FUNCTION 3- COSCPOOL

CONTROLLING OPERATIONAL OF SHIP AND CARE FOR PERSONS ON-BOARD AT

OPERATIONAL LEVEL

1.Current SOx regulation

The revised Annex VI to MARPOL entered into force on 1 July 2010
The sulphur content of any fuel oil used on board ships shall not exceed the following limits:
a. 4.50% m/m prior to 1 January 2012;
b. 3.50% m/m on and after 1 January 2012; and
c. 0.50% m/m on and after 1 January 2020.

Requirements within Emission Control Areas

While ships are operating within an Emission Control Area, the sulphur content of fuel oil used on
board ships shall not exceed the following limits:
a. 1.50% m/m prior to 1 July 2010;
b. 1.00% m/m on and after 1 July 2010; and
c. 0.10% m/m on and after 1 January 2015.

2.Alarms and trips in IG generator

Trip
Instrument pr low -4 bar
Inert gas high temperature -65 deg C
Fuel oil pressure low 10 bar
Scrubber water pressure low -0.7 bar
Jacket cooling sea water temp high-55 degC
Combustion air pr low -0.1 bar
Atmosphere Valve Open, Consumer Valve Closed
Deck main line pressure high -120mbar
Oxygen content high 5 %
Oxygen content low 1%

Audible And Visual Alarm

Deck main line pressure low -20mbar
Deck seal pressure low – 2 bar
Deck main line pressure low low -10mbar

3.Emergency fire pump regulations

1) Independent driven power operated pump
2) Capacity should not be less than 40% of the total fire pump capacity required by
regulation II-2 / 10.2.2.4.1 and in any not less than 25 m3 /hr for cargo ships 200 Gt and
above.
3) Minimum pressure at any hydrant not less 2.7 bar.( 4.0 bar for passenger ship)
4) Space containing should not be contiguous to the boundaries of machinery spaces or
those spaces containing main fire pumps. Where this is not practicable, common
bulkhead between the two spaces shall be insulated to a standard of structural fire
protection equivalent to that required for control station.
5) No direct access from engine room .( if impracticable then the access should be by air
lock with door of machinery space being of A60 class standard and the other door being
at least steel , both reasonably gas tight , self closing and without any hold back
arrangement.

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6) If diesel driven , should be able to start by cranking at 0 deg. If impracticable , then
there should be heating arrangement acceptable to admin. Starting at least 6 times
within 30 min and at least twice within first 10 minutes.
Fuel should be sufficient to run for 3 hrs and sufficient reserve fuel outside machinery
space for 15 hrs running at full load

4.Pump room safeties

1) Temperature and alarm sensor for pumps
2) Monitoring system for hydrocarbon gas
3) Bilge level monitoring devices
4) Interlock for lighting and ventilation.
5) Cargo pump room should be mechanically ventilated and the capacity should be 20 air
changes per hr of the volume of the pump room.
6) Pump room bulkhead with ER should be class A-0.
7) Spray shield around pump seals
8) In order to avoid static electricity cargo is loaded directly into tanks ,the loading pipes as far
as practicable should be led to the lowest area.
9) Exd – light covers
10) Height of double bottom in PR - B/15 or 2 meter whichever is less but not less than 1 mtr.
11) An emergency intake located above 2m , the PR lower grating. The emergency intake
should have damper fitted which is capable of being opened and closed from exposed main
deck and grating level. – 15 air changes per hour.
12) Fixed sampling line to attach portable gas meter
13) Temp monitoring for bulkhead seal

5.IG composition
Nitrogen N2 -83%
Carbon dioxide CO2 -12-14%
Oxygen O2-2-4%
Sulphur dioxide SO2-50ppm.
Carbon monoxide CO Trace.
Nitrogen Oxide NOX-Trace
Water vapour H2O - Trace (high if not dried)
Ash and soot(C)-Traces.
Density - 1.044

6.Fire control plan content & Location

Fire control plan should show all the FFA Equipments, alarm , stopping devices, there numbers,
location where they stored. It is an approved Plan by the Flag state.
Fire control plan should show clearly the following.
• (a) Control stations on each deck
• (b) The sections of the ship which are enclosed by fire resisting Bulkheads
• (c) Particulars of fire detection and fire alarms system
• (d) The sprinkler installation (fixed fire fighting system)
• (e) Fire Extinguishing appliance
• (f) Fireman’s out fit
• (g) EEBD
• (h) Ventilations closing arrangement
• (i) Ventilation fan / oil fuel Pumps / fire Pumps controls (outside E/R)
• (j) QCV remote operation position

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 • (k) Primary and secondary Escape routes from E/R and Accommodation
• (l) Location of International shore connections
• (m) Fire Hydrants / Hoses location
• (n) Ships particulars
• (o) Fire pumps locations
• (p) Spaces protected by fixed fire fighting system Co2 / Dry powder / Foam/ water
• (q) Location of fixed Co2 / Foam / Dry powder installation
(r) Any other firefighting equipment with specific application

Fire plan should be fixed in prominent places such as ECR, Bridge, all the alley ways. Two
numbers outside the accommodation one in the port and the other in the stbd side(For shore fire fighters
to know the location of all equipment)

Things in the fire plan box are 1.Fire control plan 2.Cargo manifest 3.Crew list

7.CO2 cylinder safety

Each cylinder head discharge valve assembly must be fitted with a bursting disc designed to rupture at a
pressure of between 177 and 193 bar. The arrangements should permit the free escape of gas from a
cylinder when the bursting disc is ruptured but not allowed to depress the oxygen level
in the CO2 room. Bursting discs which do not release gas into the discharge manifold should be piped
to open air and not allowed to vent into the room.

Non-return valves should be provided at the discharge manifold to allow any cylinder or flexible
discharge pipe to be disconnected without affecting the use of other cylinders in the system and to
reduce the risk of a discharge to the CO2 cylinder storage room when the system is put into operation to
smother a fire.

Cylinder head discharge valves, if arranged for remote release should preferably be capable of being
opened manually in the event of malfunction of the remote release system

8.Explain about ISPS

International Maritime Organisation (IMO) under SOLAS convention chapter IX-2 developed The
International Ship and Port facility Security code – The ISPS code for safety of ships, ports, seafarers
and government agencies. The ISPS code was implemented by IMO on July 1st 2004 as the
comprehensive set of measure for international security by prescribing responsibilities to government
authority, port authority, shipping companies and seafarers. It applies to the ships doing international
voyages which include passenger ships & cargo ships of 500 GT and above.

Main Aim of ISPS code

· To control the access of unauthorized person on board and inside any port.
· To monitor the activity of people and cargo operation. To detect the different security threats on
board vessel and in port and implement measure as per the situation.
· To provide security level to the ship and derive various duties and functions in different security
level.
· To build and implement roles and responsibilities for port state officer and on board officers to tackle
maritime security threat at international level.

The requirements to obtain the ISSC are:

1. Appointment of a Company Security Officer (CSO)

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2. Performance of a documented Ship Security Assessment (SSA) including on-scene security survey
3. Appointment of Ship Security Officers (SSOI) for each individual ship
4. Development of a Ship Security Plan (SSP)
5. Ensuring that the SSP contains a statement emphasizing the Master's Authority with respect to ship
security and ensuring that appropriate resources are provided for all personnel concerned
6. Review and approval of the SSP by the flag State administration or Recognized Security Organisation
(RSO)
7. Implementation of the security plan onboard
8. Ensuring that training, drill and exercises on ship security are carried out for all relevant personnel
9. Ensuring that records of the activities addressed in the SSP are kept onboard
10. Onboard Verification of the security system by the flag State Administration or the RSO
11. Having on board a valid ISSC after successful completion of the verification.

ISPS Code for ship Facilities Include:

ü Company Security Officer ( CSO )

CSO is a company appointed person who is responsible for the ship security assessment and for on
board survey to confirm the development and implementation of ship security plan as per ISPS code. If
any deficiency occurs, CSO is responsible to deal with all the non-conformities and to modify SSP as
per the deficiency.

ü Ship Security Officer ( SSO )

SSO is the in charge of security of the vessel on board and responsible for the other entire crew member
to carry out duties for ship security as per ISPS code. SSO is responsible for carrying out frequent drills
for ISPS Code as per SSP.

ü Ship Security Plan ( SSP )

It is a plan kept on board vessel mentioning the duty of crew members at different security levels and
the do’s and don’ts at different type of security threats. SSO is responsible under CSO to implement
ship security plan onboard vessel.

ü Ship Security Alert System

Different types of security equipment are kept on board which includes metal detector for checking the
person entering the vessel. From July 2004, most of the ship has installed Ship Security Alert System
(SSAS) as per ISPS norms which does not sound on ship but alarms the shore authority about the
security threat.

ü Implementing Security Level

It’s the responsibility of SSO to implement the security level on board complying with the security level
set by the local government authorities. Also a continuous response is to be made to Port state when
security level is level 3.

ISPS Code for Port Facilities Include:

ü Port facility Security Officer ( PFSO )

PFSO is Government appointed officer responsible for implementing PFSP and to derive security levels
for port and vessel berthing at their jetty. He is responsible to conduct port facility security assessment.

ü Port Facility Security Plan ( PFSP )

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 It includes the plans and action to be taken at different security levels. Roles and responsibilities are
included in PFSP. Action to be taken at the time of any security breach is described in PFSP.

ü Security Equipments
Minimum security equipment like scanner and metal detector etc must be available at all time with port
facility to avoid breach of security inside the port.

ü Implementing Security Level

Security levels are implemented by port authority under the consult of local government authority. The
security level adopted for port facility must be informed to vessel administration for cooperative
measures. The security levels under the ISPS code describe the current scenario related to the security
threat to the country and its coastal region including the ships visiting that country. The security levels
are decided by the co-operation of ship and port authority keeping the current condition of national and
international security. The local government sets the security level and ensures to inform port state and
ships prior to entering the port, or when berthed in the port. All personnel on board ships and port state
staffs are assigned with security duties, which are different for people of different levels. Moreover,
frequent security drills are also carried out on board ships. As soon as the security level has been
decided as per the ISPS code, it is displayed prominently on board vessel at the entrance of the ship.

There are total three security levels under ISPS code:

LEVEL 1 – Normal Level

ü In normal level, both ships and port operations are carried out in general way.
ü Minimum security measures are always maintained on board and in port.
ü Ship and port operation are carried out as per ship and port facility security plan.
ü Port facility ensures to keep the ‘no access’ areas under surveillance at all times.
ü Ship and port authority mutually supervise loading and unloading operation of cargo and stores, ensuring
access control and other minimum security criteria.
ü Minimum access in the ship is maintained at all times.

LEVEL 2- Heightened Risk

ü In level 2, the threat to the security is higher than the normal level.
ü All the routine and cargo operations are carried out with an increase in security measures in both ships
and ports.
ü Look-outs in no access zone and waterside area is to be increased by port and ship authorities.
ü Access control is maintained all the time with escorting the visitors and use of security equipments like
metal detector etc.
ü Communication between port authority and ship administration is always maintained in case of increase
in security level.
ü Preparing a full or partial search operation of ship.
ü A declaration of security is undertaken between port state and ship administration.

LEVEL 3 – Imminent danger

ü Level 3 is imposed when the probability of security threat to ship or port authorities are highest or
imminent and specific protective measures are to be maintained.
ü In level 3 all ship and port operations are stopped and frequent security rounds and duties are carried out
by both ship staff and port authorities. Boat petrol are done by port state on the water side.
ü Main propulsion plant is always kept ready for moving the ship out of port if require.

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ü No personal is allowed to access the ship without the authorization of port state official.
ü Only one access point is maintained on board at all time.
ü Preparing a full search operation of ship or under water hull search operation with port facility.
ü Preparation for evacuation of ship by its staff.
ü A declaration of security is undertaken between port state and ships administration.

9.Name Marpol annexes

This marine environmental convention consists of six implemented annexes for controlling and
eliminating of marine pollution. They are as follows:
• Annex I: Regulation for prevention of pollution by oil (October 1983).
• Annex II: Regulations for control of pollution by Noxious Liquid Substance in bulk (April 1987).
• Annex III: Regulation for prevention of pollution by harmful substance carried at sea in packaged form
(July 1992).
• Annex IV: Regulation for prevention of pollution by sewage from ships (Sep 2003).
• Annex V: Regulation for prevention of pollution by Garbage from ships (Dec 1998).
• Annex VI: Regulation for prevention of Air pollution from ships (May 2005).

10.Explain about ISM

ISM code works with the motive of satisfying three important goals:
Ø Safety of people on board
Ø Safety of ship and cargo
Ø Safety of marine environment

For implementing ISM code on ships, all the three – the shipping company, the governing authority,
and the ship’s crew together play an important role. Every seafarer should know the important aspects
of the ISM code in order to create a safe working environment while at sea. In order to ensure utmost
safety of the ship, the ISM code targets the very basics of the ship’s functioning – ensuring proper
maintenance of ship’s machinery.

This includes
ü Inspection of ship machinery at regular intervals of time
ü Taking the right actions in case of non-conformity
ü Keeping a record of the causes and maintenance activities for future reference
ü Regular testing of equipment and systems
ü Training ship personnel and keeping them updated with the latest in the industry

As per ISM code under SOLAS chapter IX, a company shall be issued with Document of compliance
(DOC) and its ships are issued with Safety Management Certificates (SMC) only after ensuring that the
company has a Safety Management System (SMS) and all ships are operated as per the SMS.

