of the fridge the heat is absorbed by the
evaporator inside the fridge which has refrigerant inside it, this refrigerant at
low pressure is at low temperature inside the evaporator so the heat from the
product inside the fridge is absorbed by the evaporator (as heat always transfers
from the hotter object to the colder object) which has a fan to circulate the air
around the fridge.
Then the refrigerant is pushed around the pipe work by the compressor to the
con,denser where the refrigerant is hot from the heat out of the fridge, because
the outside air will be lower than that of the pressurized refrigerant the heat is
absorbed by the ambient air which leaves the refrigerant cooler and lower pressure
so when its back into the evaporator it can absorb more heat and expel it into the
ambient air.
There are 5 main components in a normal refrigeration system like on your fridge:-
Compressor
Condenser
Evaporator
Thermostat
The compressor compresses the refrigerant gas. This raises the refrigerant's
pressure and temperature, so the heat- exchanging coils outside the refrigerator
allow the refrigerant to dissipate the heat of pressurization. As it cools, the
refrigerant condenses into liquid form and flows through the expansion valve.
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When it flows through the expansion valve, the liquid refrigerant is allowed to
move from a high-pressure zone to a low-pressure zone, so it expands and
evaporates. In evaporating, it absorbs heat, making it cold. The coils inside the
refrigerator allow the refrigerant to absorb heat, making the inside of the
refrigerator cold. The cycle then repeats.
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