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CLASS II Pt. B Fn.3 ORALS as Per MMD KOL

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resurvey by own inspectors or ask for a survey report from the Classification surveyorto verify the rectification.In case of a detention the PSC authority has the right to present a bill about theirinspection activities. Any detention has to be reported as soon as possible by theauthority to the flagstate, the classification society and IMO.The data about the inspection and the given timeframe for rectification are entered in

a computer system used by all members of a regional PSC agreement.

3. Static test of life boat?150% load of 20 people capacity life boat is howmuch?(basically he wants to know solas requirement of assuming each persons

weight?),life boat falls to be renewed at what interval?

Maintenance of falls:-Falls used in launching shall be turned end for end at intervals of not more than 30months and be renewed when necessary due to deterioration of the fall or at intervalsof not more than five years, whichever is the earlier.

4. Why dry docking of a ship is trim by aft, why not fwd trim

When water is pumped the after end touches the blocks. As more water is pumped outan up thrust is exerted by the blocks on the after ends causing the ship to change trimuntil the whole from forward to aft rest on the centre block. The ship structure in wayof keel must be strong enough to withstand the load.In most of the ship normal arrangement of keel and centre girder together with thetransverse floor is quite sufficient for the purpose. The keel structure of an oil tankeris strengthen by fitting docking brackets, tying the centre girder to the longitudinalframes of about 1.5m.

5. Why marpol 78 protocols came in force, what happened between73 to 78

which led to 78 protocols came in force?

For marpol 73/78 its 78 is a protocol in which major amendments were had to be

made because of flaws in 73 convention which required major changes to be madeand implemented. Between 73 and 78 many accidents collision and oil spill tookplace.

6. GRT & NRT changed to GT & NT, tell everything about the things which led

to the changes and why changed?

GRT & NRT where there system of deciding the enclosed space volume of a ship& and cargo carrying volume of a ship respectively which where in practice before1966 convention then GT & NT came in to force.The tonnage length is divided into number of parts. At each cross section the tonnagedepth is similarity divided and tonnage breadths measured. The breadths are putthrough Simpsons rule to give cross sectional areas. The cross section areas are in turn

put through Simpsons rule to give a volume. This volume divided by 100 is the underdeck tonnage.The gross tonnage- is found by adding to the under deck tonnage, the tonnage of allenclosed spaces between the upper deck and the second deck, the tonnage of allenclosed spaces above the upper deck together with any portion of hatchwaysexceeding % of the gross tonnage.The net tonnage is obtained by deducting from the gross tonnage, the tonnage ofspaces which are required for the safe working of the ship:a) Masters accommodation

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b) Crew accommodation and an allowance for provision stores.c) Wheel house, chart room, radio room and navigation aids room.d) Chain locker, steering gear space, anchor gear and capstan space.e) Workshops and store rooms for pumpmen, electricians, carpenter, boatswain andthe lamp room.f) In sailing ships, the storage space required for the sails with an upper limit of 2 and

half percentage of the gross tonnage.g) Space for safety room and batteries.h) Donkey engine and donkey boiler space if outside the engine room.i) Pump room if outside the engine room.

j) Water ballast spaces if used only for the purpose. The total deduction for waterballast, including double bottom spaces, may not exceed 19% of the gross tonnage.k) Propelling power allowance. This forms the largest deduction and is calculated asfollows:if the machinery space tonnage is between 13%to 20% of the gross tonnage, the

propelling power allowances is 32% of the gross tonnage.If the machinery space tonnage is less than 13% of the gross tonnage, the propellingallowances is a proportion of 32% of the gross tonnage. The an actual tonnage of 12%would give a propelling power allowances of 12/13X32% of the gross tonnage.If the machinery space tonnage is more than 20% of the gross tonnage, the propelling

power allowance is 1 times the machinery space tonnage, with an upper limit of55% except for tugs.

7 .Co2 disch system required volume calculation?

For cargo spaces the quantity of carbon dioxide available shall unlessotherwise provided be sufficient to give minimum volume of free space equal to 30%of the gross volume of the largest cargo space so protected in the ship.For machinery spaces the quantity of carbon dioxide carried shall be sufficient to givea minimum volume of free gas equal to the larger of the following volumes, either

1. 40% of the gross volume of the largest machinery space sp protected, the volumeto exclude that part of the casing above the level at which horizontal area of the casingis 40% or less of the horizontal area of the space concerned taken midway betweenthe tank top and the lowest part of the casing or2. 35% of the gross volume of the largest machinery space protected, including thecasing.Provided that the above mentioned percentages may be reduced to 35% and 30%respectively for cargo ships of less that 2000 gross tonnage. Provided also that if twoor more machinery spaces are not entirely separate they shall be considered asforming one space.Volume of the free carbon dioxide shall be calculated at 0.56m3/kg.

8. Ballast water management:The ballast water that is loaded by ships to stabilize them often contains

organisms, e.g. small fishes, benthic organisms or plankton, or pathogenic bacteria,which are released into the environment when the ballast water is discharged. Withcontinued growth of shipping traffic, the probability increases that such organismssurvive the transport in ballast water. In this way, numerous invasive alien specieshave already established populations, e.g., in the North and Baltic Seas. In the BalticSea, the shipworm (teredo navalis) has damaged coastal defence structures, e.g.groynes made of local types of wood, by boring into the wood and destroying it. The

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damage caused by such invasive alien organisms is rarely expressed in figures, and itsorigin mostly is not traced back to the discharge of ballast waterFor quite a long time, this aspect of marine environmental protection lacked adequateinternational regulations. To address the situation in February 2004, the Ballast WaterConvention was adopted during a diplomatic conference at IMO. From 2009, but notlater than 2016, the Convention requires the establishment of a ballast water

management system on board ships which will replace the uncontrolled ballast wateruptake and discharge operations common until then. In future, ballast water has to betreated on board before being discharged into the marine environment, in compliancewith the ballast water performance standard in Regulation D-2 of the Ballast WaterConvention.The Ballast Water Convention will enter into force 12 months after the date on whichnot less than 30 states, the combined merchant fleets of which constitute not less than35 percent of the gross tonnage of the world's merchant shipping, have deposited theirinstrument of ratification with IMO as the depositary (Article 18 of the Convention).

There are two main types of ballast water exchange: sequential and flow-through.Flow-through ballast water exchange involves pumping open ocean water into a full

ballast tank for a length of time sufficient to flush the ballast water tank. Tanks aretypically flushed with a quantity of water equivalent to three times the tank volume.Assuming perfect mixing, a three-tank volume flush will theoretically achieve 95%replacement of the original ballast water volume. The goal of the flow-throughmethod is to dilute the original in-port and near-shore ballast water with high volumesof deep, open-ocean ballast water, leaving a very small percentage of NIS remainingin the tank. Although the flow-through method is not as effective in NIS removal assequential exchange,1 this method is safer since it is completed with full ballast tanks. Flow-through

ballast water exchange does not alter the stability, stress, and ship attitude, and can beaccomplished in a wider range of weather conditions.

9. Epirb, frequency, signal received by whom, who will attend in case of such

signal receiving.

EPIRB should be capable of transmitting a distress alert either through polarorbiting satellite service operating in the 406Mhz band or if the ship is engaged onlyon voyages within INMARSAT coverage, through the INMARSAT geostationarysatellite service operating in the 1.6GHz band.

10. Types of frames, floors? where used in ship? Stealer plate , boot tapping?

The tanks are divided transversely by water tight floors which are most oceangoing ships, are required to be stiffened vertically to withstand the liquid pressure.In ships less than 120m in length the bottom shell and tank top are supported at

intervals of not more than 3m by transverse plates known as solid floors. The nameslightly belies the structure since large lightening holes are cut in them. In additionsmall air release and drain holes are cut at the top and bottom respectively. Theseholes are most important since it is essential to have adequate access and ventilationto all parts of the double bottom.Solid floor is usually fitted as a continuous plate extending from the centre girder tothe margin plate. The side girder is therefore broken on each side of the floor plateand is said to be intercostals.

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Transverse framing- it has been used for the majority of riveted ships and for manywelded ships. The shell and tank top between the widely spaced solid floors arestiffened by bulb angles or similar sections running across the ship and attached at thecenterline and the margin to large flanged brackets.Longitudinal frames- it is fitted to the bottom shell and under the tank top, at intervalsof about 760mm. they are supported by the solid floor, although the spacing of these

floors may be increased to 3.7m. Intermediate struts are fitted so that the unsupportedspan of the longitudinal does not exceed 2.5m. Brackets are again required at themargin plate and centre girder, the latter being necessary when docking. Thelongitudinal are arranged to line up with any additional longitudinal girders which arerequired for machinery support in the engine room.Side framing- the side shell is supported by frames which run vertically from the tankmargin to the upper deck. These frames, which are spaced about 760mm apart, are inthe form of bulb angles and channels in the riveted ships or bulb plates in weldedships. The lengths of the frames are usually broken at the decks, allowing smallersection to be used in the tween deck spaces where the load and span are reduced.Web frames- these are fitted in the machinery spaces and connected to strong beamsor pillars in an attempt to reduce vibration. These web frames are about 600mm deepand are stiffened on there free edge. It is usual to fit 2-3 web frames on each side ofthe ship, a smaller web being fitted in the tween decks.

