DEDICATED TO

DEAREST “KRISHNA CHANDRAN”

- GOKUL RAJARAM
CONTROL THE OPERATION OF SHIP &CARE FOR PERSONAL ONBOARD AT OPERATIONAL
LEVEL
GREEN PASSPORT
WHATS CAS
CSR - CONTINUOUS SYNOPSIS RECORD
CRITICAL POINT
TRIPLE POINT

ALL ABOUT CO2

ALL ABOUT FOAM

COW
DIFF B/W COW AND N2 PADDING
CHEMICAL TANKER TYPES
SWEET CRUDE AND SOUR CRUDE
TANKER SAFTIES
PUMP ROOM ENTRY
IGG
SAFTEY FEATURES OF E/R CRANE

PORTABLE FIRE FIGHTING EXTINGUSHERS - AN INSIGHT

DEAD MAN'S HANDLE

EEBD/SCBA CHECKS AND OPERATION

SOLAS
WHAT „S
- DGS
- MINISTRY OF SHIPPING
- WHAT‟S FLAG STATE
- MMD‟S

Emergency fire pump reg

Emergency generator regulation
AMENDMENTS IN OLRRS
SHIP SECURITY ALARM SYSTEM
CSO, SSO , PFSO (port facility security officer)
GREEN PASSPORT
(My version)
- It‟s an unofficial term used during the Basel convention regarding safe recycling of ships
- It‟s a document which is entered with all the hazardous materials carried on-board
- This doc is fully present in the ship from the time the ship‟s commissioned till the time its
scrapped
- It‟s now called the inventory of Hazardous materials which will come into place with Hong
Kong convention regarding safe recycling of ships
- Having possessed this doc , the on-board employees and the breaking yard workers would
be careful about being exposed to work in those areas with asbestos, pcb‟s etc

(actual version)
Green Passports for Ships The term “Green Passport” is an unofficial name that came about during the Basel
Convention and discussions over safer ship recycling. The idea of a green passport was for all vessels to carry
an document listing all the potentially hazardous materials on board a vessel. This document would stay with
the ship throughout its lifespan and up until it is decommissioned and sent to the ship breaking yard. This is
what is now known as an Inventory of Hazardous Materials (IHM) which will come into place with the Hong
Kong Convention for the Safe and Environmentally Sound Recycling of Ships. Having such a document would
ensure that no workers on board the vessel or at the ship breaking yard would have to take the risk of being
exposed to such dangers as asbestos, PCBs, TBTs and others.

What is CAS
CAS- Condition Assessment Scheme
Tanker type 1:- Oil Tankers above 20000 DWT, not having segregated ballast tank(SBT)
Tanker Type 2:- Oil tankers above 20000 DWT having 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.
CAS is a method of checking structural integrity of ship, & its certification by regular inspection by
authority. The said inspections are carried on annually by authorities.

EEBD/SCBA checks and operation.

Checks on SCBA
a. Examine all tubing for any cracks, cuts or any damage.
b. Examine inhalation/ exhalation valve and face mask is clear, clean & dry.
c. Open cylinder valve, listen for audible leaks( with positive pressure sets)
d. Check whether correct pressure is maintained inside the cylinder.
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.
g. Tightness of face mask & wearer‟s face be checked for effective tightness of the seal.
h. Pressure gauge to be checked for proper working.
i. Cylinder valve should operate freely.

CSR – CONTINUOUS SYNOPSIS RECORD

- Every ship of > 500 GT (passenger and cargo) should have a CSR on board
- Comes under solas chap 11-1, special measures to enhance maritime safety of ships
- Should possess the following
1. Name of ship
2. Port of registry
3. Ship identification number
 4. Name of registered owner and address
5. Name of flag state
6. Name of bare boat charters and their addresses
7. Name of body which has carried out the audit to issue DOC.
any changes made shall be mentioned in the CSR.
Shall be in English, French or Spanish.

Shall be available at all times ready for inspection

What is COW ?
CRUDE OIL WASHING
 All C.O.T > 20,000 DWT, should have COW
 Decreases sludge deposit in tanks
 During cow, 02 content is < 8% with a positive IG pressure
 Hence tank remains clean, less cargo carry over, increases cargo carrying capacity

DIFFERENCE BETWEEN IG PADDING AND N2 PADDING??