A Document of Compliance or DOC is issued to a company based on the type of ship. This means that
the DOC will be different for different type of ships i.e. if company have10 containers and 10 oil
tankers then 2 different DOC will be issued, one to the container fleet and other to the tanker fleet. DOC
is issued under the authority of flag state government by successfully auditing and reviewing companies
SMS and its implementation.

Types of DOCs

Interim DOC
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 An interim DOC is issued to a newly established company or when a new type of ship is added in the
company. The company is requested to submit SMS implementation plan and 12 months are given to
the company for fulfilling the ISM requirements.The company shall undergo initial audit, and in case of
newly built shipping company within the validity period of interim DOC i.e. 12 months.The company
shall undergo additional audit in case new ship type is added to the shipping company within the
validity period of interim DOC i.e. 12 months.For a new company, further document review is
conducted prior to the audit by administration.

Short Term DOC

A short term DOC is issued on the day of the audit by the administration auditor as a response or proof
of completion of the initial, annual or renewal audit process.Validity of short term DOC is 5 months.

DOC
It is issued by the administration after successful completion of initial audit or fulfilment or interim
DOC requirements.Issued after at least three months of implementation of SMS at the company and at
least one ship in the fleet for which DOC is concerned.The validity of DOC, after initial audit is 5 years
from the next date of expiry and it is subjected to annual audit.If a Major NON Conformity is found in
the audit, the DOC is withdrawn.The DOC is kept with the company and copy is kept in all the ship
under that DOC fleet.

Safety Management Certificate is issued to the ship of a DOC holding Company by the
administration.Every individual ship must have a SMC which ensures that it complies with the onboard
Safety Management Manual based on ISM.If a company owns 25 oil tanker ships, then SMC is issued
to each ship with total of 25 SMC.SMC is issued after successfully auditing the ship for making sure
that it is operating as per the SMS based on ISM code.

Types of SMC

Interim SMC
Issued to the company which posses Main DOC, Interim DOC or Short term DOC.Issued to the newly
built ship added to the existing fleet of the shipping company.Issued to a new ship with change in
Management Company.Issued to a company with change in the flag state.Its Validity is for 6 months.A
ship undergoes initial audit with interim SMC and it must fulfil the entire requirements to comply the
SMS based on ISM code to get the main SMC.

Short Term SMC

A short term SMC is issued on the day of the audit by the administration auditor as a response or proof
of completion of the initial, annual or renewal audit process.Validity of short term SMC is 5 months.

SMC
It is issued by the administration after successful completion of initial audit or fulfilment or interim
SMC equirements.The validity of SMC, after initial audit is 5 years from the next date of expiry and it
is subjected to intermediate audit.The intermediate audit is carried out between the second and the third
anniversary date of the ship.If a Major NON Conformity is found in the audit, the SMC and DOC are
withdrawn.The original SMC is kept on the ship and copy is kept with the company.

11.Name imo conventions

ü International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended
ü International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol
of 1978

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ü International Convention on Standards of Training, Certification and Watch keeping for Seafarers (
STCW ) as amended, including the 1995 and 2010 Manila Amendments
ü Convention on the International Regulations for Preventing Collisions at Sea (COLREG), 1972
ü Convention on Facilitation of International Maritime Traffic (FAL), 1965
ü International Convention on Load Lines (LL), 1966
ü International Convention on Maritime Search and Rescue (SAR), 1979
ü International Convention on the Control of Harmful Anti-fouling Systems on Ships (AFS), 2001
ü International Convention for the Control and Management of Ships' Ballast Water and Sediments, 2004
ü The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships,
2009
ü International Convention on Tonnage Measurement of Ships (TONNAGE), 1969
ü International Convention on Salvage (SALVAGE), 1989

12.O2 analyzer working

The main property of oxygen which helps in its detection and measurement of its percentage in the
given sample of air is that of Para-magnetism. Basically this means that oxygen gets attracted towards a
magnetic field.
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As you can see in the sketch there are two platinum resistance wires which are exposed to two different
chambers. In the first chamber there is the air in which the oxygen content needs to be monitored plus
there is an artificially created magnetic field, while the second chamber there is the same air but there is
no magnetic field present in this chamber. The wires form a part of the Wheatstone bridge circuit and if
you remember from your study of physics, the Wheatstone bridge is used to measure an unknown
resistance by obtaining a 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 it through 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. This causes a difference in the temperature of the two wire sets because of the
difference in thermal conductivity of oxygen with respect to air. This causes imbalance in the resistance
of the bridge legs and the degree of this imbalance is in proportion to the oxygen content in the sample
to be measured.

Last but not least there is a meter which is calibrate to show this difference in resistance as a percentage
of the oxygen in the given sample, thus allowing the ship staff to note the oxygen content in the given
space.

Calibration of oxygen analyser (two-point calibration):

Normal calibration is performed using two different gases:

a zero gas of low oxygen concentration (0% oxygen) and a span gas of high oxygen concentration (
20.9% oxygen)
1. Apply pure N2 (99.9%) from calibration gas cylinders and see the display, if it is 0% OK. If not, then
adjust from settings to make it ZERO.
2. Apply clean and fresh atmospheric air (NOT from an air conditioned room or confined space) and see
the display it should be 20.9 or 21.0%, if not adjust SPAN setting to display it correctly.
3. Calibration is done and is ready for sampling enclosed space or any other space. - If needed consult
supplier to get it calibrated on test bench available with him.

13.Name SOLAS chapters

Part 1

Chapter 1. General Provisions

Chapter 2 - I. Construction - Structure, subdivision and stability, machinery
and electrical installations
Chapter 2 - II. Construction - Fire protection, fire detection and fire extinction
Chapter 3. Life-saving appliances and arrangements
Chapter 4. Radio-communications
Chapter 5. Safety of Navigation
Chapter 6. Carriage of Cargoes and oil fuels
Chapter 7. Carriage of Dangerous Goods
Chapter 8. Nuclear Ships
Chapter 9. Management for the safe operation of ships
Chapter 10. Safety Measures for High Speed Crafts
Chapter 11 – I. Special Measures to enhance Maritime Safety
Chapter 11 – I. Special Measures to enhance Maritime Security
Chapter 12. Additional Safety measures for bulk carriers
Chapter 13. Verification of compliance
Chapter 14. Safety measures for ships operating in polar waters

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Appendix Certificates

Part 2.

Annex 1. Certificates and documents required to be carried on board ships

Annex 2. List of resolutions adopted by the SOLAS Conferences

14.Fixed co2 diagram

CO2 flooding system or central bank CO2 system is one of the common fixed fire fighting system
installed on most of the ships. It releases carbon dioxide (CO2) in bulk quantity to a protected space
(such as engine room, cargo hold, purifier room, pump room, etc.) under fire. Smothering action of CO2
extinguishes the fire thereby preventing spreading of fire to other parts of the ship. It consist of several
CO2 cylinders located in a separate room, called CO2 room. These bottles contain CO2 in liquid state.
When the fire in a protected space goes out of control or in a situation when the fire is not able to
extinguish by local fire fighting media, CO2 flooding system comes into picture. CO2 from the bottles
directed via common manifold, main valve and distribution pipe lines to nozzles through which it is
released to the protected space for fire extinction. Due to safety reasons, the CO2 flooding system is
manually released from a release cabinet located outside the protected space.
Why CO2 is used?
Carbon dioxide is the fire extinguishing medium used in CO2 flooding system. It is an effective fire
suppression agent applicable to a wide range of fire hazards. It has a high rate of expansion which
allows it to work fast. When applied to a fire, CO2 provides a heavy blanket of gas that reduces the
oxygen level to a point where combustion cannot occur. Since carbon dioxide is a gas, there is no clean
up associated with a system discharge. CO2, a compound of carbon and oxygen, is a colorless gas
which cause coughing to occur when inhaled. At higher concentrations it is acutely toxic. Low and high
pressure CO2 is used for the fire protection of machinery spaces, pump rooms, cargo holds, paint stores
and galley exhaust ventilation ducts on board ships.
There are several advantages for the CO2 as a fire fighting medium. They are:
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• Density is 1.5 times higher than air. So CO2 settles down and displaces air.
• It can be easily liquefied and bottled.
• 20% – 30% CO2 concentration extinguishes fire by smothering
• Non-corrosive
• Non- conductor of electricity
• No residues left after application
• No deterioration with age
Similarly there are some disadvantages also, such as:
• CO2 is highly asphyxiating. 9% concentration causes unconsciousness within minutes
• Very little cooling effect. So there is danger of re-ignition.
• When discharged, solid CO2 particles present and generate sufficient static electricity to produce spark.
Explanation of CO2 Flooding System
As mentioned earlier CO2 flooding system floods the protected space under fire with carbon dioxide,
which displaces air, thereby removing one leg of fire triangle for the extinction of fire. CO2 flooding
system consist of main CO2 bottles, common manifold, master valve or distribution valve and
distribution pipe lines with nozzles as shown in the figure
Main CO2 bottles contain carbon dioxide in liquid state with a pressure of 56 bar at 20 degree Celsius.
Pressure of CO2 at 25 and 30 degree Celsius are 64 bar and 71 bar respectively. So it is important to
keep the temperature of CO2 bottles low for limiting the pressure inside bottles. CO2 from the main
bottle is released by a ‘CO2 release cabinet’ as shown in the figure. As soon as the release cabinet door
is opened, a micro switch is activated. The micro switch will ensure the activation of CO2 warning
alarms and ventilation shut off. CO2 release cabinet or release box consist of two pilot CO2 cylinders or
bottles containing CO2 gas inside. The pressure of CO2 inside these pilot bottles is same as that of main
CO2 bottles. Only quantity of gas is different. For releasing CO2 to the protected space, one of the pilot
bottle valve is opened. Now CO2 reaches two valves marked 1 and 2. First valve 1 is to be opened.
Then CO2 passes through a non return valve and opens pneumatically operated master valve. Now
master valve is opened. Next, open valve 2 in the release cabinet, which supply CO2 to main CO2
bottle head assembly through a non return valve and ‘time delay unit’. Function of the time delay unit is
explained below. Head assembly consist of a pressure operated cylinder valve. This pressure operated
cylinder valve prevents CO2 from bottle coming to the common manifold. As CO2 reaches the head
assembly from pilot bottle, pneumatic actuator in the head moves and opens the pressure operated
cylinder valve. Then CO2 from main bottle escapes to the common manifold via non return valve as
shown. Each of the main CO2 cylinder have a head assembly and non return valve. The pilot CO2 line
is connected to all these heads. All the CO2 from the main bottles now release to common manifold.
Since the master valve is already open before, CO2 from manifold is released to the protected space
through distribution pipe lines and nozzles.
As you can see in the diagram, there are two CO2 release cabinets. One is local release cabinet and is
located in the CO2 room itself. One more remote release cabinet is used, which is located in a remote
place such as fire control station. This facilitates operation of CO2 flooding system from a remote place
other than CO2 room. Both release cabinets are connected in parallel and non return valves fitted in the
lines prevent back flow of CO2. Also two pilot CO2 bottles are placed in the release cabinet. Only one
is sufficient for the operation of both master valve and CO2 bottle head assembly.
CO2 flooding system explained here protects only a single space. There are systems which can protect
multiple spaces such as engine room and pump room together. In that case separate release cabinets will
be there for engine room and pump room. Main CO2 bottles are shared for engine room and pump room
according to the volume of the spaces.
Time Delay Unit in CO2 Flooding System
CO2 from the pilot bottles in release cabinet reaches main CO2 bottle head assembly through a time
delay unit. Function of this time delay unit is to delay the supply of CO2 to the head assembly for 60 –

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 90 seconds. In other words, when valve 2 in the release cabinet is opened, CO2 reaches only after 60 to
90 seconds to the head assembly.

Reasons for providing such a s delay in CO2 flooding system are given below.
1. As soon as CO2 release cabinet opens, alarm is sounded in the protected space. A time delay of 60 to 90
seconds give sufficient time for any personnel in the protected space to escape, even after the operation
of both valves in the release cabinet.
2. If CO2 is released from main bottles to the common manifold before opening master valve, there may
be difficulty in opening master valve because of the bulk CO2 pressure acting on it. Because of the time
delay, positive opening of the master valve is ensured before releasing CO2.
3. Regulation per International Code for Fire Safety System (FSS Code) 2.1.3.2 says, “The pre-discharge
alarm can be automatically activated (e. g. by opening the release cabinet door). The alarm shall operate
for the length of time needed to evacuate the space, but in no case less than 20 seconds before the
medium is released.”
The time delay can be achieved in different ways. Out of these, two types of time delay unit is
commonly used in CO2 flooding system on board ships.

Power source is always available for the unit. Solenoid valve is normally in closed position. When CO2
from pilot cylinder (CO2 release cabinet) reaches the time delay unit, the pressure acts on the pressure
switch. This closes the pressure switch. But the timer allows power supply to the solenoid only after 60-
90 seconds, the timing can be adjusted as required. As soon as the specified time is reached, solenoid
becomes energize and the solenoid valve will open. This allow passage of CO2 to the pressure operated
cylinder valve of main bottle. Normally a bypass valve is also fitted across this time delay unit which
can be used in case the unit goes defective.

15.Draw ballast tank vent

16.What is freeboard

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It is the distance from waterline to the top of the deck plating at the side of freeboard deck amidship.
Freeboard deck is the uppermost continues deck having means of closing all opening in its weather
portion.

For sufficient reserve buoyancy.