Staler plate : - A plate or strake extending into an adjoining strake in the case of a.drop strake. Stealer plates are located in the bow and stern, where the narrowing girthcompels a reduction in the number of strakes.Boot topping:- 1.the area between the water lines of a ship when fully loadedand when unloaded.2. A distinctive band of paint covering this area.

11. ESP: - ENHANCED SURVEY PROGRAM.Enhanced survey programme is a guideline for shipping companies andowners to prepare their ship for special surveys to maintain the safety of the shipwhile at sea or at port. A survey programme is to be prepared by the owner and is to

be submitted to the recognized authorities like classification societies, 6 months priorto the survey.A new chapter XI is added for special measures to enhance maritime safety under thisresolution. According to these guidelines, it has 2 Annexes:Annex A: Guidelines on enhance survey programme of inspection during surveyofbulk carrier.Annex B: Guidelines on enhance survey programme of inspection during survey ofoiltankers.

Each annex A & B has 9 chapters which are almost similar. The only dissimilaritiesbeing operational and constructional aspects of both type of vessels i.e. oiltankers andbulk carriers.

The chapters can be briefly described as:Chapter 1: General application, documentation onboard to be completed prior to theinspection which is to be served as basis for surveys.

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Chapter 2: Describes how Enhanced survey to be carried out during the periodicalsurveys along with timings and conduct of enhance surveys and requirements ofdry-docking.Chapter 3: Describes enhanced inspection carried out during annual surveys whichincludes cargo holds and tankpressure testing.Chapter 4: Deals with intermediate surveys in addition to the annual survey

requirements.Chapter 5: Discuss the needed preparation for surveys, condition and equipment forsurveys, access to the surveyed structure and conduct of survey at sea or at anchorChapter 6: Immediate and thorough repairs to damages and wastages.Chapter 7: Discuss the requirement of onboard documents supplied and maintained byowner that must be available to the surveyor and requirements for survey report file,supporting documents, review of document by surveyor.Chapter 8: Discuss the process of reporting and evaluation of survey, acceptabilityand continued structural integrity, a condition evaluation report of the survey andresults to be issued to the owner.Chapter 9: Reporting and evaluation of surveys, acceptable and continued structuralintegrity; a condition evaluation report of the survey and results to be issued to theowner.Allowable quantities of emission

12. SOx and NOx emission limitation. Describe methods to control NOx

emission.

Sulphur content in fuel at normal sea is 4.5% and for SECA region its 1%from 1st july 2010.Sox- 6.0g/kw hr;

Nox- 17.0g/kw hr 2000rpm

The methods to control NOx emission can be divided intoPrimary and secondary methodsPrimary method:-1. Reduce mass of scavenge air.2. Reduce combustion temperature.

Secondary methods:-1. Electronic fuel injection with micro processor control can control the combustion

process to reduce the emission levels significantly.2. Selective catalytic reduction system. (SCR).

y Mixing the exhaust gas with ammonia.

y Passing the resultant mixture through a catalytic reactor at a temperaturebetween 300-400 degC. The oxides are transformed to nitrogen.

13. Co2 bottle pressure testing(10Yrs) :- It is done hydraulically at a pressure of250 bar. for this test there is one container which is filled up with water(or any otherliquid)...at the bottom of the container there is a level gauge which indicates in m3how much volume of water is in the container.....after filling the container (not fully

but abt 3/4th of the volume of container) with liquid ,co2 bottle is put inside thecontainer....co2 bottle then completely filled up by the same liquid as that in the

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container and a small hose pipe is connected....one end of which is coupled to thehand p/p like used in hydraulic jacks and the other end is coupled to an arrangementwhich is fitted on top of the co2 cylinder..... after this is done the outer container issealed off only hose is allowed to pass through the container...the liquidtemperature,volume is noted down and then the hydraulic pressure is appliedslowly(hydraulic jack also contains the same liquid as in container and co2

bottle)...the pressure gauge connected shows the pressure inside the co2 bottle if co2bottle has lost its strength then at pressure of 250 bar the bottle will bulge out and theouter chamber liquid volume will increase...if the increase is more than 5% of theoriginal volume the co2 bottle will be discarded...if less than that it may be useddepending upon the surveyor present at the time of testing. normally mmd surveyourmay ask after that if pressure is released after testing wat will happen to the co2cylinder then tell them once it has bulged out it has lost its elasticity so cannot bemade of further use....

14. What is the difference between psc inspection and flag state inspection?

In a relationship to a ship Flag State is the country where the ship is registered andany other country visited by the ship is a Port State.Flag state control and port control are similar and both are concerned with propermaintenance of ship and equipment between surveys. In the case of port state controlif an intervention results, the officer carrying out the control is obliged to inform theconsult of the state whose flag state whose flag the ship is entitled to fly in writingfort with of all the circumstances in which intervention was deemed to be necessary.The question of such obligation does not arise in the case of flag state control whichhas all powers to deal with its own ships as necessary.When a country exercise control over a ship which is registered in that country suchcontrol in called flag state control. When such control is exercised on a ship in anothercountry it is called port state control. The aim is the same i.e. to ensure safe secureand efficient shipping on clean oceans. As promoted by I.M.O.

15. CAS (Condition assessment scheme)

It was adopted by a resolution of MEPC at its session. Adopted on 13 th April 2001.Annex to the resolution MEPC,94(46) gives full details.Requirement of the cas include enhanced and transparent verification of the reportedstructural condition of oil tanker in accordance with resolution A 744(18) andverification that the document survey procedure have been properly carried out andcompleted.CAS does not specify structural standards in excess of other IMO requirement but itdoes give certain requirement of the extent of close up inspection and thicknessmeasurement.The first cas survey is to be aligned to enhanced survey programme of inspection

(ESP) with the scheduled intermediate or renewal survey.Schedule and other notificationy Notification by company to the administration and recognized organization for

the survey (RO).not less than 8 months ahead of planned cas commencementdate.

y RO to issue questionnaire to the company on survey planning not less than 7months ahead of planned cas commencement date and advise company of anychanges to the maximum applicable structural corrosion diminution levelsapplicable to the ship.

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y Company to return completed questionnaire to RO with copy to administrationnot less than 5 months ahead of planned cas commencement date.

y Survey plan for the cas to be submitted by company to RO not less than 2months ahead of planned CAS commencement date with the copy to theadministration.

y Survey plan to be developed by company in cooperation with the RO ,administration may participate.

y Some of the documents required for the development of the survey plan are:a) Survey status

b) Structural plansc) Condition evaluation reportd) Thickness measurement reporte) Previous damages and repair donef) Cargo and ballast history last 3 yrsg) Description and history of coatings and corrosion protection system.h) Company inspection report- last 3 years.

y Prior to CAS survey meeting to be held between company, RO, thickness

measurement firm and master.y CAS to be carried out by not less than 2 exclusive surveyors of the RO asurveyor of the RO to be present during thickness measurement.

y Whenever any repairs are required a numbered list to be prepared.y Close up inspection and thickness measurement required are enhanced.y CAS survey report to be completed which to include photographs and

sketches.y Final CAS report to be submitted by the RO to administration without delay.y Statement of compliance to be submitted by administration to each ship as a

supplement to the IOPP certificate.

16. what is recognized organization?

1. RO means a Recognized Organization or other private body carrying outsurveys and issuing or endorsing Statutory Certificates of ships on behalf of a flagState.2. The RO responsibility is assessed only relating to detainable deficiencies thatare:(i) covered by a statutory certificate that has been issued or endorsed by the RO

with a date of survey; and(ii) the RO has carried out the last survey or verification audit for the relevant

certificate(s).3. A detainable deficiency is associated with the RO if it is:(i) a serious structural deficiency including corrosion, wastage, cracking and

buckling unless it is clear that the deficiency has occurred since the lastsurvey conducted by the RO; or(ii) a serious deficiency in equipment or non-structural fittings (such as fire main,

air pipes, cargo hatches, rails, masts etc.) AND it is less than 90 days sincethe last survey conducted by the RO, unless it is clear that the deficiency hasoccurred since the last survey conducted by the RO; or(iii) a serious deficiency in equipment or non-structural fittings which clearly

would have existed at the time of the last survey; or

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(iv) a serious deficiency associated with out-of-date equipment which was out-ofdate at the time of the last survey; or(v) a major non-conformity where there is clear evidence of a lack of effective

and systematic implementation of a requirement of the ISM Code AND thereis clear evidence that it existed at the last audit conducted by the RO. It mayalso include operational drills and operational control and there is clear

supporting evidence of failure.4. A detainable deficiency is not associated with the RO if it is:(i) The result of accidental or voyage damage;(ii) Missing equipment that is likely to h ave been stolen except when it is a large

quantity and the PSC inspection is taking place within 90 days since the lastsurvey conducted by the RO; or(iii) an expired certificate unless the certificate was improperly issued by the RO

Following a survey conducted on behalf of the flag State.