My version:
 N2 padding is most extensively used in Gas carriers on HIGHLY VOLATILE SUBSTANCES
( Butadiene etc)
 The req of usage of N2 is dictated in IBC/BCH/IGC code. Or the charterer decides it
 Main purpose of N2 padding is to
- maintain cargo quality
- safety of tank environment
 N2 exerts a positive pressure on the cargo which helps in
- prevention of ingress of air /water there by preventing a possible dangerous reaction
- reduction of vapour loss

For more info – read below

From Gas carrier perspective, N2 PADDING is carried out in Gas Carriers for Cargos that are highly
volatile like Butadiene etc.
However, IG or N2 can be used on Chemical carriers too. Padding is used for cargo quality control
and / or for safety reasons. The requirements for the use of nitrogen, wrt cargo handling, are either
dictated by the IGC/IBC/BCH Codes for tank environment control or when the cargo quality /
chartereres want it. Padding establishes a positive pressure on a tank which has already been filled
with product in order to prevent the ingress of air or water as the tank cools and thus prevent a
possible dangerous reaction / damage between the cargo and water/air. It is also called as "TANK
BLANKETING"
Also, positive pressure of the system provides a head pressure above the liquid to reduce vapor
loss, which helps protect the tank from corrosion. (Remember the concept of corrosion in such
systems, corrosion is not a issue for surfaces that are always immersed in liquid, it is more
prominent in surfaces that keep being immersed and then exposed to air over and again. //Main
reason why the ships hull region between the loadlines is painted with different grade//). Tanks
without sufficient protection against corrosion or contamination can cause serious problems if left
unattended.
CHEMICAL TANKER TYPES

IMO TYPE 1 IMO TYPE 2 IMO TYPE 3

Handles very dangerous cargo Dangerous but not as Dangerous , but not dangerous
dangerous as type 1 than type 2
Tank cap : 1250 m3 max 3000m3 max No limitation

Auto ignition temp : <65‟c <200‟c -

Explosive range : > 50% by vol >40% by vol of air -

of air
Stripping of tank :<100 lrs < 300 ltrs +/- 50 ltrs

Side shell : B/5 or 11 m min Min 760 mm No limitations

Dept at centre line : Min 760 mm No limitations

B/15 or 6 m , but not less than
760 mm
Should sustain assumed L<150 m : Should sustain L < 125 and 125<L<225
damaged throughout the length damage throughout the length Should sustain assumed
of the ship of the ship damaged throughout the length
L > 150 m : should sustain of the ship except E/R
assumed damage throughout
the length of the ship except
E/R located aft

WHAT IS A DEAD MAN‟S HANDLE? WHY‟S IT CALLED SO? FUNCTIONS?

Dead man‟s handle:
It‟s a lever used to lower the life boat.
During emcy situations, the bosun lowers the life boat lifting the handle. Hence, one person is
required to be present locally to lower the life boat.
Ther‟s also one more method , where a pulley is given through the dead man‟s handle into the life
boat. This enables a single person (even if all are dead) to lower the life boat by himself without any
aid. That‟s the reason it‟s called a dead man‟s handle

WHAT IS SWEET CRUDE AND SOUR CRUDE ?

It depends on the amount of H2S in the fuel.

If fuel has < 25 ppm of H2S – SWEET CRUDE
 25 ppm SOUR CRUDE

WHATS THE SIGNIFICANCE ?

Its significance in petroleum industry is requirement of properties of materials required to transport
and handle.

Eg. A pipe line used to transfer sweet crude cannot handle sour crude.

WHAT‟S CRITICAL POINT

- It‟s a temperature and pressure above which no phase boundaries exists
 - Beyond this point liquid will not be formed even if pr is increased
- A point where two states of matter fuse and cant be distinguished

Eg: critical point: 31‟C/73.8 bar

WHAT‟S TRIPLE POINT

- A point where all the states of mater may co exist IN THERMODYNAMIC EQUILIBRIUM
- Eg. Water may co exist as ice/liquid or vapour at a temp of 0.01‟c @ 1.006 bar
- A further increase in temp and pr will change its state
 ALL ABOUT CO2
CO2 BOTTLE - 5 kgs,9 kgs
- Pressure : 52 bar
- Pressure tested up to : 228 bar (before filling)
- Max storage temp : 65‟c
- Bursting disc – 170 – 193 bar
- C02 line to manifold pr tested to – 190 bar
- Manifold to disch nozzle pr tested to – 120 bar

HOW MUCH CO2 IS FILLED ?

 2/3 rd by weight of its total water capacity

CO2 SHOULD NOT BE USED ON :

 Substances that have their own 02 supply (eg: nitrate, cellulose)
 Metals like mg, pottasium, sodium

MAINTENANCE:
 Check nozzle if clogged
 Check weight every month : if < 10% then send it for refilling. (remember before refilling pr
test it up to 228 bar)

WHY C02 IS USED AND WHY NOT O2 OR AIR ?