17.Explain free surface effect

Virtual reduction of meta centric height due to free surface is termed as free surface effect.
When a tank onboard a ship is not completely full of liquid, and the vessel heels, the liquid move across
the tank in same direction as heel.
The centre of gravity moves away from the centre line reducing the righting lever and increasing angle
of heel.

18.Explain coefficient of forms

It is used to show form of the ship and dimension of the ship.

1.Water plane area coefficient(Cw) - Ratio of area of water plane to product of length and breadth of the
ship.

2.Mid ship section area coefficient(Cm) - Ratio of area of immersed portion of the midship section to
the product of breadth and draught

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 .

3.Block coefficient or Coefficient of fineness(Cb) - Ratio of volume of displacement to the product of

length, breadth and draught.

4.Prismatic coefficient(Cp) - Ratio of volume of displacement to the product of length and area of
immersed portion of midship section.

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19.RO RO ship midship section

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.

20.Container ship midship section

The ships are built having a cellular construction at the sides. Strong longitudinal box girders are
formed port and starboard by the upper deck – the second deck – top of the shell plating and top of the
longitudinal bulkhead. The upper deck and the sheer strake form the box girder. These girders also
provide stiffness against racking stresses and used as water ballast tank spaces

A form of bulkhead is fitted at intervals, centre to centre with water tight bulkheads being fitted as
required by the Rules. The bulkhead gives support to the double bottom structure.
The container guides consist of angle bars about 150mm x 150mm x 14mm thick connected to vertical
webs and adjoining structure spaced 2.6m apart. The bottom of the guides is bolted to brackets welded
to the tank top and beams. The brackets are welded to doubling plates, which are welded to the tank top

21.Archimedes's principle
States that when a body is wholly or partially immersed in a liquid, it experiences an upthrust (apparent
loss of mass - termed Buoyancy force (Bf)) equal to the mass of liquid displaced

22.Bulbous bow
A bulbous bow is a bulging bulb at the bow (or front) of a ship just below the waterline. The bulb
modifies the way the water flows around the hull, reducing drag and thus increasing speed, range, fuel
efficiency, and stability. Large ships with bulbous bows generally have a twelve to fifteen percent better
fuel efficiency than similar vessels without them. A bulbous bow also increases the buoyancy of the
forward part and hence reduces the pitching of the ship to a small degree.

The greatest amount of hydrodynamic benefits of bulbous bow will be at the high end of the semi-
displacement speed range, reducing as the speed decreases. At higher speeds wave making resistance
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accounts for the greater portion of the drag, and the slower the vessel is proportionally more of the
resistance is taken up by wetted surface drag. At low speed, say, 6 knots or lower the bulb will even
cause an increase in drag because of the greater wetted surface area. At that low speed the added power
consumption is negligible and generally little time is spent in this speed range.

In terms of hydrodynamics, the destructive interference of the primary and secondary wave trains
causes an overall reduction in drag which is beneficial to the vessels resistance characteristics. The
water flowing over the top of the bulb is exerting a downward pressure that is keeping the stern from
squatting, causing the vessel to move with less resistance.

23.EEDI

A new Chapter 4 entitled Regulations on Energy Efficiency for Ships has been added to MARPOL
Annex VI which mandates:
• an Energy Efficiency Design Index (EEDI) for certain new ships;
• a Ship Energy Efficiency Management Plan (SEEMP) for certain ships; and
• a requirement for certain ships to carry an International Energy Efficiency (IEE) Certificate.

(EEDI) for new ships

EEDI is the indication of energy efficiency by co2 emission (gram)/cargo carried(ton mile)

The EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to
use in a specific ship design to the industry. As long as the required energy efficiency level is attained,
ship designers and builders are free to use the most cost-effective solutions for the ship to comply with
the regulations. The EEDI standards are being phased in from 2013 to 2025.

In general form, the EEDI formula may be expressed as:

EEDI = CO2 emission/transport work where:

• the carbon-dioxide (CO2) emission represents total CO2 emission from combustion of fuel, including
propulsion and auxiliary engines and boilers, taking into account the carbon content of the fuels in
question; and
• the transport work is calculated by multiplying the ship’s capacity as designed (deadweight for cargo
ships and gross tonnage for passenger ships) with the ship’s design speed measured at the maximum
design load condition and at 75 per cent of the rated installed shaft power.

International Energy Efficiency Certificate

All ships of 400 gross tons and above engaged in international voyages need to be issued with an
International Energy Efficiency (IEE) Certificate. Owners and operators of Australian ships engaged in
international trade should ensure the IEE Certificate is issued and available after the first intermediate
or renewal survey, whichever is the first, on or after 1 January 2013.

24.SEEMP

What is SEEMP?
As the new concept of EEDI is introduced for newly built ships, IMO has developed or rather structured
a special tool to measure and control Green House Gas emission from the already existing shipping fleet
known as Ship Energy Efficiency Management Plan.

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 The SEEMP establishes a mechanism for operators to improve the energy efficiency of ships. Potential
operational efficiency measures include:
• improved hull and propulsion system maintenance;
• voyage planning;
• weather routeing;
• speed optimisation; and
• use of automated engine management systems.

Each ship is required to keep a ship specific SEEMP on board, which may form part of the ship’s Safety
Management System.

25.Ozone Depleting Substances(ODS)

Regulation 12 of Marpol annex 6 talks about ODS.

New installations which contain ozone-depleting substances shall be prohibited on all ships, except that
new installations containing hydrochlorofluorocarbons (HCFCs) are permitted until 1 January 2020.

Ships which have rechargeable systems that contain ozone depleting substances must maintain an
Ozone Depleting Substances Record Book under the revised MARPOL Annex VI, reg. 12. 6
• Ozone Depletion Substances
– CFCs: These include Trichlorofluoromethane (CFC11), Dichlorodifluoromethane (CFC12) and
Chloropentafluoroethane (CFC15)
– Halon (Organic Compound): These include two sub-categories where the first category
compounds have been banned from being used in ships with a construction date of 19th May 1995 and
the second category compounds have been banned from being used in ships with a construction date of
1st January 2020
The first type compounds are R11 to R13, R111 to R115 and R211 to R217 while some of the second
type compounds include R21, R22, R31 and R271.
– Methyl Chloroform
– Methyl Bromide
– Bromochlorodifluoromethane
– Bromotrifluoromethane

26.Emergency fire pump priming arrangement

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 27.Angle of loll
ANGLE OF LOLL

- An initially unstable ship heels to a certain angle and ends up in neutral stability. That angle is called
angle of lol
- At angle of loll ., GM = 0 OR KG = KM

CORRECTIVE ACTION

- First check if the vessel is listed or lolled

- Always presume it is lolled for safety and work accordingly
- Calculate the vol of all tanks check for any slack tanks if any for the reason listed
- If the port and starboard listing moments are same then confirm its lolled
- In a listed condition always try to lower the centre of gravity by discharging the high side of
the ballast first

start filling low side of the tanks (prefer smaller tanks to minimise free surface effect during filling )
(coz if you fill the other side of the tank, the listing moment will be enough to capsize) gradually start
filling the mid tank and then the port side tank
- now the vessel should be upright , even if it is not ., try ballasting other tanks in the same method

WHERE DOES ANGLE OF LOLL OCCUR

Ø Occurs in timber carriers., - timber s on the deck absorb moisture and increases the cog
Ø Moreover, while sailing, consumption of fuel and water from the lower tanks also increases the cog.

NOTE :- DURING LOLL – NEVER BALLAST THE HIGH SIDE OF THE TANK , BECOZ , THE
SHIPS LISTING MOMENT TO THE OTHER SIDE IS ENOUGH FOR IT TO CAPSIZE

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 28.Bulk carrier midship section

TOP SIDE TANK

- Used mainly for ballasting. Connected with the ships main ballasting system
- Has triangular frames , the top portion supports deck beams,
the side portion supports the side plating of hull
the bottom portion supports the top side of the cargo hold
- As per BHU ( regulation regarding safe loading and unloading for bulk carriers) states that during
discharge of top side tk, the amount discharged should be matched with the amount of cargo loaded

HOPPER TANK
- Enable s easy removal of cargo – by placing cargo in the centre for easy dispatch
- Also used as extra ballast tanks
- If in the aft, can be used for f.o tanks along with DB tanks

DB TANKS
- These tanks extend b/w fwd collision bh to aft peak bh

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- The DB tanks are constructed
if L > 120 – then these tanks are longitudinally framed
(ie , floor spacing – 3.8 m apart- except pounding region, under m/e , boiler)
if L < 120 – then these tanks are transversely framed
(ie floor spacing – 3 m apart – except pounding region , under m/e , boiler)

29.Reserve buoyancy
Reserve buoyancy - as per reeds

- It’s a potential buoyance of the ship which depends upon the intact water tight volume above the water
line of the ship
- If a weight is added or buoyance is lost due to bilging, the reserve buoyance gets converted to
buoyance by increasing the draft
- If the loss of buoyance exceeds the reserve buoyance ship will sink

why is it needed ?
- It s defined as the buoyancy a ship can call upon to meet d loses of buoyancy due to damage of main
hull.Its use in the general working of the ship is to provide a sufficiency of freeboard to make the vessel
seaworthy.

29.Green house effect.

The greenhouse effect is a natural process that warms the Earth’s surface. When the Sun’s energy
reaches the Earth’s atmosphere, some of it is reflected back to space and the rest is absorbed and re-
radiated by greenhouse gases.

Greenhouse gases include water vapour, carbon dioxide, methane, nitrous oxide, ozone and some
artificial chemicals such as chlorofluorocarbons (CFCs).

The problem we now face is that human activities – particularly burning fossil fuels (coal, oil and
natural gas), agriculture and land clearing – are increasing the concentrations of greenhouse gases. This
is the enhanced greenhouse effect, which is contributing to warming of the Earth

Step 1: Solar radiation reaches the Earth's atmosphere - some of this is reflected back into space.
Step 2: The rest of the sun's energy is absorbed by the land and the oceans, heating the Earth.
Step 3: Heat radiates from Earth towards space.
Step 4: Some of this heat is trapped by greenhouse gases in the atmosphere, keeping the Earth warm
enough to sustain life.
Step 5: Human activities such as burning fossil fuels, agriculture and land clearing are increasing the
amount of greenhouse gases released into the atmosphere.
Step 6: This is trapping extra heat, and causing the Earth's temperature to rise.

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30.Cargo hold fire detection system

The release mechanism of CO2 system in cargo spaces is same as that of the machinery spaces. The
only difference is that the cargo spaces have a different type of fire detection system.
For detection of fire in cargo hold, a sample of air is drawn from all the cargo holds by an extractor
fan.This sample of air is passed through a cabinet wherein a set of smoke sensitive sensors analyze the
sample. The sensors will detect any presence of smoke in the sample. As soon as the sensor detects
smoke in the sample, it activates the CO2 alarm system of the ship. A part of the sample is also
discharged to the wheelhouse in order to cross-check the presence of smoke in the sample. This can be
done by smelling the smoke. The sample is later vented to the air.
In order to check whether the extractor is extracting samples from the holds, a small indicator propeller
is fitted, which ensures that the samples are taken.

31.OWS checks
While maintenance is being performed inside the OWS, do not damage the anti-corrosive surface
(normally provided where the liquid is in contact with the body) by doing welding or brushing.

Keep checking the back pressure for the coalescers and if the pressure exceeds the rated pressure, renew
the same.
Periodic cleaning of OWS to be performed by removing any water scale, sludge, dust, bacteria etc. from
the internal surfaces.
Clean the oil level sensor electrode at regular interval.
A filter is installed on the sample water inlet to prevent fouling by foreign objects which may cause
measuring error. If the flow of sample water is insufficient, remove and clean the filter.

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 The solenoid valve may malfunction due to fouling,which may occur after a long period of operation.
The solenoid valve must be cleaned at regular interval.
The outlet pipe of the OWS (distance pipe between OWS and overboard discharge valve) should be
opened up once a month to check for traces of oil. If found, it can be because OCM is malfunctioning or
misoperation of OWS is being performed.

The alarm and function of the three way valve and other solenoid valves must be checked every week.
32.Counter weight in sounding pipe
Sounding pipes for engine room double-bottom tanks are equipped with counterweight self-closing
cocks. It is imperative that sounding pipe caps or cocks be kept shut and well maintained. Sounding
pipes are a potentially dangerous source of progressive flooding. An engine room can be flooded
through an open sounding pipe if a ship’s bottom is holed. A cargo hold can be flooded through an open
deck sounding pipe when water is washed on deck in heavy weather. Holes in weather deck air pipes
also cause hold flooding during heavy weather
33.Engine distance
Engine distance
• The actual distance (nautical mile) covered by the ship from noon to noon is measured using ship’s log.
• The total revolutions of the propeller from noon to noon is obtained using revolution counter. The
engine distance can be calculated using the pitch of the propeller provided by the manufacturer. Care
must be taken in the unit conversion of the pitch from meter to nautical mile (in general 1 NM =
1800m).
Engine distance in nautical mile = (Pitch x revolutions per day)

Pitch is defined as "the distance a propeller would move in one revolution if it were moving through a
soft solid, like a screw through wood

34.How cargo tank fire happens

Pyrophoric Reaction

What is this ?
It is a rapid exothermic oxidation with Incandescence.

How it is formed ?
In an inerted atmosphere, the Hydrogen Sulphide reacts with Iron Oxide (rust) and forms Iron Sulphide.
• When a tank is exposed to air,the Iron Sulphide is oxidized back to Iron Oxide This oxidation is
accompanied by generation of considerable heat so that individual particles may be incandescent.