17. What is management review?

The company should carry out internal audits to verify whether safety and pollutionprevention activities comply with the sms.The company should periodically evaluate the efficiency of and when needed, reviewthe sms in accordance with the procedures established by the company.The audit and possible corrective action should be carried out in accordance with thedocumented procedures.Personnel carrying out audit should be independent of the areas being audited unlessthis is impracticable due to the size and nature of the company.The results of the audit and reviews should be brought to the attention of all personnelhaving responsibility in the area involved.The management personnel for the area involved should take timely corrective actionon deficiencies found.

18. ISM? Certificates-validity? Why we need to implement sms? Tacitacceptance?

International Safety Management (ISM) Code means the International ManagementCode for the Safe Operation of Ships and for Pollution Prevention as adopted by theAssembly, as may be amended by the Organization.

Safety management system means a structured and documented system enablingCompany personnel to implement effectively the Company safety and environmental

protection policy.Every Company should develop, implement and maintain a safety managementsystem which includes the following functional requirements:.1 a safety and environmental-protection policy;

.2 instructions and procedures to ensure safe operation of ships and protection of theenvironment in compliance with relevant international and flag State legislation;

.3 defined levels of authority and lines of communication between, and amongst,shore and shipboard personnel;

.4 procedures for reporting accidents and non-conformities with the provisions of thisCode;

.5 procedures to prepare for and respond to emergency situations; and

.6 Procedures for internal audits and management reviews.

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Tacit acceptance is now incorporated into most of IMO's technical Conventions. Itfacilitates the quick and simple modification of Conventions to keep pace with therapidly-evolving technology in the shipping world. Without tacit acceptance, it wouldhave proved impossible to keep Conventions up to date and IMO's role as theinternational forum for technical issues involving shipping would have been placed in

jeopardy.

19. Annex II discharge criteria:-

(1) The discharge into the sea of substances in Category A as defined in regulation3(1)(a) of this Annex or of those provisionally assessed as such or ballast water, tankwashings, or other residues or mixtures containing such substances shall be

prohibited. If tanks containing such substances or mixtures are to be washed, theresulting residues shall be discharged to a reception facility until the concentration ofthe substance in the effluent to such facility is at or below 0.1% by weight and untilthe tank is empty, with the exception of phosphorus, yellow or white, for which theresidual concentration shall be 0.01% by weight. Any water subsequently added to thetank may be discharged into the sea when all the following conditions are satisfied:(a) the ship is proceeding en route at a speed of at least 7 knots in the case of self-

propelled ships or at least 4 knots in the case of ships which are not self-propelled;(b) the discharge is made below the waterline, taking into account the location of theseawater intakes; and(c) the discharge is made at a distance of not less than 12 nautical miles from thenearest land in a depth of water of not less than 25 m.

(2) The discharge into the sea of substances in Category B as defined in regulation3(1)(b) of this Annex or of those provisionally assessed as such, or ballast water, tankwashings, or other residues or mixtures containing such substances shall be prohibitedexcept when all theFollowing conditions are satisfied:

(a) the ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at least 4 knots in the case of ships which are not self-propelled;(b) the procedures and arrangements for discharge are approved by theAdministration. Such procedures and arrangements shall be based upon standardsdeveloped by the Organization and shall ensure that the concentration and rate ofdischarge of the effluent is such that the concentration of the substance in the wakeastern of the ship does not exceed 1 part per million;(c) the maximum quantity of cargo discharged from each tank and its associated

piping system does not exceed the maximum quantity approved in accordance withthe procedures referred to in subparagraph (b) of this paragraph, which shall in nocase exceed the greater of 1 m3 or 1/3,000 of the tank capacity in m3;(d) the discharge is made below the waterline, taking into account the location of the

seawater intakes; and(e) the discharge is made at a distance of not less than 12 nautical miles from thenearest land and in a depth of water of not less than 25 m.

(3) The discharge into the sea of substances in Category C as defined in regulation3(1)(c) of this Annex or of those provisionally assessed as such, or ballast water, tankwashings, or other residues or mixtures containing such substances shall be prohibitedexcept when all theFollowing conditions are satisfied:

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(a) the ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at least 4 knots in the case of ships which are not self-propelled;(b) the procedures and arrangements for discharge are approved by theAdministration. Such procedures and arrangements shall be based upon standardsdeveloped by the Organization and shall ensure that the concentration and rate ofdischarge of the effluent is such that the concentration of the substance in the wake

astern of the ship does not exceed 10 parts per million;(c) The maximum quantity of cargo discharged from each tank and its associated

piping system does not exceed the maximum quantity approved in accordance withthe procedures referred toin subparagraph (b) of this paragraph, which shall in no case exceed the greater of 3m3 or 1/1,000 of the tank capacity in m3;(d) the discharge is made below the waterline, taking into account the location of theseawater intakes; and(e) the discharge is made at a distance of not less than 12 nautical miles from thenearest land and in a depth of water of not less than 25 m.

(4) The discharge into the sea of substances in Category D as defined in regulation3(1)(d) of this Annex, or of those provisionally assessed as such, or ballast water, tankwashings, or other residues or mixtures containing such substances shall be prohibitedexcept when all theFollowing conditions are satisfied:(a) The ship is proceeding en route at a speed of at least 7 knots in the case of self-

propelled ships or at least 4 knots in the case of ships which are not self-propelled;(b) Such mixtures are of a concentration not greater than one part of the substance inten parts of water; and(c) the discharge is made at a distance of not less than 12 nautical miles from thenearest land.

5) Ventilation procedures approved by the Administration may be used to removecargo residues from a tank. Such procedures shall be based upon standards developedby the Organization. Any water subsequently introduced into the tank shall beregarded as clean and shall not be subject to paragraph (1), (2), (3) or (4) of thisregulation.

(6) The discharge into the sea of substances which have not been categorized,provisionally assessed, or evaluated as referred to in regulation 4(1) of this Annex, orof ballast water, tank washings, or other residues or mixtures containing suchsubstances shall be prohibited.

20. ISPS, which certificate is issued under this, how it will be issued?This guideline describes the steps to be undertaken for issuing an International ShipSecurity Certificate (ISSC) to a ship upon verification of its security system and anyassociated security equipment covered by the relevant provisions of the ISPS Codeand SOLAS Chapter XI-2. The certification shall ensure that the security system andassociated security equipment of the ship fully complies with the Code and is inSatisfactory condition and fit for the service for which the vessel is intended.This guideline establishes the procedures for:Review and approval of Ship Security Plans

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Verification of compliance of ships with the requirements of part A of the ISPS Codeand SOLAS XI-2 and the approved Ship Security Plan issuance of ISSCs (includingInterim ISSCs)This procedure is to be used for issuing the ISSC when requested by a Company, aswell as when acting on behalf of the Administration during the mandatoryimplementation of the ISPS Code under SOLAS Chapter XI-2.

The scope of the verification carried out under these guidelines shall be restricted tothe requirements of SOLAS XI-2 and ISPS Code part A. If the MarSec Auditoridentifies potential deviations in compliance with other requirements, these shall becommunicated to the organization issuing the relevant certificates.

20. Garbage, Garbage Management Plan

Garbage: - it means all kinds of victual, domestic and operational waste excluding fishand parts thereof generated during normal operation of the ship and liable to bedisposed of continuously and periodically except those substance which are defined orlisted in other annex to the present convention.Disposal of garbage outside special areasa) the disposal into sea of all plastics, including but not limited to synthetic ropes,synthetic fishing nets and plastic garbage bags is prohibited;

b) the disposal into the sea of the following garbage shall be made as far aspracticable from the nearest land but in any case its prohibited if the distance betweennearest land is less than:

1. 25 nautical miles for dunnage , lining and packing material which will float.2. 12 nautical miles for food waste and all other garbage including paper

products, rags, glass, metal, bottles, crockery and similar refuse.c) disposal into the sea of garbage specified in the subparagraph b(2) of this regulationmay be permitted when it has passed through a comminuter or grinder and made as

practicable from the nearest land is less than 3 nautical miles. Such comminuted orground garbage shall be capable of passing through screen with opening no greater

then 25mm.Garbage management plan:Every ship of 400 gross tonnage and above and every ship which is certified to carry

15 person or more shall carry a garbage management plan which the crew shallfollow. This plan shall provide written procedures for collecting, storing, processingand disposing of garbage, including the use of the equipment onboard. It shall alsodesignate the person in charge of carrying out the plan. Such a plan shall be inaccordance with the guidelines developed by the organization and written in theworking language of the crew.