 Compressed CO2 turns liquid when compressed, allowing for a much greater volume of gas
to be stored.whereas if you use air,need to have a large quantity

FIXED CO2 FIRE FIGHTING:

 Used to fight engine room and cargo spaces fire
 Requires 2 controls
1. To open the isolating valve
2. To open the co2 cylinder valves.

Why isolating valves

- The avoid accidental discharge, isolation valves and alarms are placed
 -
- Normally in closed position
- Lockable isolation valve with limit switches indicating open or close position

HOW MUCH CO2 IS REQUIRED?

 (a) 30% of the largest volume of protected cargo space

 (b) 40% of total gross volume of e/r excluding casing
 (c) 35% of total gross volume of e/r including casing

Total qty of gas required is the largest of a, b or c.

CO2 ROOM SAFTIES

 Room should be solely reserve for co2
 Should have good ventilation with suction duct below ( to suck if any co2 has leaked )
 Should be insulated so that , the temp in the room is not more than 60‟c
 Cable operated pilot valve cylinder
 Check valves in lines
 Relief valve in line (leading to atm
 Pr alarm (If any bottle has leaked) and pr gauge
 Bursting disc fitted to every bottle (177 bar at 63‟c)
HOW DO YOUR ASCERTAIN 85%OF CO2 IS RELEASED WITHIN 2 MINS ?

Dip tube inside the co2 bottles ensures liquid getting discharged from bottle and expands to gas
outside of the bottle.
If dip tube is not provided, liquid from top of the cylinder will be released and possibility of icing in the
pipes, thus rendering bottle useless.

Hence if dip tube is present – assure you‟ve released 85% of co2 in 2 mins !

Actually the dip tube ensures no co2 is left in the bottle just to go as waste !

The system can be made so that It releases 85% in 2 mins or even 95% in 2 mins
- See, the discharge end nozzle has an orifice (the diameter is provided in the fixed spec
manual)
- Based on the orifice dia (which is very imp and this is what decides the criteria of rate of
disch of co2)
- In simple terms , if you increase the orifice of the nozzle even 90% of co2 can be released in
a specific time – “PROVIDED THE BOTTLE HAS DIP TUBE”

CAN U CHECK THE WEIGHT OF CYLINDER THROUGH RADIO ISOTOPE GUN...WEATHER

CYLINDER IS EMPTY OR NOT

Weight cannot be checked with help of radio isotope.

Isotope gives % full of the total bottle capacity. Or how full the bottle is.
It is also understood that if bottle is 90% full or 95% full then there is no need of doing any weight
check.
Isotopes checks level of co2 inside bottle.

For checking weight u have separate tools for ship staff to check or shore people will come and do
it.

FIXED CO2 SPECS

First remember these things(these are the priority with which you have to explain)
- Co2
- Cylinder
- Cylinder head valve assembly
- (manual and electronic)

- Raking assembly
- Discharge flexible hoses
- Nozzle
- Check valve

CO2

CHEMICAL NAME: CARBON DI OXIDE

CRITICAL POINT: 31‟C/73.8 BAR
BOILING POINT: -78‟C
VAPOUR PRESSURE @ 20‟C: 57.3 BAR
ODOUR: SLIGHT PUNGENT ODOUR

CYLINDER

MATERIAL: HIGH STRENGTH ALLOY STEEL (SEAMLESS)

LENGTH:
BREADTH:
WEIGHT: 45 KG
CYLINDER HEAD VALVE: BRASS

HYDRAULICALLY TESTED TO: 250 BAR

PAINTED: RED ENAMEL/EPOXY FINISH

SIPHON TUBE
IDENTIFICATION NUMBER

CYLINDER HEAD VALVE ASSEMBLY

MATERIAL: BRASS
LENGTH:
PRESSURE REQ TO OPEN: 6.5 to 7.5 BAR
HYDRAULICALLY PRESSURE TESTED TO: 250 BAR
MAX WORKING PRESSURE: 179 BAR

RUPTURE DISC
MATERIAL: GRAPHITE
OPERATING PRESSURE: 180-190 BAR

OPERATION MECHANISM FOR HEAD VALVE ASSEMBLY

- ELECTRIC
- MANUAL

MANUAL
BODY: BRASS
LEVER: CASE HARDENED MS WITH ZINC COATED

CHECK VALVE

VALVE MATERIAL: BRASS

BALL: CARBON STEEL
MAX WORKING PRESSURE: 250 BAR

DISCHARGABLE FLEXIBLE HOSE

MATERIAL: RUBBER
NOMINAL DIAMETER: 10 mm
MAX WORKING PRESSURE: 250 BAR
TESTED UPTO: 400 BAR

BURSTING PRESSURE: 900 BAR

COUPLING MATERIAL: STEEL

NOZZLE

ORIFICE DIA:
MATERIAL: BRASS/ STEEL
DIMENSIONS

RACKING ARRANGEMENT
MAX HEIGHT OF THE RACK
CENTRE RAIL HEIGHT
MATERIAL: STEEL – GALVANISED COATING

WHAT ALL MAINTENANCE SHOULD BE CARRIED OUT ON CO2 FIXED FIRE FIGHTING
INSTALLATIONS?