Prevention ?
All cargo operation is carried in controlled inerted condition

35.Water ingress alarm system

- Monday, October 08, 2018

SOLAS Regulation

1.Bulk carriers shall be fitted with water level detectors

a. In each cargo hold, giving audible and visual alarms, one when the water level above the inner
bottom in any hold reaches a height of 0.5 m and another at a height not less than 15 % of the depth of

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the cargo hold but not more than 2.0 m. The water level detectors shall be fitted in the aft end of the
cargo holds.
b.In any ballast tank forward of the collision bulkhead required by the regulation II-1/11, giving an
audible and visual alarm when the liquid in the tank reaches a level not exceeding 10 % of the tank
capacity.
c.In any dry or void space other than chain cable locker, any part of which extends forward of the
foremost cargo hold, giving an audible and visual alarm at a water level 0.1 m above the deck. Such
alarms need not be provided in enclosed spaces the volume of which does not exceed 0.1 % of the
ship’s maximum displacement volume.

2.The audible and visual alarms specified in paragraph 1 shall be located on the navigation bridge.
System description

The system is designed for 115-230V AC main power and 24V DC emergency power supply.
Emergency power supply is from vessel's emergency source of electrical power.

The alarm panel has been located on the bridge. And for not to be interface with the night vision, the
brightness of the visual alarms and indicators can be adjusted by a switch.

The sensor is a capacitive proximity switch. The sensor is based on capacitive principal and will work
in any cargo onboard a bulk carrier. The sensor is for use all cargo holds, Fore Peak Tank and Bosun
Store

Respective alarm channels on the alarm panel have a manual override switch. The switch is to be

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operated when the ForePeak Tank is used for ballast in order to avoid unnecessary alarms. Audible and
visual alarms are present in the navigation bridge for all corgo holds (pre-alarm and main alarm) any
ballast tank forward of the collision bulkhead and any dry or void space any part of which extends
forward of the foremost cargo hold.

In addition to cargo hold alarms the system also indicates and gives alarm when there is an open circuit,
short circuit, broken wire, earth fault in the water ingress sensor or water ingress sensors cable,
processor fault or power fault occurs or if main power supply or emergency power supply should fail.

For the audible alarms there are 2 types. One for pre-alarm (intermittent beeping) one for main alarm
(continuously beeping). And also for fault alarms there is an audible alarm too.

There are alarm relays for; upper level alarm , low level alarm , broken wire alarm and short circuit
alarm. With potential free contacts for external alarm in addition to 24V DC outputs for external alarm
as loop failure, power/system failure, lights and horns.

The system can be delivered for console mounting or with alarm panel and electronics in one cabinet.

36.Marpol annex 6 new regulation

1 March 2018 - MARPOL Annex VI Collection and reporting of ship fuel oil consumption data
Adopted by MEPC 70. New mandatory fuel oil data collection system. Amendments to chapter 4 of
annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL) add
new Regulation 22A on Collection and reporting of ship fuel oil consumption data. Under the new
requirements, ships of 5,000 gross tonnage and above will have to collect consumption data for each
type of fuel oil they use, as well as other, additional, specified data including proxies for transport
work. Also new appendices covering Information to be submitted to the IMO Ship Fuel
Oil Consumption Database and form of the Statement of Compliance, which would be issued to the ship
once the relevant data had been reported. Other regulations are amended to cater for the new
requirement, including those related to certificates, surveys and port State control

37.Enclosed space safe gas limits

6.2 Testing for oxygen
Any atmosphere with less than 20.9% (± 0.2%) oxygen by volume should not be entered. Oxygen
measurements should be carried out by, or under supervision of, the surveyor immediately before entry
into the confined space.Measured by o2 analyser

6.3 Testing for flammable atmosphere

A space with an atmosphere with more than 1% of the “Lower Flammable Limit” (LFL) or “Lower
Explosive Limit” (LEL), on a combustible gas indicator should not be entered.(0.01)
The Flammability indicator shows the percent within a safety range of 0-10% of the Lower Explosive
Limit (LEL) and, ideally, should read 0%.
Combustible gas detectors have normally two measuring ranges 0-100% LEL and 0-10% LEL.

6.4 Testing for toxic atmospheres

Toxins are measured in parts per million (PPM). Under no circumstances should the surveyor enter a
confined space exceeding the limits specified below. Different testing bodies throughout the world may,
however, have different acceptance limits. (Below TLV).Measured by dragger tube

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 THESE VALUES ARE TAKEN FROM IACS ENCLOSED SPACE SAFE PRACTICE
39.Class of bulkheads and locations.
Class A
• Are divisions forming bulkheads and decks that are;
o Constructed of steel or equivalent
o suitably stiffened
o Prevent passage of smoke and flame to the end of one hour standard fire test
o Insulated using non-combustible material so that average temperature on un-exposed side does not rise
above 139oC and point temperature above 180o The time duration for which the bulkhead complies with
this , governs its class
A-60— 60 Min
A-30— 30 Min
A-15 —15 Min
A-0 —0 Min
Class B
• These are divisions formed by bulkheads, decks, ceilings and lining
o Prevent passage of flame for first half hour of standard fire test
o Insulated so average un-exposed side temperature does not rise more than 139oC above original and no
single point rises more than 225oC above original .
o B-15 -15 Min
B-0 -0 Min
o Constructed of non-combustible material and all materials entering the construction are similarly non-
combustible except where permitted.
Class C
• These are divisions constructed of approved non-combustible materials. Combustible veneers are
allowed where they meet other criteria
• Main vertical zones Divided by Class A bulkheads and not exceeding 40m in length
Locations

Exterior boundaries of super structure and deck house enclosing accommodation and service space must
be of Class A 60.
Bulkhead separating spaces in accommodation can be of A 60 to Class C
All non boundary bulkhead is of Class B or C

40.Bilge keel and how it is fitted

Most ships are fitted with some form of bilge keel the prime function of which is to help damp the
rolling motion of the vessel. Other relatively minor advantages of the bilge keel are protection for the
bilge on grounding, and increased longitudinal strength at the bilge.

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 Bilge keels, particularly on steel vessels, are "lightly welded" along a portion of the vessels length. This
allows the bilge keel to be deformed or detached in case of impact without risking the vessels hull.
Typically, short sections will be welded, with gaps between. The bilge keel will be attached to a
backing strip - a strip of metal, which prevents the bilge keel from propagating cracks into the hull
when damaged.

41.Why there is no bilge keel fwd and aft

If keel is fitted for full length of the vessel it will be more difficult to construct and would be difficult to
align with flow along the hull.
Particularly at fore end causing a large increase in resistance and fuel consumption.
At the aft end boundary layer is much thicker since the keel will not project through , it would have
limited effect.

42.Bitter end arrangement

The basic quick release for the

‘bitter end’ of the anchor cable
usually consists of a steel box
attached to the chain locker, in
which an ‘L’ shaped pin with a flat
surface is passed through the final
link of the anchor cable.
To operate it should only be
required to remove the safety pin
with two fingers and hit the flat
end with the provided sledge
hammer, thus releasing the cable in
any emergency.

43.CO2 bottle specifications

What are the requirements of CO2 bottles ?
1. All bottles stamped at 52 bar pressure.
2. Bursting disc fitted, operates at 177~ 193 bar at 63 °C
3. Store in temperature less than 55 °C
4. Recharge if 5 % loss.
5. Clamped against movement and vibration(by wooden plank).
6. Remote and manual operation possible.
7. Hydraulically tested to 228 bar.
8. Level tested (by radio active level indication).
9. if > 10 years internal and external examination required

44.Windlass safeties

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 What are windlass safety devices ?
• Emergency stop
• Overload trip
• Over speed trip
• Mechanical break
• Slipping clutch for over load, to prevent any undesirable damage such as hull damage due to anchor and
rope brake out.
What is Slipping Clutch in windlass ?
1. Slipping clutch is commonly fitted between prime mover and gearing
2. It is incorporated with motor, magnetic brake and drive shaft
3. Set to slip at approximately 133% of full load torque
4. Letting go or dropping speed is controlled by friction brake
5. Hauling speed is 0.15 m/sec
Why Slipping Clutch is fitted in windlass ?

1. In windlass, undue stresses must not be applied to chain cable and machinery
2. Without slipping cultch, excessive stresses could be applied to cable, by armature momentum, by
sudden obstruction when heaving, or when bringing the anchor into hawsepipe.
3. Fitted also to avoid inertia of prime mover being transmitted to windlass machinery in the event of
shock loading on cable, when anchor is being housed
4. When ship is riding at anchor, bow stopper prevents the strain for windlass

45.Windlass brake diagram

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46.Life boat Brakes

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47.ORB entry for sludge incineration

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48.ORB bilge and sludge entries
CODE C - COLLECTION AND DISPOSAL OF OIL RESIDUES (SLUDGE)

ITEM NO - 11. Collection of oil residues.

Quantities of oil residues (sludge) retained on board at the end of a voyage, but not more frequently
than once a week. When ships are on short voyages, the quantity should be recorded weekly 1.
11.1 Separated sludge (sludge resulting from purification of fuel and lubricating oils) and other
residues,
- Identity of tank(s) as per IOPP Supplement, Form B
- Capacity of tank(s) in cubic meters
- Total quantity of retention in cubic meters
Anticipated daily quantity will be 0.8% of HFO daily consumption plus 0.5 % of DO daily consumption
11.2 Other residues (such as oil residues resulting from drainage, leakage, exhausted oil, etc. in the
machinery spaces)
- Identity of tank(s) as per IOPP Supplement, Form B
- Capacity of tank(s)in cubic meters
- Total quantity of retention
Anticipated daily quantity 15 lt / 1000 KW of actual ME Power for Diesel Engines only.

ITEM NO - 12. Methods of disposal of residue.

State quantity of oil residues disposed of, the tank(s) emptied and the quantity of contents retained:
12.1 To reception facilities (identify port); 2
12.2 Transferred to another (other) tank(s) (indicate tank(s) and the total content in the tank(s));
12.3 Incinerated (indicate total time of operation);
12.4 Other method (state which)

CODE D - NON-AUTOMATIC DISCHARGE OVERBOARD OR DISPOSAL OTHERWISE OF

BILGE WATER WHICH HAS ACCUMULATED IN MACHINERY SPACES

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);
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.2 To reception facilities (identify port);3
.3 Transfer to slop tank or holding tank (indicate tank(s); state

quantity transferred and the total quantity retained in tank(s)).

49.MARPOL annex 1 discharge criteria

Annex I- Regulations for the Prevention of Pollution by Oil

Chapter 3 - Requirements for machinery spaces of all ships
Part C - Control of operational discharge of oilRegulation 15 - Control of discharge of oil

A Discharges outside special areas

2 Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall be
prohibited except when all the following conditions are satisfied:
.1 the ship is proceeding en route;
the oily mixture is processed through an oil filtering equipment meeting the requirements of
.2
regulation 14 of this Annex;
.3 the oil content of the effluent without dilution does not exceed 15 parts per million;
.4 the oily mixture does not originate from cargo pump-room bilges on oil tankers; and
.5 the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

B Discharges in special areas

3 Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall be
prohibited except when all of the following conditions are satisfied:
.1 the ship is proceeding en route;
the oily mixture is processed through an oil filtering equipment meeting the requirements of
.2
regulation 14.7 of this Annex;
.3 the oil content of the effluent without dilution does not exceed 15 parts per million;
.4 the oily mixture does not originate from cargo pump-room bilges on oil tankers; and
.5 the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
4 In respect of the Antarctic area, any discharge into the sea of oil or oily mixtures from any ship shall
be prohibited.
5 Nothing in this regulation shall prohibit a ship on a voyage only part of which is in a special area from
discharging outside a special area in accordance with paragraph 2 of this regulation.

Annex I- Regulations for the Prevention of Pollution by Oil

Chapter 4 - Requirements for the cargo area of oil tankers - Part C - Control of operational discharges
of oilRegulation 34 - Control of discharge of oil

A Discharges outside special areas

1 Subject to the provisions of regulation 4 of this Annex and paragraph 2 of this regulation, any
discharge into the sea of oil or oily mixtures from the cargo area of an oil tanker shall be prohibited
except when all the following conditions are satisfied:

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 .1the tanker is not within a special area;
.2the tanker is more than 50 nautical miles from the nearest land;
.3the tanker is proceeding en route;
.4the instantaneous rate of discharge of oil content does not exceed 30 litres per nautical mile;
the total quantity of oil discharged into the sea does not exceed for tankers delivered on or before 31
December 1979, as defined in regulation 1.28.1, 1/15,000 of the total quantity of the particular cargo
.5of which the residue formed a part, and for tankers delivered after 31 December 1979, as defined in
regulation 1.28.2, 1/30,000 of the total quantity of the particular cargo of which the residue formed a
part; and
the tanker has in operation an oil discharge monitoring and control system and a slop tank
.6
arrangement as required by regulations 29 and 31 of this Annex.
2 The provisions of paragraph 1 of this regulation shall not apply to the discharge of clean or
segregated ballast.
B Discharges in special areas
3 Subject to the provisions of paragraph 4 of this regulation, any discharge into the sea of oil or oily
mixture from the cargo area of an oil tanker shall be prohibited while in a special area.*

50.Stable & Unstable ship

Stable equilibrium

A ship is said to be in stable equilibrium if, when inclined, she tends to return to the initial position.

For this to occur the centre of gravity must bebelow the metacentre, that is, the ship must have positive
initial metacentric height.