21. SOPEP, how does u come to know that this SOPEP manual is for your ship

only?

The shipboard oil pollution emergency plan in required to be provided to the shipunder regulation 37 of annex I to the marpol 73/78.Sopep is compulsory for all ships of 400 tons gross tonnage and above for oil tankerof more than 150GT.The plan consists of 4 sections with the mandatory contents and its appendices with

additional information as contact addresses and data plus a set of certain drawings foreasy reference to the master. Sopep is tailored carefully to the particular ship andcompany procedures and policies. Specific instruction should be incorporated to ship

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type, purpose and company requirement. Especially for tankers, action in regard to thecargo tanks and cargo handling to be included in the instructions.The contents of the plan have to be fully in line with instructions given by thecompany within ISM safety management manual.

22. What all things v cannot incinerate onboard?

Incineration of certain products, such as, contaminated packing materials andPolychlorinated biphenyls (PCBs) are prohibited.

23. Why it is imp to run ship on slow speed in shallow water? What happens if

runs on high sped?

It is important to run the ship in shallow water in slow speed because of squattingeffect. Squatting effect is the hydrodynamic phenomenon by which a vessel movingquickly through shallow water creates an area of lowered pressure under its bottomthat causes the ship to squat lower in the water than would otherwise be expected.This is due to reduction in buoyancy caused by lower hydrodynamic force created byflow induced pressure. It can load lead to unexpected grounding and handlingdifficulties.This phenomenon is caused by hydrodynamic effects between the hull of the ship andthe sea floor. Squat effect is approximately proportional to the square of the speed ofthe ship. S.E. directly proportional to V2 . Therefore reducing the speed by half thesquat is reduced by factor of four.This phenomenon is caused when water should be normally flow under the hullencounters resistance due to the close proximity of the hull to the sea bed. This causesthe water to move faster especially under water to move faster especially under the

bow of the ship, creating a low pressure area. This counteracts the force of buoyancycausing the vessel to dip downward the bow of the ship, creating a low pressure area.This counteracts the force of buoyancy causing the vessel to dip towards the bow. Thereduced pressure on the bottom of the boat sucks the boat slightly downward until the

increased displacement counteracts the force generated by reduced pressure.

24. Boiler uptake & exhaust firesshut down the boiler and/or main enginespray the external surfaces in the way of the fire with water to keep the temperaturedownclose necessary dampers and boiler change valve to exclude air from fireprotect essential electrical and other equipment below the fire zone against waterdamagecontinue cooling until it is considered safe to open the economizer for examinationand thorough cleaning on the fire side

25. Dry chemical powder:-Technical data

y BIS -2171/1999y made of mild steel -5kg -1.6mm & 10kg-2mmy inner coating epoxy paint 0.5mmy neck ring diameter -45mmy neck ring length -16mmy vent hole-3 nos (2.5mm each)

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y cartridge holder female left hand thready piercing mechanism length stroke-7mmy port holes -2 nos at inner cage bottom tube 3.5mm each capsuled by rubber

band.y High pressure discharge hose- for 5kg 30 cms long with 1cms dia and for 10kg

50 cms with 1.25 cm dia.y High pressure discharge tube connected with spring loaded squeeze grip

discharge nozzle.y Expansion space 5:1y Filled with 10kg of recommended dcp powder.y Co2 gas cartridge as BIS 4947/1985-FOR 5KG 120Gms and for 10kg -200

gmsy Discharge time for 85% of the content for 5kg -22 secs and for 10 kg 30

secs.y Effective length of jet-for 5kg -4 meters and for 10kg-6 meters.y Hydraulic pressure testing -17.5 kg/cm2y Static/working pressure-15kg/cm2y Bursting pressure -45kg/cm2y Capacity available -1kg, 2kg, 5kg and 10 kg.

26.Ship Shore ISM/ISPS Drill Pack includes: Introduction to the drill Scenario Guidelines to the DPA or CSO for the drill preparation Guidelines to Master/Safety or Security Officer for proper drill execution Sample Scenario Sample office records Sample messages to be exchanged to and from the vessel Flag notification of safety/security incident Drill evaluation guidelines

For ISM Purposes (Full scale scenarios) Scenario No 1 : Steering Failure, Grounding, Flooding, Pollution Scenario No 2 : Man Over board, Search & rescue, Cargo Shifting, Excessive List,Abandon Ship Scenario No 3 : Power Failure, M/E Failure, Collision, Fire Scenario No 4 : Fire, Rescue from Enclosed Space, Injury, Helicopter OperationsFor ISPS Purposes (Full scale scenarios) Scenario No 5 : Bomb Threat Scenario No 6 : Piracy

Scenario No 7 : Hijacking Scenario No 8 : StowawaysIn that respect ALL vessels may conduct ONE full scale drill every Quarter and thusensure all drills an annual basis.

27. Define bulk carrier, general cargo ship

(i) If a ship is primarily designed to carry dry cargoes in bulk, that is, it is designed inthe first instance around dry bulk cargoes, then it should be designated a bulk carrierand comply with the pertinent requirements of SOLAS including chapter XII.

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Bulk carrier it is a ship which is constructed generally with single deck top sidetanks and hopper side tanks in cargo spaces and is intended to carry dry cargo in bulkand includes such types are ore carrier and combination carrier.

(ii) When a ship is primarily designed to carry other cargoes, for example designedaround containers and break bulk, and only occasionally carries dry bulk cargo then it

is not appropriate to use the bulk carrier designation. However, any additional risksassociated with the carriage of dry bulk cargoes in such a ship should be identifiedand appropriately regulated.

28. Paint lockers shall be protected by:a. A carbon dioxide system, designed to give a minimum volume of free gas equal to40% of the gross volume of the protected space; or

b. A dry powder system, designed for at least 0.5 kg powder/m3; orc. A water spraying or sprinkler system, designed for 5 l/m2 min. Water sprayingSystems may be connected to the fire main of the ship; ord. The fitting of a portable fire extinguisher immediately outside the entrance to thePaint locker. The number of portable extinguishers is to be adequate to the size ofthe paint locker as determined by the Recognized Organization.

Note: In any case, the system shall be operable from outside the protected space.

29. Cross Curves of Stability

The results of the righting arm calculations for a ship are plotted as a set of crosscurves known as cross curves of stability. These curves are used to determine thelength of the righting arm at any angle of inclination for a given displacement. Atypical set of cross curves is shown in Figure 7.2. The range of displacements overwhich cross curves have been determined is from the light ship displacement at the

lower end to a displacement usually well above the load displacement, so that stabilitycan be assessed at deep draughts associated with potential flooding situations.

Since the centre of gravity is a function of loading condition the basis of the crosscurves is taken as a fixed point, such as the keel (K). Then the righting arm is

In the preparation of cross curves of stability, certain assumptions have been made, asfollows;

The ships centre of gravity remains fixed at the pole point, or assumed centre of

gravity, regardless of the angle of heel.The ships hull, consisting of the bottom, sides, and weather deck, is assumed to be

perfectly watertight.Superstructures and deckhouses above the weather deck are normally assumed to benon watertight. Any actual water tightness of such structures, maintained by the

proper closure of watertight doors, will provide a margin of safety of additional intactstability beyond that indicated by the cross curves at angles of heel that immerse thestructures in question.

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Adjustments are made to account for the volumes and moments of immersedappendages such as rudder, propellers, sonar domes, etc., and freely flooding spaceslike large sea chests.

Figure 7.2. Typical cross curves of stability

KN cross curves of stabilityIt has already been shown that the Stability Cross Curves for a ship are constructedby plotting the righting levers for an assumed height of the centre of gravity above thekeel. In some cases the curves are constructed for an assumed KG of zero. The curvesare then referred to as KN curves, KN being the righting lever measured from thekeel.To obtain the righting levers for a particular displacement and KG the values of KNare first obtained from the curves by inspection at the displacement concerned. Thecorrect righting levers are then obtained by subtracting from the KN values acorrection equal to the product of the KG and sin heel.

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30. The angle of vanishing stability is the angle of heel at which the rightinglever returns to zero, or is the angle of heel at which the sign of the rightinglevers changes from positive to negative.

31. Angle of LOLL- If the vessel is initially unstable it will either capsize or heel to

the angle of loll . At this angle of loll the vessel does not tend to return to the uprightor incline to a greater angle. The righting lever is therefore zero.

32. What is the stiffening member of tst?

Topside tank is generally stiffened internally by longitudinal framing supported bytransverses. Transverses are arranged in line with the end of the main cargohatchways.

33. According to MARPOL ANNEX 1- wat is the arrangement for discharging

bilges in tanker. Limitations of the arrangement.