My version
- Once in 20 yrs – all bottles hydraulically tested
Once in 5 yrs thereafter
- Once in 5 yrs - All ctrl valves to be inspected internally
- Once in 4 yrs- weight of the bottle checked
25% of bottles weighed per year
or 50% of bottles weighed twice a year
- Annually- air blown
Valve to manifold – 190 bar
manifold to disch nozzle – 122 bar
- All control valve inspection anually
- Monthly –
Check for leakage/month
all stop valves to ensure they are in proper open or in closed postion
all cable operating clips for tightness once in 3 months
 ALL ABOUT FOAM :
With a proper mixing ratio foam can be of three types
- Low expansion ( mixing ratio – 20:1)
- Medium expansion (20:1 to 200:1)
- High expansion (200:1 to 1000:1)

Mixing ratio
- Ratio of volume of foam generated to actual volume of foam concentrate

Foam concentrate:
- Stored in drums or barrels , when mixed with water forms foam solution
- Foam solution travels through pipes to hazardous area
- And then turns into foam when mixed with air

Foam propotioner:
- Mixes foam concentrate with water
- Ensure proper mixing ratio

Types of propotioner
- Venturi
- Pressure propotioner
- Balanced pr propotioner

1.Venturi - foam concentrate is sucked into the water line via Venturi effect
MIXING RATIO DEPENDS UPON THE SIZE OF THE ORIFICE ( 1%, 3%, 6% etc)
This would mean – 6% of foam concentrate with 94% of water

2.Pressure propotioner – water from the main line is tapped into the foam concentrate drum which
has a bladder inside. The accumulation of water pr forces proportionate foam to be injected to the
main line forming foam solution

3.Balanced propotioner: An atmospheric tank contains foam concentrate , this foam conc. is
sucked with a pump discharging it to popotionator , this popotionator balances the foam conc. pr and
water pr and mixes it accordingly
TYPES OF FOAM

1. PROTEIN FOAM
2. FLUORO PROTEIN FOAM
3. AQUEOUS FILM FORMING FOAM
4. ALCOHOL RESISTANT – AFFF
5. CHEMICAL FOAM

PROTEIN FOAM
- Protein from animal additives
- Reacts with alcohol and film will collapse
- No aqueous film is formed b/w fuel and foam
- Shorter shelf life
- Frequent renewal required

FLUORO PROTEIN FOAM

- Better than normal protein foam
- Less absorption of fuel
- Produces film b/w fuel and foam
- FILM FORMING FLUORO PROTIEN FOAM is efficient compared to FP foam and protein
foam
AQUEOUS FILM FORMING FOAM (AFFF)
- Synthetic foam
- Longer shelf life
- Forms aqueous film b/w fuel and foam
- Compatible with both fresh water and sw
- Contains solvents like – anti freeze, viscosity leveller , foam booster etc
- Cannot be used on polar solvents / alcohol liquids
ALCOHOL RESISTANT – AFFF
- With base material as AFFF, a heavy molecular weight polymer is added
- This high molecular wt polymer forms a passive film b/w the bubbles and alcohol vapours
there by preventing collapse of the foam.
- Would look highly viscous – this is because of the polymer present – hence would give a gel
like appearance
CHEMICAL FOAM
- Foam is formed by chemical reaction between foam soln
- Now obsolete because of AFFF and FFFP
PORTABLE EXTINGUSHERS ! – JUST GO THRO THIS AS A REVISION

CHEMICAL EXTINGUSHER – wt 9 kg‟s

 Inner cartridge (made of polythene or lead coated copper plate) – 13% aluminium sulphate
Al2SO4
 Outer cartridge - 8% Sodium bi carbonate(NaHCo3) and 3% saponin ( stabilizer – used to
strengthen bubbles)

It satisfies: - 6 m jet
- 30 sec continuous discharge
- max 90 sec all foam must be discharged

Al2(So3)4 +6 NaHCo3 --- 2 Al2OH + 3 Na2So4 + 6 Co2

 Pull the protective rod, open slowly

Turn it upside down and shake well
 Close the nozzle with your finger tip
 Then direct the foam on the fire so that It forms a blanket over it