Figure hows the ship inclined to a small angle. The position of G remains unaffected by the heel and the
force of gravity is considered to act vertically downwards through this point. The centre of
buoyancy moves out to the low side from B to B1 to take up the new centre of gravity of the underwater
volume, and the force of buoyancy is considered to act vertically upwards through B1 and the
metacentre M. If moments are taken about G there is a moment to return the ship to the
upright.

Unstable equilibrium

When a ship which is inclined to a small angle tends to heel over still further, she is said to be in
unstable equilibrium.
For this to occur the ship must have a negative GM.

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 Note how G is above M.
Figure shows a ship in unstable equilibrium which has been inclined to a small angle. The moment of
statical stability, W GZ, is clearly a capsizing moment which will tend to heel the ship still further.

51.Global warming
global warming
1. a gradual increase in the overall temperature of the earth's atmosphere generally attributed to the
greenhouse effect caused by increased levels of carbon dioxide, CFCs, and other pollutants.
2.
52.Torsion box
Torsion box in ships can be defined as a continuous structure formed in between the top part of a
longitudinal bulkhead, freeboard deck and sheer strake. It runs from the collision bulkhead and extends
up to the aft peak bulkhead. It is heavily stiffened usually by bulb angles which provide sufficient
strength against torsional moments and other bending loads.

53.CO2 extinguisher diagram

- 4.5 kg liquid co2 at a pressure of 53 bar

- Body is made of solid drawn steel pressure tested at 227 bar and coated internally with zinc.

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54.Heat detector location & Testing
Fitted in boiler room, laundry, Control Room, Galley.

It can be tested by a portable electric hot air blower or muff

55.Gases present in ballast tank
Atmosphere in Duct Keel becomes deficient in O₂, due to corrosion resulting from SW leakage.
O₂ may also be depleted by presence in SW of H₂S, which tends to oxidise.
H₂S is produced by bacteria in SW.
Carbon dioxide is given off by SW due to chemical changes. It does not support life.
Explosive gases formed, composed of Carbon and Hydrogen in varying proportion and may be in the
form of Methane (CH₄), or Ethylene, due to evaporation of fuel leakage from fuel pipes and valves

56.Hypermist system

Protected area
Boiler
Main engine
Aux. engine no. 1,2 & 3
F.O. purifier
Incinerator

Modes of release
Automatic release:The system can be released automatically from the fire detecting system, when two
detectors in the same loop are activated at the same time (smoke and flame)

Semi-automatic release:The system can be operated from the valve operating panel located in the fire
control station.By activating the push~button for the actual section the dedicated section valve will
open, and the pump unit will start up, and extinguishing will begin.

Manual release: Manual release is carried out by operating a push~button, located nearby the protected
area inside the release boxes marked with "Release Watermist" signs.

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 Testing
Precondition: Close main closing valve pos. 14 to prevent watermist coming out in the protected area
during the release of the section valve.

Test Procedure:
1.Activate the Smoke detector for Boiler Observe Alarm on fire detection panel is activated.
2.Activate the Flame detector for Boiler. Observe Section valve for Boiler section is activated and High
pressure pump starts. Audible and visual alarm units are activated
3.Stop high pressure pump and close section valve by resetting alarm fire panel. Observe Solenoid
valve Boiler. Is deactivated. Audible and visual alarms are off. Pump is off
57.EIAPP Certificate
the Engine International air pollution prevention Certificate. It is a certificate issued for a marine diesel
engine. The EIAPP Certificate shall accompany the engine throughout its life and shall be available on
board the ship at all times.
It is required by Technical Code on Control of Emission of Nitrogen Oxides from Marine Diesel
Engines made mandatory by Annex VI of MARPOL.
The certificate contains a table with the following headings
• Engine
• Manufacturer
• Model number
• Serial number
• Test cycle(s)
• Rated power (kW) and speed (RPM)
• Engine approval number
•
58.SCBA tests
1.Visual inspection of all parts
2.Turnoff the positive pressure mechanism and and open the main valve and check the pressure in the
bottle (must be 80% full)
3.Keep the line pressure for 1 minutes.It should not drop 10 bar in 1 minutes.
4.Slowly release the pressure. alarm should sound at 55 bar.

59.SOLAS chapter 13 & 14

Chapter 13 - Verification of compliance

1.Every Contracting Government shall be subject to periodic audits by the Organization in accordance
with the audit standard to verify compliance with and implementation of the present Convention.
2 The Secretary-General of the Organization shall have responsibility for administering the Audit
Scheme, based on the guidelines developed by the Organization*.

3 Every Contracting Government shall have responsibility for facilitating the conduct of the audit and
implementation of a programme of actions to address the findings, based on the guidelines adopted by
the Organization*

Chapter 14 - Safety measures for ships operating in polar waters

The goal of this regulation is to provide a methodology for alternative design and arrangements for
structure, machinery, and electrical installations, fire safety and life-saving appliances and
arrangements.

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 The Polar Code is intended to cover the full range of shipping-related matters relevant to navigation in
waters surrounding the two poles – ship design, construction and equipment; operational and training
concerns; search and rescue; and, equally important, the protection of the unique environment and eco-
systems of the polar regions.

The Polar Code covers the full range of design, construction, equipment, operational, training, search
and rescue and environmental protection matters relevant to ships operating in the inhospitable waters
surrounding the two poles.

The Polar Code includes mandatory measures covering safety part (part I-A) and pollution prevention
(part II-A) and recommendatory provisions for both (parts I-B and II-B).
60.Missed entry in ORB

61.Permits used onboard

1.Hot work permit
2.Enclosed space entry permit
3.Isolation permit
4.Pipe line & pressure vessel permit
5.Electrical isolation permit
6.Working aloft permit

62.How buoyancy shifts when weight is added

The centre of buoyancy `B' is the point through which the force of buoyancy is considered to act
vertically upwards with a force equal to the weight of water displaced.

It is the centre of gravity of the underwater volume.So when a weight is added the draught will
change.Thereby underwater volume changes.So obviously buoyancy changes.

63.Liferaft launching
The life raft on board ship are released or launched in to the water by three different methods:
1) Auto release with Hydrostatic Release Unit (HRU).
2) Manually launching.
3) Launching by Davits.

The Working of HRU:

• HRU acts as a connecting media between life raft container and ship deck, where it is stored.
• The HRU comes in action under the pressure of water exerted on HRU when the ship sinks below 4m
of water level.
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• The HRU consists of a sharp knife or chisel which is used to cut the strap lashed over the container
carrying life raft, but it still holds the painter at the weak link.
• When vessel sinks, the HRU cuts the rope and the container floats to the surface of water.
• As vessel sinks further, the tension in the painter causes the life raft to inflate out of the container.
• The tension acting on the weak link will cause it to break making the life raft free from the ship.
Manual Launching Procedure of Life raft:
• Check that one end of the painter of the raft is well secured to a strong point on ship’s deck or structure.
• Remove the lashing from the container of the raft and open the way to portable rail if available.
• Check the ship side where the raft to be launched is clear.
• Two people should lift the container from both sides horizontally and throw the container.
• Make sure the painter is still fixed at a strong point so that the raft should not be waved away by waters.
• Pull the painter with a hard jerk to fire the gas bottle to inflate the raft.
• The life raft will take 20-30 sec to inflate.
• Board the life raft one by one using ladder or rope.
• Avoid sharp objects like knives, shoes and other sharp objects etc which may damage the raft surface.
• When everybody is aboard, after a headcount, cut the painter with a sharp knife.

Launching Raft by Davit:

• Open the lashing and remove the raft container from HRU by opening the manual slip hook or bottle
screw arrangement.
• Tie up the one end of the painter of raft into a strong point at deck.
• Keep the container in the open and attach the davit hook to the given eye in the canister/ container
• Take up the raft load by davit and keep the container hanging at embarkation deck area.
• Pull the painter and inflate the raft. Have a thorough check on the inflated raft.
• Start boarding the raft without the shoes and other sharp object.
• After the boarding is completed, check the bottom is clear and release the securing lines, if any.

64.DCP Extinguisher

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65.Lifeboat engine Regulation
(a) Lifeboat shall be powered by a compression ignition engine. No life boat engine can be used if
the fuel used in it has a flash point of 43 degree C or less. The lifeboat engine can either be two stroke
or four-stroke type, and can be started either by hand or by power. Power starting can be by using
accumulator batteries or hydraulic.

(b) In power starting, normally two independent rechargeable energy sources are provided.
However, any starting method should be capable of starting engines at 15 degrees C of ambient
temperature within two minutes of commencing of starting procedure.

(c) The engine power is transmitted to propeller through gearbox. The gearbox is capable of
disengaging the engine as well as engaging in either ahead or astern direction.

(d) The engine on starting should be allowed to run at slow speed, with propeller shaft disengaged.
When the engine warms up, engine revolutions are increased gradually. The exhaust pipe outlet is
located well clear of waterline. The engine, its accessories and gearbox is enclosed in fire retardant
casing.

(e) Essential tools such as shifter, screw driver, spanner, cranking levers etc. are kept in lifeboat at
all times and should never be removed from lifeboat.

(f) Engine should be capable of operating for not less than 5 minutes after starting from cold, with
lifeboat out of water.

(g) A fully loaded lifeboat in calm water has an engine speed of 6 knots and enough fuel for 24
hours. When towing the biggest liferaft it makes good a speed of at least 2 knots. Before lowering
lifeboat, battery-charging connection should be disconnected, if provided.

(h) Lifeboat engine operation will not interfere with the operation of radio life-saving appliances.

66.Double bottom tank construction

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TRANSVERSELY FRAMED DOUBLE BOTTOM
If the double bottom is transversely framed, then transverse solid plate floors, and bracket floors with
transverse frames,provide the principal support for the inner bottom and bottom shell plating (Figure
16.4). Solid plate floors are fitted at every frame space in the engine room and in the pounding region
(see the end of this chapter). Also they are introduced in way of boiler seats, transverse bulkheads, toes
of brackets supporting stiffeners on deep tank bulkheads, and in way of any change in depth of the
double bottom. Where a ship is regularly discharged by grabs, solid plate floors are also fitted at
each frame.
Elsewhere the solid plate floors may be spaced up to 3.0m apart, with bracket floors at frame spaces
between the solid floors. The plate brackets of bracket floors are flanged and their breadth is at least 75
percent of the depth of the centre girder at the bracket floors. To reduce the span of the frames, which
should not exceed 2.5 meters, at the bracket floor, vertical angle or channel bar struts may be fitted.
Vertical stiffeners usually in the form of welded flats will be attached to the solid plate floors, which are
further strengthened if they form a watertight or oiltight tank boundary.
One intercostal side girder is provided port and starboard where the ship’s breadth exceeds 10 m but
does not exceed 20 m and two are fitted port and starboard where the ship’s breadth is greater. In way
of the bracket floors a vertical welded flat stiffener is attached to the side girder. Additional side girders
are provided in the engine room, and also in the pounding region.

LONGITUDINALLY FRAMED DOUBLE BOTTOM

In a longitudinally framed double bottom, solid plate floors are fitted at every frame space under the
main engines, and at alternate frames outboard of the engine seating. They are also fitted under boiler
seats, transverse bulkheads, and the toes of stiffener brackets on deep tank bulkheads. Elsewhere the
spacing of solid plate floors does not exceed 3.8m, except in the pounding region where they are on
alternate frame spaces. At intermediate frame spaces brackets are fitted at the tank side, and at the
centre girder where they may be up to 1.25 m apart. Each bracket is flanged and will extend to the first
longitudinal (Figure 16.5).
One intercostal side girder is fitted port and starboard if the ship’s breadth exceeds 14 m, and where the
breadth exceeds 21 m two are fitted port and starboard. These side girders always extend as far forward
and aft as possible. Additional side girders are provided in the engine room, and under the main
machinery, and they should run the full length of the engine room, extending three frame spaces beyond

40 | P a g e
 this space. Forward the extension tapers into the longitudinal framing system. In the pounding region
there will also be additional intercostal side girders. As the unsupported span of the bottom
longitudinals should not exceed 2.5m, vertical angle or channel bar struts may be provided to support
the longitudinals between widely spaced solid floors

67.Stability curve

Curve Of Statical Stability

1.Graph where GZ is plotted against the angle of heel.
2.Drawn for each voyage condition by the ship’s officer.
3.This curve is for a particular displacement and KG.

From this curve it is possible to ascertain the following:

1.Initial metacentric height – point of intersection of the tangent drawn to the curve at the initial point
and a vertical through the angle of heel of 57.3° (1 radian).
2.Angle of contraflexure – the angle of heel up to which the rate of increase of GZ with heel is
increasing. Though the GZ may increase further, the rate of increase of GZ begins to decrease at this
angle.
3.The range of stability – where all GZ values are positive.
4.The maximum GZ lever & the angle at which it occurs.
5.The angle of vanishing stability – beyond which the vessel will capsize.
6.The area of negative stability
7.The moment of statical stability at any given angle of heel (GZ x Displacement of the ship).
8.The moment of dynamical stability – work done in heeling the ship to a particular angle.
9.Dynamical stability at è = W x A (in t-m-rad) W = Displacement (in tonnes), A = area between the
curve and the baseline up to the given angle of heel (in metre-radians).