From a ship of 400 tons gross tonnage and above other than an oil tanker and frommachinery space bilges excluding cargo pump room bilges unless mixed with oilcargo residue :

y The ship is not within special area.y This ship is proceeding en routey The oil content of the effluent without dilution does not exceed 15 parts per

million.y The filtering system is equipped with a stopping device which will ensure that

the discharge is automatically stopped when the oil content of the effluentexceeds 15 parts per million.

Control of discharge of oil(1) Subject to the provisions of regulations 10 and 11 of this Annex and paragraph (2)of this regulation, any discharge into the sea of oil or oily mixtures from ships to

which this Annex applies shall be prohibited except when all the following conditionsare satisfied:(a) for an oil tanker, except as provided for in subparagraph (b) of this paragraph:(i) the tanker is not within a special area;(ii) the tanker is more than 50 nautical miles from the nearestland;(iii) the tanker is proceeding en route;(iv) the instantaneous rate of discharge of oil content does not exceed 30 litres pernautical mile;(v) the total quantity of oil discharged into the sea does not exceed for existing tankers1/15,000 of the total quantity of the particular cargo of which the residue formed a

part, and for new tankers 1/30,000 of the total quantity of the particular cargo of

which the residue formed a part; and(vi) the tanker has in operation an oil discharge monitoring and control system and aslop tank arrangement as required by regulation 15 of this Annex.

34. P&A manual. Procedures & Arrangements (P&A) Manual

We will ensure:y Full Regulatory compliance with national and International legislationy Real life documentation addressed to senior officers and crew onboard

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y Training Program and support providedy Full integration of any client specific requirements

Initiative Contentsy Requirements of MARPOL 73/78 Annex IIy Description Of The Ship's Equipment And Arrangementsy Cargo Unloading Procedures And Tank Strippingy Procedures Relating To The Cleaning Of Cargo Tanks, The Discharge Of

Residues, Ballasting And Deballastingy Information And Procedures

Benefits:y Flag/Class Approved documentationy Real life approachy Full support provided after development in line with our Document Support

Policy

35. What is void space?

Void space is an enclosed space in the cargo area external to a cargo tank other than

a hold space, ballast space, oil fuel tank, cargo pump room, pump room, orany space in normal use by personnel.

36. What additional certificate is carried on product tanker other than crude oil

tanker?

y International pollution prevention certificates for the carriage of noxious liquidsubstance in bulk

y Cargo record booky Procedure and arrangement manualy Shipboard marine pollution emergency plan for noxious substances.

37. Additional certificate to carry other than normal certificate for gas carrier.

y Certificate of fitness for the carriage of liquefied gases in bulk. (GC code)y International certificate for the carriage of liquefied gas in bulk. (IGC code)

The code is mandatory under chapter VII of solas 1974 for gas carrier constructed onand after 1st July 1986.

38. Damage stability criteria applicable to bulk carriers as per solas chapter 12?

Damage stability requirements applicable to bulk carriers1 Bulk carriers of 150 m in length and upwards of single-side skin construction,designed to carry solid bulk cargoes having a density of 1,000 kg/m3 and above,constructed on or after 1 July 1999, shall, when loaded to the Summer Load Line, beable to withstand flooding of any one cargo hold in all loading conditions and remain

afloat in a satisfactory condition of equilibrium, as specified in paragraph 4.2 Bulk carriers of 150 m in length and upwards of double-side skin construction inwhich any part of longitudinal bulkhead is located within B/5 or 11.5 m, whichever isless, inboard from the ships side at right angle to the centerline at the assignedSummer Load Line, designed to carry solid bulk cargoes having a density of 1,000kg/m and above, constructed on or after 1 July 2006, shall, when loaded to theSummer Load Line, be able to withstand flooding of any one cargo hold in all loadingcondition and remain afloat in a satisfactory condition of equilibrium, as specified in

paragraph 4.

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3 Bulk carriers of 150 m in length and upwards of single-side skin construction,carrying solid bulk cargoes having a density of 1,780 kg/m3 and above, constructed

before 1 July 1999 shall, when loaded to the Summer Load Line, be able to withstandflooding of the foremost cargo hold in all loading conditions and remain afloat in asatisfactory condition of equilibrium, as specified in paragraph 4. This requirementshall be complied with in accordance with the implementation schedule specified in

regulation 3.4 Subject to the provisions of paragraph 7, the condition of equilibrium after floodingshall satisfy the condition of equilibrium laid down in the annex to resolutionA.320(IX), Regulation equivalent to regulation 27 of the International Convention onLoad Lines, 1966, as amended by resolution A.514(13). The assumed flooding needonly take into account flooding of the cargo hold space. The permeability of a loadedhold shall be assumed as 0.9 and the permeability of an empty hold shall be assumedas 0.95, unless permeability relevant to a particular cargo is assumed for the volumeof a flooded hold occupied by cargo and a permeability of 0.95 is assumed for theremaining empty volume of the hold.5 Bulk carriers constructed before 1 July 1999 which have been assigned a reducedfreeboard in compliance with regulation 27(7) of the International Convention onLoad Lines, 1966, as adopted on 5 April 1966, may be considered as complying with

paragraph 2 of this regulation.6 Bulk carriers which have been assigned a reduced freeboard in compliance with the

provisions of paragraph (8) of the regulation equivalent to regulation 27 of theInternational Convention on Load Lines, 1966, adopted by resolution A.320(IX), asamended by resolution A.514(13), may be considered as complying with paragraphs 1or 2, as appropriate.7 On bulk carriers which have been assigned reduced freeboard in compliance withthe provisions of regulation 27(8) set out in Annex B of the Protocol of 1988 relatingto the International Convention on Load Lines, 1966, the condition of equilibriumafter flooding shall satisfy the relevant provisions of that Protocol.

39. Starting requirements for emergency generator as per SOLAS

Where the emergency source of electrical power is a generator, it shallbe:.1 driven by a suitable prime mover with an independent supply of fuel having aflashpoint (closed cup test) of not less than 43C;.2 started automatically upon failure of the electrical supply from the main source ofelectrical power and shall be automatically connected to the emergency switchboard;those services referred to in paragraph 4 shall then be transferred automatically to theemergency generating set. The automatic starting system and the characteristic of the

prime mover shall be such as to permit the emergency generator to carry its full ratedload as quickly as is safe and practicable, subject to a maximum of 45 s; unless a

second independent means of starting the emergency generating set is provided, thesingle source of stored energy shall be protected to preclude its complete depletion bythe automatic starting system; and .3 provided with a transitional source of emergencyelectrical Power.The emergency generator and its prime mover and any emergency accumulator

battery shall be so designed and arranged as to ensure that they will function at fullrated power when the ship is upright and when inclined at any angle of list up to22.5deg or when inclined up to 10deg either in the fore or aft direction, or is in anycombination of angles within those limits

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40. Anchor and chain inspections in dry dock.y Thickness measurement of chain links..Visual inspection of anchor and

Chains. locking arrangement of bitter end with chain....y All links shall be inspected and slack studs or missing lead pellets identified.

and also marking on shackles will be re paintedy Cable is ranged and inspected visually for any damage or hairline fractures by

hammering each link.y If any part of the cable is corroded and worn more than 10% of diameter then

it should be renewed.y Anchor is changed end to end- all parts of the cable experience equivalent

stresses over the years.y Remarking of the cable.y Overhauling of the bitter end.

41. Anniversary date: means the day and the month of each year which willcorrespond to the date of expiry of the International Oil Pollution Prevention

Certificate.

42. Nearest land:- The term from the nearest land means from the baseline fromwhich the territorial sea of the territory in question is established in accordance withInternational law.

43. Intact stability: - the vessel is in normal operational configuration. The hull isnot breached in any compartment. The vessel will be expected to meet variousstability criteria such as GM (metacentric height) area under the GZ (righting lever)curve , range of stability, trim etc.Additional criteria for passenger vessels1. the angle of heel on account of crowding of passenger should not exceed 10 deg.

2. the angle of heel on account of turning should not exceed 10deg by the formula.M= v2c/Rg X (Kg-D/2)

M- heeling momentV- service speedc-displacementd- mean draftkg-weight of centre of gravityg-const of gravityR-radius of turning circle.

44. Damage stability booklet explain?

Damage Stability Booklet

Reg. 25 Ch II 1 of SOLAS deals with subdivision & damage stability of CargoShips.Reg.25-8: Master shall be supplied with such reliable information so as to have raid &simple means to obtain accurate guidance as to stability under varying conditions ofservice.Information to include1. Minimum operational GM Vs Draft maximum allowable KG Vs Draft2. Instructions regarding Cross-flooding Arrangements.

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3. Data & aids necessary to maintain Stability after Damage4. On the bridge following to be availablea) Details of W/T compartments

b) Closing arrangements/controlsc) Control of list due to floodingOther statutory instruments viz MARPOL. LL rules etc also talk about damage

stability & survivability. Reg. 25-1 of SOLAS states, If any ship complies withdamage stability requirements of any other instrument (under Organization) then sheneed not comply to SOLAS requirements.