MAINTENANCE
- PROVIDED IN THE LAST ! – SAME FOR EVERY DAMN EXTINSUGHER !
- SAY THE SAME STORY AS GIVEN IN THE TABLE BELOW

MECHANICAL FOAM / SELF ASPIRATED FOAM

  CO2 cartridge – 60 gm
 Outer cylinder – 9 ltrs
0.45 lts – AFFF
8.55 lts – water
 Foam goes out through the flexible tube and becomes foam at the mech nozzle
 The rate of disch = rate of disch of chemical foam
 i.e. 6 m for 30 secs

MAINTENANCE:

- SAME AS CHEMI FOAM EXTINGUSHER

CHEMCIAL FOAM EXTINGUSHER

- The inner compartment is a Lead coated copper sheet or a polythene

- Filled with 13% aluminium sulphate (Al2SO4) – Weak acid

- The outer compartment is filled with 8% of sodium Bi carbonate and 3% of saponin

- Saponin – called as stabiliser ensure s the strength of bubbles

(Ref ur notes for chemical equation)

WORKING

- This extinguisher fulfils the requirements of 6m jet maintained for a time period of 30 sec
- And discharges its full contents in 90 secs

METHOD OF OPERATION

- Pull the T joint handle and rest it on the notch provided

- Close the nozzle with your thumb
- Flip over the extinguisher
- And shake it well
- Stay 6 m away from the fire
- Direct it so that a blanket is formed over the fire
Note: Do not direct the foam directly onto the flame coz, it will sink into the liquid rendering it
ineffective

CARE AND MAINTENANCE

WEEKLY - Polish the extinguisher with transparent polish

- Polish the brass parts with brass polish
- Check the nozzle outlet – for clogging
- Vent holes on threaded portion - for clogging
- Raise the plunger to fully extended position and free it
QUATERLY - Open up the parts
- Stir both the liquid with wooden sticks separately
- Check for any rust
- Assemble it back cleaning all the parts
- Blowing through the nozzle etc
YEARLY - Annually operate atleast 50% of the extinguishers and check for the
projectiles and note the time
- Check for rust , if found send it for service and it has to be hyd tested

- Fill the extinguishers back

- Wash all parts thoroughly
- Remove any solid matter
- Blow through the nozzle
- Take 7.8 lts of water and mix it with 8% NaHco3 and 3% saponin
- Stir it well in a separate container
- Pour it into the outer compartment through a strainer

- 1 ltr water is mixed with 13% Al2S04

- And slowly stirred well
- Using a strainer slowly filled the inner comp

Now , secure the plunger after fitted in closed position

4 years - HYDRALUIC TESTING TO CARRIED OUT
- 25 BAR MAINTAINED FOR 5 MIN

DRY CHEMICAL POWDER

NORMAL DCP METAL FIRE S / CLASS D

Sodium bi carbonate 97% Bitumen 45%

Mg stearate 1% Sea age powder 45%
Mg carbonate 1.5% Aluminium sulphate 10%
Calcium phosphate 0.5%
Sodium chloride 20%
Potassium chloride 29%
Barium chloride 51%
CHEMCIAL FOAM

Aluminium sulphate 13% (inner container)

Sodium Bi carbonate 8% (outer container)
Saponin 3%

MECH FOAM

60 gms co2 bottle

AFFF – 0.45 LTS
WATER – 8.55 lts

SODA ACID

Sodium bi carbonate 0.45

Water – 8.55

Sulphuric acid – 57 gms

ANNEX IV :- PREVENTION OF POLLUTION BY SEWAGE FROM SHIPS

SUMMARISED ANS

 Applicable to all ships > 400 GT

 Shore connection specs
OD – 210 mm
BCD – 170 mm
SLOTS IN FLANGE – 4 SLOTS , 18 mm dia
FLANGE THICKNESS = 16 mm
NO OF BOLTS = 4 , 16 mm dia