68.Watertight & Collision bulkhead

Watertight bulkheads
• Divide the ship into different water tight compartments thus restricting the volume of water which will
come in if the shell plating damaged.
• Also serves to separate to separate different types of cargoes and divide tank and machinery spaces
from cargo space

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• Also assists in prevention of spreading of fire from one part of the ship into another part of the ship
• Number of bulkheads depend on length of ship and position of machinery space.
Stiffeners are fitted at 750mm apart, but collision bulkhead and deep tanks have 600mm spacing.

Collision bulkhead
• Each ship to have one collision bulkhead located forward
• Avoids flooding of ship in case of damage to bows
• Location is such that it is not so much forward as to get damaged on impact , Neither it should be too
far aft so that compartment flooded forward causes extensive trim by head. As a rule located at
minimum distance to get maximum space for cargo.
• Minimum at 1/20 of ships length from forward perpendicular
• The collision bulkhead is continuous to upper most continuous deck
• The collision bulkhead is 20% stronger than other bulkheads

STIFFERENRS : 180 mm bulb plate thickness spaced 600 mm apart (whr as in normal bulk heads, its
spaced 760 mm apart)

- The stringers 200 mm channel beam used with brackets

69.STP Diagram

70.Rudder types

71.Stiff & Tender ship

72.Stiffner & Stringer

- STRINGER – HORIZONTAL STIFFENING MEMBER
- STIFFNERS – VERTICAL STIFFENING MEMBER

Stiffener: strengthening frames for any plating on ship. Stiffeners can be longitudinal or transverse.

Stringer: Stiffeners which are provided in perpendicular for preventing bending in transverse frames is
called stringer
73.Annex 1 special areas
1. Mediterranean Sea
2. Baltic sea
3. Black sea
4. Red Sea
5. Gulf area
6. Gulf of Aden area
7. Antarctic area.
8. North West European Waters
9. Oman area of the Arabian sea.

74.Annex 6 main contents

Regulation 12:- Ozone depleting Substance
Any deliberate emissions of Ozone depleting substance shall be prohibited. Deliberate emissions
include emissions occurring in the course of maintaining, servicing, repairing or disposing of systems or
equipments.

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New installations which contain ozone depleting substance shall be prohibited on all ships, except that
new installations containing HCFCs are permitted until January 2020.
The substances & equipment containing such substances, shall be delivered to appropriate reception
facilities when removed from ships.

Regulation 13:- Nitrogen Oxide(NOx)

This regulation applies to the diesel engine with a power output of more than 130 KW which is installed
on a ship constructed on or after 1st January’2000. & to diesel engines with a power output of more
than 130 KW which has undergone major conversion on or after 1st January’2000.
This regulation does not applies to emergency diesel engine, engines installed in lifeboats & any device
intended to be used solely in case of emergency.

Regulation 14:- Sulphur Oxide (Sox)

The sulphur content of any fuel used on board ships shall not exceed 4.5% m/m.
In SECA Area the sulphur content should not exceed 1.5% m/m.
If in SECA area fuel used is having sulphur content more than 1.5% m/m , then exhaust gas cleaning
system to be provided to limit emission of Sox to 6.0g Sox /Kw-h or less.

Regulation 15:- Volatile Organic Compound

Regulation 16:- Shipboard Incineration

75.GT & NT/RT

Where Tonnage value is used?

To determine port and canal dues.

To determine Safety Equipment.
To measure the size of fleet.

Gross Tonnage: (GT)

» Gross tonnage is the total of the Underdeck tonnage & the tonnage of the following spaces:
1. Any Tweendeck space , between second and upper deck.
2. Any excess of hatchways over ½ % of vessel’s Gross Tonnage.
3. Any permanently closed-in spaces, on or above the upper deck.
4. Any engine light and air space on or above upper deck, at shipowner's option and with Surveyor's
approval.

Certain closed-in spaces, on or above the upper deck are not included in gross tonnage, and these are
known as Exempted Spaces.
Exempted spaces:
Dry cargo space.
Space fitted with machinery or condensers.
Wheelhouse, chartroom and radio room.
Galley and bakery.
Washing and sanitary spaces in crew accommodation.
Light and air spaces.
Water ballast tanks not appropriated for any other use.

Net or Registered Tonnage: (NT/RT)

It is obtained by making “deductions” from the Gross Tonnage.

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Principal “Deducted Space”, which already have been included in Gross Tonnage are:
Master’s and crew accommodation.
Chain lockers and space for working anchor and steering gear.
Propelling Power Allowance.
Ballast tank, capacity ≯ 90%.

Port and Harbour dues are assessed on Net Tonnage

76.Loadline marking
Load line marks are located amidships on both side of the ship, showing maximum draught to which the
vessel may be loaded in summer and winter and in salt and fresh water.

Purposes:
Storage of cargo, ballast etc. are such as to assure sufficient stability.
To avoid excessive structural stresses.

Note 1: Oil Tanker is well divided into oil-tight compartments. So it is reasonable to allow smaller
volume of Reserved Buoyancy and thus smaller minimum freeboard.

Note 2: The grid 540mm (21in) aft of the load line mark is used only by Timber Deck Cargo Carriers; it
is omitted on General Cargo and Oil Carriers. All lines are 25 mm wide

S, Summer Load Line: Upper edge passes through the centre of the ring and indicated
by letter S. This line marks the maximum draught to which a ship maybe loaded during
recognised summer period for that region, in sea water for voyages.
The freeboard to the centre of the ring, gives the base line from which the other marks
are measured.

W, Winter Load line: Placed below Summer Line at a distance, according to the Rules, equal to 1/48th
of Summer Draught of the ship. This line marks the draught to which a ship maybe loaded during
recognised winter period for that region, in sea water for voyages.

WNA, Winter North Atlantic Load Line: Marked only on ships 100 metres and above in length,
providing additional safety in ships of moderate dimensions. Placed 50 mm below Winter Line.

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T, Tropical Load Line: Show maximum draught in sea water for voyages during fine weather season, in
certain zones of the tropics. Tropical Load Line allows a deduction of freeboard from summer freeboard
and placed at same distance above the centre of the ring, as the Winter Line is below

F, Fresh Water Line: To allow for the rise of ship, when passing from fresh to salt water. Distance
above Summer Load Line to Fresh Water Line may be calculated by dividing the displacement (metric
tons) in sea water at Summer Load Line, by 4 times the metric tons per centimetre immersion. ( Δ / 4
TPC )

TF, Tropical Fresh Water Line: The Fresh Water Freeboard, placed above Fresh Water Line, at a
distance equal to 1/48th of Summer Draught of the ship.

Deck Line:
» A horizontal line marked at amidships on each side of the ship, and its upper edge passes through the
point where the continuation outwards of the ship of upper surface of freeboard deck intersects the outer
surface of the shell.

77.Static & Dynamic stability

STATIC STABILITY:-
1) It is defined as the ability of a ship to regain its upright equilibrium position, after the removal of
external factor which caused the vessel to heel at an angle.
2) It gives the stability information of a vessel under the condition that the outside water is static.
3) It is expressed in terms of metacentric height. i.e. GM ( for angle of heel up to 10 degree) and
righting lever GZ ( for angle of heel above 10 degree)
4) It’s unit is meter
5) Static stability at two different angle of heel can be the same.

DYNAMIC STABILITY:-
1) It is defined as the energy required heeling the ship from upright equilibrium till the angle of heel in
question.
2) It gives the stability information of a vessel considering dynamic behavior of the sea.
3) It is expressed in terms of the area under righting moment curve. ( or GZ curve multiplied by
displacement of the ship in tons)
4) It’s unit is ton-meter-radian
5) The dynamic stability at two different angle of heel cannot be the same

78.Margin plate
A fore and aft plate sited at the turn of the bilge .The upper edge is normally flanged to allow
connection to the tank top plating, while the opposite end is secured to the inside of the shell plate by an
angle-bar connection.
It provides an end seal to the double bottom tanks, having all the floors joining at right-angles, up to the
collision bulkhead.

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79,Frame spacing
The fore-and-aft distance between the heels of two consecutive frames of a ship

In ships, frames are ribs that are transverse bolted or welded to the keel. Frames support the hull and
give the ship its shape and strength.
Transverse framing
Transverse framing is used primarily for ships less than 120 metres in length. The floors, frames and
beams form rings spaced closely together. Longitudinal strength is provided by the keel, centre girder,
side girders, deck girders, the entire bottom, deck and side shell plating, and the tank top. Transverse
framing ensures good cross sectional strength to handle overall stresses, vertical loads, rolling and dry
docking. However, on very long ships, sheer stresses can cause deformations between the rings.
The hull requires a plate floor every 3.05m and a frame every 1m. Hence there are 3 frames for every
plate floor. The two frames are attached to the floor angle iron transverse.
For the aft framing of the aft peak tank or the for'd framing of the for'd collision bulkhead the maximum
framing pitch is 0.61m. Also for the for'd 0.2l of the ship the maximum spacing of the frame is 700mm
(this helps to prevent damage due to slamming).

Underneath the engine seating a plate floor is required every frame.

The keelplate is made from heavier section of plate and has its ends tapered to allow it to be welded
onto the normal hull plating
Longitudinal framing
Longitudinal framing is mandatory for very large ships, oil tankers and bulk-ore carriers. The rings are
formed of floors, deck beams and web frames that replace the frames. These rings are farther apart than
in transverse framing. The longitudinal reinforcement members are deck girders, girders, the keel and a
large number of deck, bottom and side longitudinals. The longitudinals are slender but there are very
many of them.

80.Freefall lifeboat Launching

81.Single hull bulkcarrier Midship section

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 82.Precautions before releasing co2
• The crew should muster at their muster stations and headcount to be taken.
• It is Master to take the decision, depending on the situation and company policy.
• Master will take the decision with consult of chief engineer.
• Nearest coast guard and port authority to be informed as soon as possible.
• Emergency generator should be on load because power will be required for running emergency fire
pump for boundary cooling.
• All access doors of the engine room, vent flaps, blower flaps, skylights, hatches, fire flaps, to be closed.
• Quick closing valves to be closed to cut fuel and lube oil supply.
• Emergency stops for lube oil pumps, fuel oil pumps to be operated.
• All machinery in the engine room to be stopped.
• Ensure all personnel vacated engine room in case of the port also ensure that all port persons are out of
engine room. This can be ensured by gangway watch person. Muster station of all port crew in case of
emergency is gangway.
• CO2 must be released by a competent engineer.

83.BDN
The standard document required by Annex VI of MARPOL which contains information on fuel oil
delivery: name of receiving vessel, port, date, data of a supplier, quantity and characteristics of fuel oil.
Every BDN is to be accompanied by a representative sample of the fuel oil delivered. Fuel oil suppliers
are to provide the bunker delivery note. The note is to be retained on the vessel, for inspection purposes,
for a period of three years after the fuel has been delivered.

Following information to be included in the Bunker Delivery Note.

- Name and IMO number of receiving ship

- Bunkering Port
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 - Date of commencement of delivery

- Name, address, and telephone number of marine fuel oil supplier

- Product name

- Quantity (metric tons)

- Density at 15 (kg/m3)

- Sulphur content (% m/m)

Further, the seal number of MARPOL sample label to be included in the Bunker Delivery Note for
cross-reference purposes.

84.Certificates carried onboard

1. Certificate of Registry
2. International Tonnage Certificate
3. International Load Line Certificate
4. International Load Line Exemption Certificate
5. International Ship Security Certificate
6. Intact Stability Certificate
7. Minimum Safe Manning Document
8. Certificates For Masters Officers Or Rating
9. International Oil Pollution Certificate
10. Document Of Compliance
11. Safety Management Certificate
12. Damage Control Booklets
13. Oil Record Book
14. Garbage Record Book
15. Cargo Securing Manual
16. Cargo Ship Construction Certificate
17. Cargo Ship Safety Equipment Certificate
18. Cargo Ship Safety Radio Certificate
19. Cargo Ship Safety Certificate
20. IOPP
21. IAPP

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85.Flammability diagram

The line AB represents the concentration of a mixture that includes air and hydrocarbon gases only. All
the points to the left of the line AB includes the inert gas in the mixture. Those to right of the line AB
and on the line AB doesn't include inert gas.

When inert gas is added to the tank atmosphere, the concentration inside the tank changes drastically.
So does the upper and lower flammable limit of the mixture. It can be seen from the diagram that the
UFL and LFL narrows down to converge at point E when inert gas is added.
It can be inferred that the flammability range of a mixture decreases with addition of inert gas.

Now let's assume a mixture of HC gas, air, inert gas such that it is at point a F in the graph.

If this mixture is diluted with air (Oxygen concentration 21%), then the new concentration of the
mixture will follow a straight line drawn from F to the 21% mark on oxygen percentage (X- axis). i.e.
Line FA.

It can be seen from the diagram that on diluting F with air, it passes through the flammable range and
hence it poses a fire hazard.

To tackle this, we need to first Purge the tank with inert gas. Since inert gas has O2 concentration of
around 2%, the concentration of mixture during purging process moves along the line FJ. J is the point
of 2% oxygen concentration in inert gas.

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The purging is continued till the mixture reaches point H. From H if the mixture is diluted with air of
21% oxygen, it will follow the line HA, which doesn't fall in flammable range. Hence safe condition is
maintained throughout the process.

While looking at diagram we come across the term critical dilution limit (Line GA). Let's try to
understand this term. The line GA passes by just touching the flammable range portion of diagram. If
the mixture F would have been purged any less than point K (lying between F and L), then while
diluting the mixture it would pass through the flammable range.

Thus critical dilution limit is the minimum amount of purging required to ensure that the mixture
doesn't fall in flammable range while diluting wit hair.