45. what is day light signal lamp?A signal lamp (sometimes called an Aldis lamp, named after Arthur C. W. Aldis whoinvented a widely used design) is a visual signaling device foropticalcommunication (typically using Morse code). Modern signal lamps are a focusedlamp which can produce a pulse of light. This pulse is achieved by opening andclosing shutters mounted in front of the lamp, either via a manually-operated pressureswitch or, in later versions, automatically. The lamps were usually equipped withsome form ofoptical sight,full details-difference in load line marking??

while lowering the l/bt when the brake handle is lifted the l/bt fell down straight intowtr instead of lowered by steady speed. what may be practical acceptable reason?Ship's different portion is made in different shipyard. How they brought together andmake in one piece and where it is done? Explain the process in detail.

46. Inclining Experiment

Objective

The purpose of a stability test is to determine the lightship parameters of a vessel,from which the stability characteristics can be determined for each condition ofloading, principally:

y Lightship displacement of the vessel;

y Longitudinal centre of gravity; and

y Vertical centre of gravity.

Definitions

For the purpose of this Annex, the following shall apply:

Lightship

Displacement() is the quantity of water displaced by the vessel expressed in tonnes(1 tonne = 1000kg). 1

Freeboardis the vertical distance from the water surface to the upper surface at sideof deck.

1 The volume of water displace in cubic metres would be multiplied by 1.o25 if floating in sea waterbut since the density changes depending upon the place the experiment is conducted, the density mustalso be measured at the time of the experiment..

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Transverse Metacentre If a vessel is inclined transversely through a small angle, thecentre of buoyancyB will move slightly from the middle to towards the side, sayB2 Averticle line through B 2 will cut the vertical centre line at the point M, the transversemetacentre.

Metacentric HeightGM in any condition of loading is the distance between the

transverse metacentre and the centre of gravity of the vessel, in the condition ofloading under consideration.

Preparationfortheexperiment

Inspection

The vessel must be inspected and notes made of the distribution and weight of anytemporary material or equipment on board that can not be removed at the time. Alltanks should be inspected to ensure that they are empty. This should not present theinspector with a problem if the vessel is a new vessel at delivery stage. However, ifthe vessel is operational, if it is not possible to empty the tanks, they should be toppedup to ensure that there would be no free surface effect during the experiment.

Oil in crankcases and hydraulic oil systems are acceptable, but the levels in oilreservoirs should be carefully controlled.

The bilge should be dry as should all ballast spaces.

The vessel should be on an even keel. If it is not, weights can be added and theirposition recorded both horizontally and vertically (and of course, the actual weightrecorded).

Mooring

Since the weather must be good, sea flat calm and no wind, light mooring lines shouldbe used. Ensure that moorings are not so tight that they restrict vessel movement. The

vessel must be well clear of the quay and should not be in danger of touching thebottom during the experiment.

Measurement of freeboard

The measurement of the freeboard is most important. The measurements should bemake from a small boat or skiff and without touching the vessel in a way that wouldcause it to roll or pitch. Anyone on board should stay on the centre line and not moveabout.

Pendulum arrangement

If it is not possible to have more than one pendulum due to the size of the vessel, it

should be located as close to amidships as possible and on the centerline.The pendulum should not be too short otherwise it would be difficult to accuratelymeasure the deflection. Even in a small vessel it should not be less than 2 metres inlength, but the longer, the better. The intention is to get a reasonable measurement atsmall angles of heel (not less than 2and not more than 4.The longer the pendulum the longer the measuring board. The position of the centremark "0" is important and if a metre stick or ruler is used, ensure that the zero markselected will not cause confusing when measuring Port and Starboard measurements.

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Alternatively, a piece of paper can be pinned to the board and marked accordingly;this if fact provides more substantive evidence of the experiment.

The weight at the end of the pendulum should lie within a damping liquid. The mosteffective is to use a tray filled with light lubricating oil placed below the measuring

board.

Provision of weights/weight measurement

Suitable weights should be selected that are easily moved by one or two persons andthey should ideally, be equal in weight. It is possible to use persons for this purpose

provided that they are each weighed and the when they are asked to move, they do soin sequence. The position of the weights (or persons) should be marked on the deckand the measurements from the centre line recorded.

Experiment

Vessel Name Place . Date.. Time

.Water density .............................

Moving weights to Port Center Moving weights to Starboard

0/4 0/3 0/2 0/1 =/- 0 =/- 0/1 0/2 0/3 0/4

1 / 4 1 / 3 1 / 2 1/1 +/- 1/0 +/- 1/1 1 / 2 1 / 3 1 / 4

2/4 2/3 2/2 2/1 +/- 2/0 +/- 2/1 2/2 2/3 2/4

Officer in charge .........................................................................

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Phase 1

The key points of referencedemonstrated in figure 1 all lie oneunder the other. These are:

y K Point at the keel

y B Centre of buoyancy

y C Centre of gravity

y M Metacentre

The height KB can be obtained fromthe displacement tables.2

With the vessel steady (no movementof persons on board) record themeasurement or mark the zero point inline with the pendulum. Call thisExperiment 0

Move weight A from the Port side tothe Starboard side over weight C Ifweights are moved by hand, ensure

that the carriers go back to the centreline and remain still.

When the vessel settles, mark theposition of the pendulum line 1 ormeasure the deflection and write theresult in the log.

This is useful to detect any problems inthe exercise. Call this Experiment 1.

Move weight B to the Starboard sideover weight D. When the vessel issteady, mark the position of the

pendulum. At this point, the angle of

2 In some cases it may be necessary to liftlines from the vessel prior to inclining thevessel in order to develop the displacementtable.

inclination must not be more than 4(preferably about 3)

Call this Experiment 2.

Figure 1

Theincliningtest

G

M

B

Figure 2

A B C D

Experiment 0

Figure 3

AB

C D

Experiment 1

Figure 5

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BA

C D

Experiment 2

inclination must not be more than 4

(preferably about 3)


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Figure 6

Theincliningtest

G

B

M

Z

Figure 7

A B C D

Experiment 3

Figure 8

C

A B

D

Experiment 4

A B

C D

Experiment 5

The position of the key referencepoints now differ from Figure 1.

B and C are no longer in line and therighting lever G Z can be clearly seen.

Move weights A and B back to thetheir original positions on the Port sideand when all is steady, mark the

position of the pendulum 4 which is

Zero but it may not coincide with theoriginal Zero position (or enter themeasurement in the log).

Call this Experiment 3

Move the weight C and to the Portside and place it over weight A.When settled, mark the position No. 5

or enter the measurement in the log.

As before, this will help to determine ifthere are any problems occurring dueto wind, touching bottom etc. Call thisExperiment 4.

Place weight D over weight B andwhen all ism settled, mark the board

No. 6 or enter the distance moved from

the new Zero position in the log.


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Move weights C and D back totheir original positions on theStarboard side. Mark the new Zero

position if not the same as before orenter the distance moved by the

pendulum from position No. 6.


Repeat the movement of the weights atleast three times making sure that thenext set of marks are clearly separatedfrom the first sequence and always

being careful to record the correct Zeroposition.

The freeboard must be measured. Thisshould be done as accurately as

possible and patience is required,particularly if the water tends to lap theside of the hull. The key points are:

y ford

y amidships P and S

y aft.

At the same time, the draft can bemeasure and this will provide a checkon the accuracy of the draft marks.

Figure 8

A B C D

Distancebetweenweights

Pendulumlength

Deviation

W LFreeboard

Experiment 6

Figure 9

Base line

Water line

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Tangent

2

1

Healing moment

3 6

4

5

In the example given in the description of the inclining experiment, two weights per sideare used but in practice 3-4 aside would be common and for small vessels, probably 3persons per side. If the healing moment is calculated for each change of weight, the resultcan be plotted on a graph. If all is well, after all weights have been moved (and resultsplotted) the line through the plots should be reasonably straight. If not, the reasons couldbe too strong a wind or touching the bottom or the moorings are having an effect. Unlessthe fault is cured, the experiment should be abandoned.

Calculation

In the experiment described above, (drawn from an actual experiment) the following datawas logged:

Weight moved (w) The four weights used measure 87...kg eachDistance moved by the weight. (d) 2.708

Length of pendulum (l) 1.690 m

Displacement 29.579 Tons

The deflection of the pendulum being recorded as follows:

Experiment No. Measurement frommetre stick on baton

Deflection of Pendulum

0 100 0

01 113 13 mm weight A to B

02 129 16 mm weight B to D

03 97 32 weights A+B returned to Port sidepositions (2 moves)

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04 80 17 mm weight C to

05 68 12 mm weight D to B

06 97 29 mmweights C +D returned toStarboard side (2 moves)

Total deflection 119mm Mean deflection 14.874mm

To obtain GM

Solving for GM: GM = .w x. d

( tanU

or

GM =w x d x l

Note that KM is constant for a particular draft and can be obtained from the vesselscurves of form and GM is obtained from the experiment noting also that KG = KM - GM

Thus to find the GM from the experiment given in the example,

GM = 87.23 x 2.708 x 1.69

29597 x 0.014874

Thus, GM = 0.907 m

47. Describe the stretcher u had in your last ship? What is the name of that stretcher??

Neil Robertson stretcher.