DISCHARGE CRIETERIA
 <3 nm – cannot disch sewage – store it in ship
 > 3nm – disinfected communited sewage
 > 12 nm – non communited sewage can be discharged
 But in any case , ship should be enroute 4 knots
TANKER SAFTIES
 Officers on board required to carry o.t. safety certificates
 Mach. Space , accommodation, control room are located aft of the cargo tanks, with pump
room in between
 Pump room safeties --------------------------- all that „s yellow are pump room safeties)
Pump room ventilation arrangement
- Suction : 0.5 m and emcy suc 2m
- Mesh of blower – 13 mm max
- Blades non sparkin- al alloy
- Distance between impeller and casing 2 mm
- Min air changes of blower – 20 times / hr(with lower ventilation)
and min -15 times/ hr (with emergency ventilation)
- Electrical fittings – intrinsically safe
 Temp sensors on bulk head glands and pump casings
 Bilge alarm in pump room
 Fixed gas detection system with alarm detection at the upper deck or easily available
locations
 Fixed fire fighting system
 Fire extinguishers at readily available places
 General alarm in pump room
 Cargo tank
- inside safety – INERT GAS
- outside safety – DECK FOAM
- tank safety – pv valve ( 2 m height from tank deck , 5 m away from suction duct if any)
-(in any ways not near deck machineries like, windlass etc)
- HV vent, Mast riser (during loading)
- Cargo tank high level alarm
- Over flow arrangement for cargo tank is fitted as it should not overflow through air vent
- Crude oil washin
 Pressure, temp, hydrocarbon content and oxygen content are continuously monitored.
 DB , space air purging arrangement facilitated to remove toxic and flammable vapours to
eliminate pocketing
 No smoking, welding , chippin, or shoes with steel/iron nails allowed

PUMP ROOM ENTRY

- Before entering pump room, permission to the relevant authority is seeked

- Entry is recorded
- Before entering , u should be accompanied with a stby person -
- decide on pre determined communication intervals
- any failure should be the cause for raising an alarm
-
- Now ensure, the ventilation is on
- Note the fixed detection system for update on O2 , Hydro carbon levels
- Before entering, establish communication between ECR, BRIDGE, CCR
- A VHF/UHF if seemed impractical due to the noise in the pump room , establish a visual
contact with the stand by person and any other suitable means
-
- Frequency of pump room entries to be reviewed in order to minimise personnel exposure
during cargo operations
INERT GAS GENERATOR TRIPS: WHR „S IT MENTIONED ?

THE IGG TRIPS ARE ESSENTIALLY MENTIONED IN FFS CODE OR IGG REGULATIONS FOR
TANKERS.

As per FSS Code and IG Regulations for Gas Tankers (and ChemTkrs too)
The IGG Trips are
1. Low water pressure or Low water flow rate thru Scrubber
2. High Water Level in Scrubber
3. High Gas Temperature at discharge side of Gas blowers
4. Failure of blowers

At O2 Content high, the cargo operations get shut down (FSS Code / IGG Regulation requirement).
FSS Code even mentions to provide arrangement to shut the NRV till O2 content is controlled. As
far as I remember, in Gas Carriers, there's even an ESD (Emergency shut down) activation beyond
the certain 02 percentage limit - i.e. just to shut down the cargo ops till O2 %age is brought under
control. (FYI a very salient point, the IGG Regulations mentioned in FSS Code are not applicable to
Gas/Chem carriers. There's separate code for these ships, however, there's hardly any difference)

SAFETY FEATURES OF ENGINE ROOM CRANE:

MY VERSION
- Electromagnetic brake
- Overload trip
- Thermal protective trip
- Limit switches for
- transverse
- longitudinal
- up/down
- If limit switch fails – mechanical stoppers
- Emcy stop
- hook latch (to ensure the load that‟s being carried doesn‟t slip off)
- SWL – marked and painted very clearly on the crane.
 SOLAS
WHAT „S
DGS
MINISTRY OF SHIPPING
WHAT‟S FLAG STATE
MMD‟S

so., the main head is MINISTRY OF SHIPPING (admin) , so called the admin as it s the regulating
authority as per imo

DG Shipping comes under it (mumbai).

What does dg shipping do ?

- it controls , the flag state and port state control

how does it do it all through out the country ?

- it has various field offices loacated around at mumbai, cochin, kolkatta, visak etc,. - these are
called "MMD'S"

Hence DGS excercises flag state and port state ctrl through MMD'S

Who's given DGS the power to control the shipping ?

- INDIAN PARLIMENT , has enacted the "MERCHANT SHIPPING ACT 1958" which empowers the
govt to lay rules and regulations and to contrl shipping in it s country.

THUS CAME DGS which does that work !

it does the work with the help of MMD'S at various locations

What 's the function of DGS AND MMD'S ?