From above, It is well understood that the use of inert gas itself doesn't guarantee the safe environment
of tank during tank operations, until inert gas present is above the critical limit of the environment.

To be on the safer side, it is a common practise to continue purging the mixture F even beyond the
critical dilution limit, to prevent any fire hazard due to tthe purged mixture passing trough flammable
range during dilution with air.

86.Deck seal
The deck water seal offers a positive break in the system by means of a water trap. This permits inert
gas to be delivered to the main deck while preventing gas backflow, even when the IGS is shut down.
The regulations require two independent water supplies for the deck water seal. When the IGS is
operating, the scrubber pump supply is used; the second supply, normally the salt-water service pump,
is used when the IGS is not operating. Each pump must be capable of operation at all times. The deck
water seal is provided with a heater to prevent the water from freezing and an automatic control system
that prevents overheating of the seal

(1) The wet seal is described in Figure.

It is deemed the most reliable and is the only type generally approved for use on most vessels.

(2) The semidry seal operates dry after the IG flow displaces the water. Venturi action returns the water
when a gas block is needed as described in Figure.

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(3) The dry seal operates normally dry and is filled with water when the IG plant is shut down or when
tank pressure exceeds the IG pressure.
In the dry type seal, the water is drained from the seal when the IG plant is in operation (gas flowing to
the tanks), and filled with water when the IG plant is either shut down, or the tank pressure exceeds the
IG blower discharge pressure. Filling and drainage are performed by automatically operated valves
controlled by the levels in the water seal and the drop tank, and by the operating state of the blowers

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87.Frictional resistance
Frictional resistance is the net fore-and-aft forces upon the ship due to tangential fluid forces.

88.Wave making resistance

When a body is moving in a undisturbed water the surface create a varying pressure field which
manifests itself as waves because the pressure at the surface must be constant and equal to atmospheric
pressure.

From observation when the body moves at a steady speed, the wave pattern seems to remain the same
and move with the body. With a ship the energy for creating and maintaining this wave system must be
provided by the ship's propulsive system. Put another way, the waves cause a drag force on the ship
which must be opposed by the propulsor if the ship is not to slow down. This drag force is the wave-
making resistance.

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89.Types of keel
At the centre line of the bottom structure is located the keel, which is often said to form the backbone of
the ship. This contributes substantially to the longitudinal strength and effectively distributes local
loading caused when docking the ship.

Flat Plate Keel

The commonest form of keel is that known as the flat plate keel, and this is fitted in the majority of
ocean going and other vessels. Flat plate keel may be fitted on ships with either single or double
bottom. The plate keel is also the thickest bottom plate and it is thicker than the adjacent bottom shell
plating by about 1.5 mm.

In the double bottom construction, the flat plate also forms a strong “I” structure, the vertical plate
commonly called the centre girder, and the horizontal plate being part of the tank top structure.
Bar Keel
First used when shipbuilding changed from wood to steel. It is a form of keel found on smaller
vessels like trawlers, tugs and ferries

It is usually constructed only on single bottom vessels supported by solid floors with or without the
centre keelson. The bar keel is made up of a flat bar or steel plate of depth and thickness built
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to classification rules requirements. Bar keel did not provide sufficient strength for large vessel, as there
was no direct connection between the keel and the floors. It has been replaced by the flat plate keel.

Duct keel
Duct keels are provided in the double bottoms of some vessels. These run from the forward engine
room bulkhead to the collision bulkhead and are utilized to carry the double bottom piping. The piping
is then accessible when cargo is loaded, an entrance to the duct being provided at the forward end of the
engine room.

At the same time it is possible to carry oil and water pipes in the duct, preventing contamination which
could occur if the pipes passed through tanks. No duct is required aft of the engine room as the
piping may be carried in the shaft tunnel.

For safety reason, the access to the duct keel should be closed and watertight at all times unless in
use. The duct keel is formed by two longitudinal girders up to a width of about 2.0 m apart. This
distance must not be exceeded as the girders must be supported by the keel blocks when docking. The
structure on each side of the girders is the normal double bottom arrangement. The keel and tank top
centre strake must be strengthened either by supporting members in the duct or by increasing the
thickness of the plates considerably.

90.OWS Diagram

91.Tankscope
The sensing element of this instrument is usually a non-catalytic hot filament. The composition of the
surrounding gas determines the rate of loss of heat from the filament, and hence its temperature and
resistance.
The sensor filament forms one arm of a Wheatstone Bridge The Initial zeroing operation balances the
bridge and establishes the correct voltage across the filament, thus ensuring the correct operating
temperature During zeroing, the sensor filament is purged with air or inert gas that is free from
hydrocarbons

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The presence of hydrocarbon changes the resistance of the sensor filament and this is shown by a
deflection on the bridge meter. The rate of heat loss from the filament is a non-linear function of the
hydrocarbon concentration and the meter scale reflects this non-linearity. The meter gives a direct
reading of % volume hydrocarbons. When using the instrument, the manufacturer’s detailed instructions
should always be followed. After the instrument has been initially set at zero with fresh air in contact
with the sensor filament, a sample is drawn into the meter by means of a rubber aspirator bulb. The bulb
should be operated until the meter pointer comes to rest on the scale (usually within 15-20 squeezes)
then aspirating should be slopped and the final reading was taken. It is Important that the reading should
be taken with no flow through the instrument and with the gas at a normal atmospheric pressure.
The non-calatytlc filament is not affected by gas concentrations In excess of its working scale. The
instrument reading goes off the scale and remains in this position as long as the filament is exposed to
the rich gas mixture.
92.Explosimeter
A sample of gas is drawn into the sample chamber using the hand pump. Any combustibles land on the
surface of the hot wire and burn increasing the temperature of the wire thereby increasing the resistance.
This causes an imbalance in the wheatstone bridge arrangement indicated on the display. This display is
scaled in percent lower explosive limit and is calibrated for hydrocarbons. Note that the unit will
operate against any combustible gas although the readout would be erroneous.

93.Spurling pipe

The spurling pipe is a steel construction allowing the anchor chains to enter the chain lockers through
the forecastle deck. It must be very strong as it has to lead the chain to the wildcat, the part of the
windlass that engage the link of the anchor chain. Is is most often located under the windlass and should
be made as watertight as possible, which is very difficult taking into account the space occupied by the
anchor chain. Most often the sealing is achieved by putting cement on a steel plate fitting more or less
around the chain, and protecting the whole with a piece of canvas.

calibration gas is used to check the accuracy of the meter. In addition the unit must be landed on a
regular basis for formal calibration.

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The scale used in the explosimeter is marked in terms of lower explosive or flammable limit and as a
percentage of the lower limit (LEL). The scale may also be marked in parts per million (p.p.m).

93.How Hydrogen Sulfide (H2S) is harmful

Hydrogen sulfide (H2S) is a flammable, colorless gas that smells like rotten eggs. People usually can
smell hydrogen sulfide at low concentrations in air, ranging from 0.0005 to 0.3 parts per million (ppm)
(0.0005-0.3 parts of hydrogen sulfide in 1 million parts of air). At high concentrations, a person might
lose their ability to smell it. This is important because a person might falsely think that hydrogen sulfide
is no longer present; this may increase their exposure risk to air levels that may cause serious health
effects.
Hydrogen The health effects of hydrogen sulfide depend on several factors such as how much
sulfide health hydrogen sulfide you are exposed to and the length of that exposure. Studies in
effects workers, communities living near industrial sources of hydrogen sulfide, and
volunteers suggest that the respiratory tract and nervous system are the most sensitive
targets of hydrogen sulfide toxicity. No health effects have been found in humans
exposed to typical environmental concentrations of hydrogen sulfide (0.00011-0.00033
parts per million [ppm]).
Respiratory Exposure to low concentrations of hydrogen sulfide may cause irritation to the eyes,
effects nose, or throat. It may also cause difficulty in breathing for some asthmatics.
Respiratory distress or arrest has been found in people exposed to very high
concentrations of hydrogen sulfide.
Nervous system Exposure to low concentrations of hydrogen sulfide may cause headaches, poor
effects memory, tiredness, and balance problems.
Brief exposures to high concentrations of hydrogen sulfide (greater than 500 ppm) can
cause a loss of consciousness. In most cases, the person appears to regain
consciousness without any other effects. However, in some individuals, there may be
permanent or long-term effects such as headaches, poor attention span, poor memory,
and poor motor function.
Hydrogen Hydrogen sulfide has not been shown to cause cancer in humans, and its possible
sulfide and ability to cause cancer in animals has not been studied thoroughly.
cancer DHHS and the International Agency for Research on Cancer (IARC) have not
classified hydrogen sulfide as to its carcinogenicity.
EPA has determined that data for hydrogen sulfide are inadequate for carcinogenic
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 assessment.

94.Life boat Regulations

According to LSA Code, Chapter 3, Reg. 4.4
General requirements for lifeboat:
• All lifeboats shall be of sufficient strength to:
1. Enable them to safely launch when fully loaded with their full complement of person and equipment.
2. Be capable of launched and towed when a ship is making headway at a speed of 5 knots in calm water.
• Except for free fall, each other lifeboat to be launched by falls shall be of sufficient strength to
withstand when loaded with its full complement of person and equipment and with applicable skates or
fenders in position, a lateral impact against ship side at an impact velocity of atleast 3.5m/sec and also a
drop into water from a height of atleast 3 mtrs
• The size, number and the capacity of the lifeboat for a merchant vessel is decided by the type of the ship
and number of ship’s crew, but it should not be less than 7.3 m in length and minimum two lifeboats are
provided on both side of the ship (port and starboard).
• The requirement for lifeboat of a cargo ship with 20,000 GT is that the boat must be capable of
launching when the ship is heading with a speed of 5 knots.
• The ship must carry one rescue boat for rescue purpose along with other lifeboats. One lifeboat can be
designated as a rescue boat if more then one lifeboat is present onboard ship.
• The gravity davits must be hold and slide down the lifeboat even when the ship is heeled to an angle of
15 degree on either side. Ropes are used to hold the lifeboat in stowed position with cradle. These ropes
are called gripes.
• The wires which lift or lower the lifeboat are known as falls and the speed of the lifeboat descent should
not be more then 36m/ min which is controlled by means of centrifugal brakes.
• The hoisting time for the boat launching appliance should not be less than 0.3 m/sec with the boat
loaded to its full capacity.
• The Lifeboat must be painted in international bright orange colour with the ship’s call sign printed on it.
• A fully loaded lifeboat in calm water has an engine speed of atleast 6 knots and at least 2 knots when
towing a 25-person life-raft and enough fuel for 24 hours.
Additionally for Tanker lifeboats
• Self rightening fully enclosed.
• Self-contained air system (Oxygen bottle)
• Fire protected lifeboat (Sprinkler system)

95.D1 and D2 standard

hips are required to have on board and implement an approved Ballast Water Management Plan.
Ships must maintain a Ballast Water Record Book to record when ballast water is taken on board,
circulated or treated for Ballast Water Management purposes and discharged into the sea. It should also
record accidental or other exceptional discharges of ballast water.

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 The BWM Convention includes two performance standards for the discharge of ballast water: D1 and
D2.

The D1 standard concerns ballast water exchange, which must be undertaken within open ocean areas,
>200nm from land and in seas >200m deep.

The D2 standard covers approved ballast water treatment systems.

D1 - Ballast water exchange (BWE)

The standard set by the Convention states that ships undertaking BWE shall do so with an efficiency of
at least 95% volumetric exchange of ballast water. For ships exchanging the ballast water by the
pumping-through method, pumping through three times the volume of each ballast tank will be
considered equivalent to meeting the 95% standard.
Ships undertaking ballast water exchange should conduct the operation at least 200 nautical miles from
the nearest land and in water at least 200 metres deep; or in cases where the ship is unable to conduct
ballast water exchange in accordance with the above, as far from the nearest land as possible, and in all
cases at least 50 nautical miles from the nearest land and in water at least 200 metres deep.
In sea areas where the minimum distance and depth criteria cannot be met, the Parties to the Convention
have the ability, within their waters, to designate BWE areas. Areas designated by a Party should be
used in compliance with the terms of use stipulated by the Administration(s) responsible for the
designation. Vessels may be required to deviate or delay their voyage in order to use the designated
BWE area.
Owners are urged to contact relevant port State Administrations for confirmation of BWE requirements
within local waters.

D2 - Ballast water performance standard

D2 stipulates the acceptable level of organisms that may be found within discharged ballast water. The
D2 Standard specifies that treated and discharged ballast water must have:
• fewer than ten viable organisms greater than or equal to 50 micrometers in minimum dimension per
cubic metre;
• fewer than ten viable organisms less than 50 micrometres in minimum dimension and greater than or
equal to 10 micrometers in minimum dimension per millilitre.
In addition, a ballast water discharge of indicator microbes, as a health standard, shall not exceed the
following specified concentrations:
• Toxicogenic Vibrio cholerae (O1 and O139) with less than one colony-forming unit (cfu) per 100
millilitres or less than 1 cfu per 1 gram (wet weight) zooplankton samples;
• Escherichia coli less than 250 cfu per 100 millilitres;
• Intestinal Enterococci less than 100 cfu per 100 millilitres

Ballast water treatment equipment is developed, and type approved on the basis of the equipment’s
ability to treat the ballast water to the required standard. Although not the only way to meet the D2
standard, the installation of an appropriately type approved ballast water treatment system will be the
most common method used.