48. 7. Annex VI tell all latest amendments from 2011.Greenhouse Gas Emissions. 2011 Amendments to MARPOL Annex VI introducedmandatory measures to reduce emissions of greenhouse gases (GHG). The Amendmentsadded a new Chapter 4 to Annex VI on Regulations on energy efficiency for ships.NOx emission limits are set for diesel engines depending on the engine maximumoperating speed (n, rpm), as shown in Table 1 and presented graphically in Figure 1. TierI and Tier II limits are global, while the Tier III standards apply only in NOx EmissionControl Areas.

Table 1. MARPOL Annex VI NOx Emission Limits

Tier DateNOx Limit, g/kWh

n < 130 130 n < 2000 n 2000

Tier I 2000 17.0 45 n-0.2 9.8

Tier II 2011 14.4 44 n-0.23 7.7

Tier III 2016 3.4 9 n-0.2 1.96

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In NOx Emission Control Areas (Tier II standards apply outside ECAs).

Tier II standards are expected to be met by combustion process optimization. Theparameters examined by engine manufacturers include fuel injection timing, pressure,and rate (rate shaping), fuel nozzle flow area, exhaust valve timing, and cylinder

compression volume.Tier III standards are expected to require dedicated NOx emission control technologiessuch as various forms of water induction into the combustion process (with fuel,scavenging air, or in-cylinder), exhaust gas recirculation, or selective catalytic reduction.Sulfur Content of FuelAnnex VI regulations include caps on sulfur content of fuel oil as a measure to controlSOx emissions and, indirectly, PM emissions (there are no explicit PM emission limits).Special fuel quality provisions exist for SOx Emission Control Areas (SOx ECA orSECA). The sulfur limits and implementation dates are listed in Table 2 and illustrated inFigure 2.

Table 2. MARPOL Annex VI Fuel Sulfur Limits

DateSulfur Limit in Fuel (% m/m)

SOx ECA Global

2000 1.5% 4.5%

2010.07 1.0%

2012 3.5%

2015 0.1%

2020a 0.5%

a - alternative date is 2025, to be decided by a review in 2018Heavy fuel oil (HFO) is allowed provided it meets the applicable sulfur limit (i.e., there isno mandate to use distillate fuels).Alternative measures are also allowed (in the SOx ECAs and globally) to reduce sulfuremissions, such as through the use of scrubbers. For example, in lieu of using the 1.5% Sfuel in SOx ECAs, ships can fit an exhaust gas cleaning system or use any othertechnological method to limit SOx emissions to 6 g/kWh (as SO2).Greenhouse Gas EmissionsMARPOL Annex VI, Chapter 4 introduces two mandatory mechanisms intended toensure an energy efficiency standard for ships: (1) the Energy Efficiency Design Index(EEDI), for new ships, and (2) the Ship Energy Efficiency Management Plan (SEEMP)for all ships.The EEDI is a performance-based mechanism that requires certain minimum energyefficiency in new ships. Ship designers and builders are free to choose the technologies tosatisfy the EEDI requirements in a specific ship design.The SEEMP establishes a mechanism for operators to improve the energy efficiency ofships.

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The regulations apply to all ships of and above 400 gross tonnage and enter into forcefrom 1 January 2013. Flexibilities exist in the initial period of up to six and a half yearsafter the entry into force, when the IMO may waive the requirement to comply with theEEDI for certain new ships, such as those that are already under construction.Other Provisions

Ozone Depleting Substances. Annex VI prohibits deliberate emissions of ozone depletingsubstances, which include halons and chlorofluorocarbons (CFCs). New installationscontaining ozone-depleting substances are prohibited on all ships. But new installationscontaining hydro-chlorofluorocarbons (HCFCs) are permitted until 1 January 2020.Annex VI also prohibits the incineration on board ships of certain products, such ascontaminated packaging materials and polychlorinated biphenyls (PCBs).

Compliance. Compliance with the provisions of Annex VI is determined by periodicinspections and surveys. Upon passing the surveys, the ship is issued an InternationalAir Pollution Prevention Certificate, which is valid for up to 5 years. Under the NOxTechnical Code, the ship operator (not the engine manufacturer) is responsible for in-use

compliance.

49. MECHANISMOFNOxFORMATIONINDIESELENGINESNitrogen is normally an inert gas. At the temperatures of the burning fuel spray,

(about 2000K to 2500K) the nitrogen in the air is no longer inactive and some willcombine with oxygen to form oxides of nitrogen. Initially mostly nitric oxide (NO) isformed. Later, during the expansion process and in the exhaust, some of this NO willconvert to nitrogen dioxide (NO 2) and nitrous oxide (N2O ), typically 5% and 1% ,respectively, of the original NO.The mix of oxides of nitrogen is called NOx.The reactions involving oxides of nitrogen are slower than the reactions involved in

oxidation of the fuel, so oxides of nitrogen formation mainly takes place in the hightemperature burnt gas which arises from the combustion process. The rate of reaction iscontrolled by the concentration of oxygen and the temperature. The temperaturedependence is exponential. NO formation rate can increase by a factor of 10 for every100K temperature rise.Thus, NOx formation depends on the temperature of the burnt gas, the residence time ofthe burnt gas at high temperature and the amount of oxygen present. The burnt gas arisingfrom the part of the combustion which occurs before peak pressure is compressed due tothe rising pressure in the combustion chamber. This means it remains at hightemperatures for a long time compared with the burnt gas from the later stages ofcombustion.

This allows more time for NO to form. Slow speed engines produce more NOx thanmedium speed engines because the combustion process spans a longer time period sothere is more time available for NO formation.

Three Phases of Combustion

Combustion in diesel engines can be divided into 3 different phases. The first phaseinvolves evaporation and mixing of the early injected fuel with the air in the cylinder.During this phase, certain pre-reactions occur prior to actual combustion. During this

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delay period, fuel air mixture is forming continuously. As soon as the actual combustionstarts, the fuel air mixture formed during the delay period ignites and burns rapidly, as itis already mixed and ready to burn. This is the second phase of combustion or premixedphase, which typically produces the highest pressure rise rates. After this pre-mix of fueland air formed during the delay period is consumed, the combustion rate becomes

controlled by the rate of evaporation and mixing of the fuel and air. This is the thirdphase or diffusion controlled phase.The length of the delay period is a function of the fuel ignition characteristics and thetemperature in the combustion chamber. Reducing the length of the delay period reducesthe amount of fuel consumed in the second phase. The length of the delay period isbasically independent of engine speed, so the proportion of total fuel injected during thedelay period is greater in medium speed diesels than in slow speed diesels. The secondphase of combustion involves high temperatures and pressures because the combustionrate is high. Also, because it happens early in the combustion process the burnt gas fromthis phase will remain at high temperatures for a relatively long time due to furthercompression by the rising cylinder pressure. This phase is likely to produce high NOx

concentrations and is more important in medium speed engines.

50. What factors decide when and from where to enter in machinery space after co2

total flooding?

Re-entry is determined bya. heat build up due to the scale of fire and the elapsed time after the release.b. has the fire been extinguished or chances of a smoldering fire exists.c. ships position , condition and the prevailing weather (ship may be listing to angle ofprogressive flooding etc)d. the location of the entry point

e. risk analysis outcome.

51. Emergency fire location.Forward (but aft of collision bulkhead), tunnel, steering gear flat.(bow thruster

space).All areas allow pump to be operated if the engine room cannot be entered. The rulestipulates fire in one compartment should not pull the fire pumps out of order.The arrangement of sea connection, fire pump and their source of power shall be as toensure that-

1. in passenger ships of 1000 gross tonnage and upwards in the event of a fire inany compartment , all the fire pumps will not be put out of action and

2.

in passenger ship of less than 1000 GT and in cargo ships if a fire in any onecompartment could put all the pumps out of action, there shall be an alternativemeans consisting of an emergency fire p/p complying with the provision of thefire safety system code with its source of power and sea connection locatedoutside the space where the main fire pump or their source of power arelocated.