- Ctrl acquisition and disposal of ships

- Registration of ships
- exam s for seafarers
- inquiries into causalities and wrecks
- control flagstate and port state control
SHIP SECURITY OFFICER
- A person designated by the company who ensures ship security mgmt. plan is implement
and managed well
- He is accountable to the master
- For liaisons between CSO and PFSO

COMPANY SECURITY OFFICER

- For liaisons between SSO and PFSO
- A person who ensures the ship practices proper ship security mgmt. system

PORT FACILITY MANGEMENT PLAN

- Plans out port facility security mgmt. plan
- Co-ordinates with SSO and CSO

EMERGENCY GENERATOR REGULATION

MY VERSION
Location
- Placed on the uppermost continuous deck(easily accessible and not fwd of bulk head)
- Should have separate fuel tank with low level alarm
- Should have enough fuel to sustain 18 hrs for cargo ships ., and 36 hrs for passenger ships
- Fuel which has flash point – closed cup NOT < 43‟c
Construction
- All aux like ( lubrication, cooling, ventilation) should run – independent of main pwr supply
- Msb can be placed in the same room of emcy gen. provided it doesn‟t impair the function
- Should be able to start at 0‟c , if not possible – heating arrangement s to be provided
- 2 means of starting (primary (batter) , secondary(pneumatic, hydraulic)
Primary (battery)
- Should be charged fully at all times
- Dedicated only to start the prime mover
- Capable of providing 3 consecutive starts
Secondary
- Capable of providing 3 consecutive starts within 30 mins
Working
- Should come onload within 45 sec in the failure of main power supply
- If fails to come on load , then indication to be given in the ECR
- Should possess sufficient power to run all the emcy devices
- Should be able to restore propulsion from black out within 30 mins
- Should be able to provide full rated power when ship is upright and at list and trim of 22.5
deg / 10 deg,
SOLAS CHAP II-2
EMERGENCY FIRE PUMP REGULATIONS

My version

Construction
 Power supply is from emergency gen
 If diesel driven then , (should start even if 0‟c)
30 min – 6 starts
10 min – min 2 starts

service tank – 3 hrs of service with full load

storage tank – 15 hrs of service with full load (tk outside e/r)
 Capacity not < 40% of main pump‟s cap
 not < 25 m3/hr in any case
 Total suction head not be > 4.5 m at all conditions of list and trim
 Independent suction
 Suction valve should be able to be operated from next to emcy fire pump itself
 Self-priming
 Should be provided with a relief valve
 Emcy fire pump room must not be sharing a common border with CAT A machinery space or
space containing main fire pumps., if no other go , then space should be insulated to
standard structural fire protection
 And the suction pipe if passing through the engine room , then should be properly insultated
 Suction pipe should not have any flanges, (should be welded) – Other than pump suction
flange
 Min thickness should be = 11 mm ( pipe wall thickness)
Working
 If ship constructed after 1 oct 1994
Pr at atleast any 2 hydrants
Cargo ship Passenger ship

1000<GT<6000 : 2.6 BAR 1000<GT<4000 : 2.8 bar

6000 > : 2.8 Bar 4000 > GT : 3.2 bar
 Isolation valve „s are provided at deck intervals with not less than 40 m to preserve the
integrity of main fire line in case of fire/explosion

First say about

1. Power supply
2. Constructional features
3. performance

FOR MORE INFO – READ BELOW

WHY ISOLATIION VALVE:-

- To separate the section of fire main within engine space and rest.
- Should be in an easily accessible location
- Shutting that valve should result in enabling water to e/r but other spaces
- In tankers isolation valves may be fitted at poop front in a protected position.
 - And on the tank deck, these are fitted at deck intervals of not more than 40 m to preserve
the integrity of the fire main incase of fire or explosion

ON LOAD RELEASE AND RETRIVAL SYSTEM – AMENDMENTS

- Msc under IMO has come with new regulations on OLRRS. (ON MAY 2011)
- Existing ships – their OLRRS should be verified and tested against these requirements not
after 1 July 2014 ( compliance to the requirement or not , not a prob, but existing OLRRS
should be subjected to survey)
- New ships – has to comply with this regulation

what are the requirements ?

1. When the hook is closed, the weight of the LB should not trigger the operating mechanism
2. The locking arrangement of the hook should not rotate due to load on hook
3.hydrostatic interlock (if provided ) shall automatically reset once the LB is retrievedout of
water

How„s the survey carried out? And who carries out?

- So the manufacturer first self-assesses the hook and submits the results to classification
society
- This class society on approval of the design review and result conducts a surveyon board to
ensure the latest regulations are being met.
- (note: when OLRRS is tested, it is always fitted with FPD – FALL PREVENTOR DEVICES* ,
and its only removed on completion of survey : for safety purposes)
- Case 1 :- the hook proves efficient according to the survey.
- then before the next dry dock of the vessel (>2014) it should be once followed up by
overhaul and examination by the manufacturers.
- Case 2 :- the hook fails to satisfy the regulations.
- classification society informs IMO and submits negative result to the flag admin
- the OLRRS should be repaired or renewed at the 1 st immediate dry dock (after 2014 , but
not after 2019)