For emergency fire pump

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The space containing the fire pump shall not be contiguous the boundaries of machineryspaces of category A or those space containing main fire pumps. Where there is notpracticable the common bulkhead between the two spaces shall be insulated to a standardof structural fire protection equivalent to that required for a control station.52. Oxygen analyzer

The main property of oxygen which helps in its detection and measurement of itspercentage in the given sample of air is that of Para-magnetism. Basically this means that

oxygen gets attracted towards a magnetic field. The set up for measuring oxygen contentusing this property can be understood from the imageAs you can see in the sketch there are two platinum resistance wires which are exposed totwo different chambers. In the first chamber there is the air in which the oxygen contentneeds to be monitored plus there is an artificially created magnetic field, while the secondchamber there is the same air but there is no magnetic field present in this chamber. Thewires form a part of the Wheatstone bridge circuit and if you remember from your studyof physics, the Wheatstone bridge is used to measure an unknown resistance by obtaininga balance between two legs of the circuit.The air whose content has to be noted is supplied at one end and is filtered by passing itthrough a diffuser and goes on to the two chambers as shown in the picture. Hence while

one chamber of the meter attracts oxygen the reference chamber attracts only air. Thiscauses a difference in the temperature of the two wire sets because of the difference inthermal conductivity of oxygen with respect to air. This causes imbalance in theresistance of the bridge legs and the degree of this imbalance is in proportion to theoxygen content in the sample to be measured.Last but not least there is a meter which is calibrate to show this difference in resistanceas a percentage of the oxygen in the given sample, thus allowing the ship staff to note theoxygen content in the given space.

53. What are the entries to be made for automatic or non automatic discharge

overboard for bilge water?

NON-AUTOMATICDISCHARGEOVERBOARDORDISPOSALOTHERWISEOFBILGEWATERWHICHHASACCUMULATEDINMACHINERYSPACESBilge water is originating from leaking water seals of pumps, stern tube, leakingpipes/flanges of fuel oil, steam, sea water, fresh water, boiler water systems. Theanticipated quantity depends on many factors (ER condition and maintenance, crewcompetence, age of vessel, etc.).Guidance on daily bilge water quantity can be reported as:

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0.5 m for 40-3000 GRT1.5 m for 3000-5000 GRT2.5 m for 5000-7000 GRT4 m for 7000-10000 GRT6 m for above 10000 GRT

For oil sealed stern tube these values should be reduced by 50%13. Quantity discharged or disposed of.14. Time of discharge or disposal (start and stop).15. Method of discharge or disposal:.1 Through 15 ppm equipment (state position at start and end);.2 To reception facilities (identify port);.3 Transfer to slop tank or holding tank (indicate tank(s); statequantity transferred and the total quantity retained in tank(s)).

AUTOMATICDISCHARGEOVERBOARDORDISPOSALOTHERWISEOFBILGEWATERWHICHHAS

ACCUMULATEDINMACHINERYSPACESThis section refers to the bilge systems with floater switches in the bilge wells activatingautomatic bilge water transfer to the bilge water holding tank or with floater switches inthe bilge water holding tank activating automatic bilge water discharge overboard-through the bilge water separator.When these systems are used it could result in un-monitored discharge of the bilges.Bilges are normally emptied under D 15 through the 15 ppm equipment.

16. Time and position of the ship when the system was put into automaticmode of operation for discharge overboard.17. Time when the system was put into automatic mode of operation for

transfer of bilge water to holding tank (identify tank)18. Time when the system was put into manual operation19. Method of discharge overboard.1 Through 15 ppm equipment

54. Load Line Survey

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55. GUIDELINESFOROWNERS/OPERATORSONPREPARINGEMERGENCYTOWINGPROCEDURES1 PURPOSEThe purpose of these Guidelines is to assist owners/operators in preparing ship-specific

emergency towing procedures for ships subject to SOLAS regulation II-1/3-4. Theprocedures should be considered as part of the emergency preparedness required byparagraph 8 of part A of the International Safety Management (ISM) Code.

2 OBSERVATIONS

2.1 Owners, operators and crews should take into consideration that the nature of anemergency does not allow time for deliberation. Accordingly, the procedures should bepracticed beforehand.

2.2 The towing procedures should be maintained on board the ship for ready use by the

ships crew in preparing their ship for towage in an emergency.

2.3 The crew should have good knowledge of equipment stowage location andaccessibility. Any identified improvements to stowage arrangements should beimplemented.

2.4 Crew dealing with an emergency situation should be aware of power availabilityrequired for winches and tools, as well as for deck lighting (for bad/low visibility andnight time situations).

2.5 It is recognized that not all ships will have the same degree of shipboard equipment,

so that there may be limits to possible towing procedures. Nevertheless, the intention is topredetermine what can be accomplished, and provide this information to the ships crewin a ready-to-use format (booklet, plans, poster, etc.).

3 SHIP EVALUATIONS3.1 The owner/operator should ensure that the ship is inspected and its capability to betowed under emergency situations is evaluated. Both equipment on board and availableprocedures should be reviewed. Items that need to be inspected are described in thefollowing paragraphs.

3.2 The ability of the ship to be towed from bow and stern should be evaluated, and the

following items should be reviewed:.1 line handling procedures (passing and receiving messenger lines, towlines, bridles);and.2 layout, structural adequacy and safe working loads of connection points (fairleadschocks, winches, bitts, bollards), etc.

3.3 The on-board tools and equipment available for assembling the towing gear and theirlocations should be identified. These should include but not be limited to:

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.1 chains;

.2 cables;

.3 shackles;

.4 stoppers;

.5 tools; and

.6 line throwing apparatus

3.4 The availability and characteristics of radio equipment on board should be identified,in order to enable communication between deck crew, bridge and the towing/salvageship.

3.5 Unless the safe working loads of connection points are known, these loads should bedetermined by an engineering analysis reflecting the on-board conditions of the ship. TheGuidance on shipboard towing and mooring equipment (MSC/Circ.1175) may be usedfor guidance.

3.6 The evaluation should be performed by persons knowledgeable in towing equipmentand operations

4 EMERGENCY TOWING BOOKLET

4.1 The Emergency Towing Booklet (ETB) should be ship specific and be presented in aclear, concise and ready-to use format (booklet, plan, poster, etc.).4.2 Ship-specific data should include but not be limited to:.1 ships name;.2 call sign;.3 IMO number;

.4 anchor details (shackle, connection details, weight, type, etc.);.5 cable and chain details (lengths, connection details, proof load, etc.);

.6 height of mooring deck(s) above base;

.7 draft range; and

.8 displacement range.

4.3 All procedures developed in accordance with section 5 should be presented in a clearand easy to understand format, which will aid their smooth and swift application in anemergency situation.

4.4 Comprehensive diagrams and sketches should be available and include the following:

.1 assembly and rigging diagrams;.2 towing equipment and strong point locations; and

.3 equipment and strong point capacities and safe working loads (SWLs)

4.5 A copy should be kept at hand by the owners/operators in order to facilitate thepassing on of information to the towage company as early as possible in the emergency.A copy should also be kept in a common electronic file format, which will allow fasterdistribution to the concerned parties.

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4.6 A minimum of three copies should be kept on board and located in:.1 the bridge;.2 a forecastle space; and.3 the ships office or cargo control room.

5 DEVELOPING PROCEDURES5.1 Ship-specific procedures should be identified during the ships evaluation and enteredaccordingly in the ETB.The procedures should include, as a minimum, the following:.1 a quick-reference decision matrix that summarizes options under various emergencyscenarios, such asweather conditions (mild, severe), availability of shipboard power (propulsion, on-deckpower), imminent danger of grounding, etc.;.2 organization of deck crew (personnel distribution, equipment distribution, includingradios, safety equipment, etc.);

.3 organization of tasks (what needs to be done, how it should be done, what is needed foreach task, etc.);

.4 diagrams for assembling and rigging bridles, tow lines, etc., showing possibleemergency towing arrangements for both fore and aft. Rigged lines should be lead suchthat they avoid sharp corners, edges and other points of stress concentration;.5 power shortages and dead ship situations, which must be taken into account, especiallyfor the heaving across of heavy towing lines;.6 a communications plan for contacting the salvage/towing ship . This plan should list allinformation that the ships master needs to communicate to the salvage/towing ship. Thislist should include but not be limited to:

.1 damage or seaworthiness;

.2 status of ship steering;.3 propulsion;

.4 on deck power system

.5 on-board towing equipment;

.6 existing emergency rapid disconnection system;

.7 forward and aft towing point locations;

.8 equipment, connection points, strong points and safe working loads (SWL);9 towing equipment dimensions and capacities; and.10 ship particulars;

.7evaluation of existing equipment, tools and arrangements on board the ship for possibleuse in rigging a towing bridle and securing a towline;

.8 identification of any minor tools or equipment providing significant improvements tothe towability of the ship;.9 inventory and location of equipment on board that can be used during an emergencytowing situation;.10 other preparations (locking rudder and propeller shaft, ballast and trim, etc.); and.11 other relevant information (limiting sea states, towing speeds, etc.).

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GUIDELINES FOR EMERGENCY TOWING A

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