WHAT IS FPD ?
- FALL PREVENTER DEVICES, its just a safety device to prevent accidental release of on
load release mechanism
- Installed on all OLRRS during testinguntil the system is approved.
- Some flag state deems it mandatory
CHAPTER 11/2 – REG 6
XI – 2 – SPECIAL MEASURES TO ENSURE MARITIME SECURITY

REGULATION 6

SHIP SECURITY ALARM SYSTEM

- Comes under ISPS to enhance maritime security

- A joint project between cospas-sarsat and imo
- Once SSAS is sent , the COSPAS – SARSAT decodes the signal and sends it to RCC
(rescue co-ordination centre) – which further passes the info to the National authorities ,
These authorities would dispatch military

Satellites that help in decoding the info

- INMARSAT C
- MINI C, D+
- GMDSS is outdated, has to be updated to do these functions

SOLAS SAYS

(Whr all is it installed)

SSAS Should be provided on
1. CARGO SHIPS Constructed > 1 JUL 04 and < 1 JUL 04 ( > 500 GT)
PASSENGER SHIPS , HSC , constructed <1 JULY 04
And not after the 1st survey of radio installation > 1 JUL 04
2. Other cargo ships with > 500 GT, constructed < 1 JUL 04 should be provided with SSAS not
after the 1st survey of radio installation > 1 JUL 06

(Locations)
- Shall be capable of being activated from bridge and one more location

- SSAS should confirm to operational standards adopted by the organisation

- Requirements are complied by using radio installation (chap 4). Provided all the regulations
for this chapter are complied with

(Working)
When activated shall send info to the competent authority with all these details
Name of ship
Company
Location
Also stating that the security is under threat / the security has been compromised clearly

- After this , the SSAS should „nt raise any alarm

- SSAS activation points should not initiate the ship security alert
- Shall continue to send until its being reset or deactivated manually
- When SSAS is notified , the admin may immediately notify the nearest state in the vicinity of
the ship
STANDARD EQUIPMENT "SOLAS A PACK"
FOR VESSELS OF UNLIMITED AREA OF NAVIGATION
- Parachute rocket signals pcs 4
- Hand flares pcs 6
- Signalling lamp pcs 1
- Batteries (spare) pcs 2
- Bulb (spare) pcs 1
- Whistle pcs 1
- Signalling mirror pcs 1
- Emergency ration set 6
- Drinking water set 6
- Safety tin opener pcs 3
- Fishing tackle pcs 1
- First aid kit pcs 1
- Anti-seasickness tablets set 6
- Sponges pcs 2
- Instructions for survival pcs 1
- Table of life-saving signals pcs 1
- Sea anchor & cord pcs 1
- Scissors pcs 1
- Smoke signal pcs 2
- Seasickness bags pcs 6
- Rescue bags pcs 6
- Knife (buoyancy) pcs 1
- Operational instructions pcs 1
- Paddles (set of 2) pcs 1
- Repair kit pcs 1
- Bellows pcs 1
- Rescue quoit & line pcs 1
- SART radar transponder pcs 1
- Rescue bags pcs 2

STANDARD EQUIPMENT "SOLAS B PACK"

FOR PASSENGER SHIPS ENGAGED ON SHORT INTERNATIONAL VOYAGES
- Signalling lamp pcs 1
- Batteries (spare) pcs 1
- Bulb (spare) pcs 1
- Whistle pcs 1
- Signalling mirror pcs 1
- Medicine box pcs 1
- Anti-seasickness tablets set 6
- Sponges pcs 2
- Instructions for survival pcs 1
- Table of life-saving signals pcs 1
- Sea anchor & cord pcs 1
- Seasickness bags pcs 6
- Rescue bags pcs 2
- Knife (buoyancy) pcs 1
- Operational instructions pcs 1
- Paddles (set of 2) pcs 1
- Repair kit pcs 1
- Bellows Rescue quoit & line pcs 1
- Water bags set 6
- SART radar transponder pcs 1
STANDARD EQUIPMENT WITH "SOLAS C PACK"
COASTAL NAVIGATION FOR SHIPS NOT ENGAGED ON INTERNATIONAL VOYAGES
- Medicine box pcs 1
- Whistle pcs 1
- Hand flares pcs 1
- SART radar transponder pcs 1
- Signalling mirror pcs 1
- Table of life-saving signals pcs 1

IMDG CODE
IMDG Code or International Maritime Dangerous Goods Code is accepted as an international
guideline to the safe transportation or shipment of dangerous goods or hazardous materials by
water on vessel. IMDG The code is updated and maintained by the DSC Sub-Committee of the
International Maritime Organization every 2 years Code is intended to protect crew members and to
prevent marine pollution in the safe transportation of hazardous materials by vessel.