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96.Portable co2 head diagram

97.Fixed co2 head diagram

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98.NOx and prevention
Nitrogen Oxides (NOx)
As the air mixture is 21 % Oxygen and 78% Nitrogen, nitrogen reacts with oxygen under high
temperature operating conditions to form NOx.
Following are the methods to reduce NOx emission from ship:
1. Humid Air Method:
In this method, water vapour is mixed in the combustion air before supplying it to the cylinder.
Air from the T/C blower is passed through a cell that humidifies and chills the hot air taking moisture
from the cooling water until air saturation is achieved. Generally saline sea water is utilized in this
method by heating it with jacket water and turbo charger heat, and the left over brine is disposed back to
the sea. This method can achieve reduction of NOx by 70-80%.
2. Exhaust Gas Re circulation (EGR):
As the name suggests, some amount of engine exhaust gases are send back to the scavenge
space to mix up with the air to be supplied to cylinder for combustion. This reduces the oxygen content
of the air and hence reduces formation of NOx.
3.Water Injection and Water emulsion: In this method, water is added to reduce the temperature of
combustion leading to low NOx emission. In water emulsion, fuel is blended with water and in water
injection a separate fresh water injector is mounted in the cylinder head which injects water. This
method has a drawback of increasing the specific fuel oil combustion with reduction in NOx by only
20-45%.
4. High Scavenge Pressure and Compression Ratio:
With high scavenge pressure and compression ratio, large amount of air can be introduced inside
the cylinder to lower combustion temperature and NOx emission.
5. Selective Catalytic Reduction:
The SCR is the most efficient method to reduce NOx emissions from ships (up to 90-95% of
reduction). In this method, low sulphur fuel oil is used and exhaust temperature is maintained above 300
deg C. The exhaust gas is mixed by water solution of urea and then it is passed through catalytic
reactor. The only disadvantage of SCR is its expansive installation and operating cost.
6. Two Stage Turbocharger:
ABB’s latest two stage turbocharger can reduce the exhaust temperature in the intercoolers and
also the NOx content in the emitted exhaust.
7. Engine Component Modification:
It is better to design an engine which has a property to reduce the NOx formation during
combustion process rather than investing on expensive secondary measures. Integration of slide valve
type fuel injector with almost zero sack volume eliminates any chance of fuel dripping and after
burning, leading to cylinder temperature and NOx formation.

99.NOx technical file

NOx technical file or code

Those diesel engine which are come under an in annes VI installed after 1 july 2000 n having power
output more then 130 kw to be tested & issued issued with an Engine International Air Pollution
Prevention (EIAPP) certificate and an approved NOx Technical File. The approved Technical File
provides details of the allowable engine components settings, operating values and allowable
adjustments which ensure the engine will continue to operate within the acceptable NOx emission
limits.

This EIAPP certificate and approved Technical File stays with the engine and remains valid for its
marine life. Periodic verification surveys are carried out by the classification to confirm the engine

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continues to operate within the on-board NOx emission limits.
If any adjustment, part replacement and modifications are carried out, which influences NOx emission
characteristics should be recorded chronologically in an engine’s record book of engine parameters. ID
numbers of all such components used are to be recorded.

The ID numbers are stamped on these parts and please record them before fitting them to the engine

For Eg: the ID number of a cylinder liner usually stamped just above the scavenge ports, on the
injection nozzle of a fuel injector valve. The location of ID numbers of these components will be
mentioned in the NOx technical code.

When adjusts are made on FQS(Fuel Quality Setting)/ VIT (variable Injection timing) and for
operational reasons, the limits mentioned in the Nox Technical file should not be exceeded.

The following are the list of components and settings that influence the NOx Emission:
Fuel injection timing
Fuel injector nozzle
Fuel pump plunger & barrel
Fuel cam
Exhaust cam
Cylinder cover
Piston crown
Cylinder liner
Turbocharger
Compressor wheel / turbine rotor
Diffuser / nozzle ring
Aux blower
Scavenge air cooler
Governor
Shim thickness to change the compression ratio and if shims used on the fuel pump
The above guide lines are applicable for the auxiliary engines also.

100.Annex 4 Discharge criteria

101.Certificate under MARPOL

International Oil Pollution Prevention Certificate (IOPP Certificate) under MARPOL Annex I
Noxious Liquid Substances Certificate (NLS Certificate) under MARPOL Annex II
Document of Compliance for carriage of packaged Dangerous Goods under MARPOL Annex III
International Sewage Pollution Prevention Certificate (ISPP Certificate) under MARPOL Annex IV
Certificate / Document of Compliance for approved Garbage Management Plan under MARPOL
Annex V
International Energy Efficiency Certificate (IEEC) under MARPOL Annex VI
International Air Pollution Prevention Certificate (IAPP Certificate) under MARPOL Annex VI
Engine International Air Pollution Prevention Certificate (EIAPP Certificate) under MARPOL
Annex VI and NOx Technical Code for marine diesel engines

102.Personal LSA
1.Life buoy
2.Life jacket
3.Immersion suit

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4.Thermal protective aid
5.Safety harness
6.Safety helmet
7.Goggles
8.Safety shoes etc.

103.PV Valve

A valve which keeps the tank over pressure or under pressure within approved, limits. P/V valve
provides for the flow of the small volumes of vapour, air or inert gas mixtures caused by thermal
variations in a cargo tank. The vacuum valve opens if the pressure in the tank falls below a pre-set level
– to draw air into the tank through a flame trap. In the event of over-pressure, two release valves open to
ensure that venting is upwards and at high velocity, to avoid concentrations of gas on deck.

under pressure

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 over pressure

104.Sprinkler system

105.Metacenter

106.Permiability
Permeability of a space in a ship is the percentage of empty volume in that space.

Permeability is used in ship survivability and damaged stability calculations in ship design. In this case,
the permeability of a space is a percentage from 0 to 100. Alternately, the permeability may be a
coefficient from 0 to 1. The permeability of a space is the percentage of volume of the space which may
be occupied by seawater if the space is flooded. The remaining volume [not filled with seawater] being
occupied by machinery, cargo, accommodation spaces, etc.

Typical values from the International Bulk Chemical Code are:

• 0.95 for voids (empty spaces), tanks, and living spaces
• 0.85 for machinery spaces
• 0.60 for spaces allocated to stores.

This implies that for damaged stability calculation purposes, machinery spaces are only 15% full with
machinery by volume (100% - 85% = 15%).

107.Admirality coefficient

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108.Righting lever
It is the parallel distance between 2 lines of force

109.Propeller shaft arrangement

110.CPP Working

111.Incinerator safety
1.Flue gas high temperature trip - @ 1200 deg
2.Combustion chamber high temperature trip - @ 375 deg
3.Motor overload
4.Door not closed
5.Draught failure
6.DO Pressure low
7.Flame failure
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8.Sludge temperature low
9.Atomising steam/air pressure low
10.Sludge tank level low

112.Anti fouling paints

Anti-fouling systems are used on ships’ hulls to limit the effect fouling can have on drag,
fuel consumption, and the emission of combustion products. They may contain pesticides or be
pesticide-free. The pesticides tributyltin (TBT) and copper are the most common anti-fouling
biocides, although the shipping industry is moving away from TBT systems. The most effective
biocidal anti-fouling systems are formulated as self-polishing polymer coatings that wear away as
the ship is propelled through the water, to expose a fresh layer of biocide. Biocides that leach
into water from ship hulls may adversely affect non-target organisms. Anti-fouling coating
removal activities can be another major source for the release of TBT to the environment.
The choice of anti-fouling system, and collection, treatment, and disposal of spent coatings have
an impact on the release of biocides into the environment, and may result in high concentrations
of biocides in the marine sediments in areas close to where application and removal activities are
conducted. The adoption of sound management practices for the application and removal of
anti-fouling systems can reduce the release of biocides into the natural environment.

1.2 By their nature, all anti-fouling biocides are toxic and can affect a broad range of
organisms beyond those that cause fouling. TBT causes reproductive anomalies and population
effects in certain species of marine snails at concentrations in the parts-per-trillion range, and has
been implicated in endocrine effects on other organisms. Oysters exposed to low levels of TBT
can develop shell deformities that reduce their value as seafood. TBT is associated with immune
suppression and other adverse effects in other marine species, is slow to degrade, and is very
persistent in sediments, where many affected species live and feed.

1.3 The International Convention on the Control of Harmful Anti-Fouling Systems on Ships
(AFS Convention), which entered into force on 17 September 2008, prohibits the use of
organotin biocides in anti-fouling paints used on ships. As a consequence, ships will have to
either replace or overcoat their existing organotin-based anti-fouling systems. If the large
amount of TBT-containing waste that is expected to be generated at shipyards and other facilities
as owner/operators attempt to achieve compliance is not properly managed, it will adversely affect
the quality of bottom sediments in nearby waters. Future amendments to the Convention could
result in requirements for removal of other anti-fouling paints from vessel hulls, and methods to
control organotin-based waste are largely transferable to other anti-fouling wastes.

113.ODS Record book entries

As Per MARPOL Annex VI, an ozone depleting substance record book to be kept and maintained
onboard.

(According to IMO Resolution MEPC 176(58) in accordance with MARPOL Annex VI Regulation 12;
Entries in the Ozone Depleting Substances Record Book shall be recorded in Table-2 below, in terms of
mass (kg) of substance and shall be completed without delay on each occasion, in respect of the
following.)
1.Recharge, full or partial, of equipment containing ozone depleting substances
2.Repair or maintenance of equipment containing ozone depleting substances
3.Discharge of ozone depleting substances to the atmosphere, deliberate and non-deliberate
4.Discharge of ozone depleting substances to shore reception facilities
5.Supply of ozone depleting substances to the ship

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(Ozone depleting substances" that may be found on board ship include, but are not limited to)

Halon 1211 Bromochlorodifluoromethane•

Halon 1301 Bromotrifluoromethane•
Halon 2402 1,2-Dibromo-1,1,2,2-tetrafluoroethane (also known as Halon 114B2)•
CFC-11 Trichlorofluoromethane•
CFC-12 Dichlorodifluoromethane•
CFC-113 1.1.2-Trichloro-1,2,2-trifluoroethane•
CFC-114 1.2-Dichloro-1,1,2,2-tetrafluoroethane•
CFC-115 Chloropentafluoroethane•

114.Kort nozzle propeller

A Kort nozzle is a hydrodynamically-designed shroud that encircles a ship’s propeller just outside the
blade tips. The entire assembly of the propeller and the nozzle is referred to as a ducted propeller. The
concept of the ducted propeller was initially invented by the Italian aeronautical engineer Luigi Stipa
(1900-1992) for use on aircraft. The German engineer Ludwig Kort (1888-1958) adapted the concept
for use on vessels. The pioneering aspect of the ducted nozzle was the foil-shaped shroud, not unlike an
airplane wing. The shroud opening is widest in front of the propeller, forcing more than the usual
amount of water to pass through the propeller blades. The Kort nozzle improves the overall efficiency
of the propeller at low speeds (below ten knots). Above that speed, the inefficiency caused by the drag
produced by the shroud exceeds the efficiency of the increased water flow through the propeller. For
that reason, the Kort nozzle is used almost exclusively on vessels requiring high thrust at low speed,
such as tugs and trawlers. Bollard pull on a tug fitted with a Kort nozzle may be up to 30% higher in
some situations than the bollard pull on a similar tug with a traditional open propeller. The Kort nozzle
may be fixed, with vessel directional control coming from a traditional rudder, or the nozzle may be
designed to pivot, so that the water flow through the nozzle controls the vessel’s direction. The
shrouding can provide some protection for the propeller in ice fields. If the ice is particularly thick
though, it may get jammed between the propeller blade and the shroud, locking up the
propeller. Fouled propellers fitted with Kort nozzles are much more difficult to clear than are open
propellers. Several variations of the Kort nozzle and ducted propeller assembly are in production, with
selection based on vessel design and operation.

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115.Standard fire test

Standard fire test is one in which specimen of the relevant bulkhead or decks are exposed in a test
furnace to temperature corresponding approximately to the standard time temperature curve. The
specimen shall have an exposed surface of not less than 4.65 m2 and height ( or length of deck) of 2.44
m, resembling as closely as possible the intended construction and including where appropriate at least
one joint.

The standard time temperature curve is defined by a smooth curve drawn through the following
temperature points measured above the initial furnace temperature

At the end of the first 5 minutes 556 degree celsius

At the end of the first 10 minutes 659 degree celsius
At the end of the first 15minutes 718 degree celsius
At the end of the first 30minutes 821 degree celsius
At the end of the first 60 minutes 925 degree Celsius

116.MLC titles

117.Why bulk carrier is structurally stronger than tankers

Due to various stresses acting. Like
Regional Stresses affecting Bulk Carriers
Care to be taken always while loading and continuous monitoring for hogging and sagging. Sagging
comes in the areas where more weight and hogging comes in the area of less weight. Uneven
distribution of weight could lead the ship breaking into two. However even after loading to even keel
still the vessel experiences this problem due to the waves. During rough weather extra care to be taken
as the high raising waves provides extra buoyancy.

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 Transverse Stress: These are caused due to force exerted from cargo or structural weights or motion in
sea way which in turn affects the ships cross sectional area.
Racking: Rolling causes ship’s deck to move laterally when compared to bottom thereby causing the
side shells to move vertically relative to each other

118.Frame numbering
In ships, frames are ribs that are transverse bolted or welded to the keel. Frames support the hull and
give the ship its shape and strength.

Frame numbers are the numerical values given to the frames; they begin at 1 with the aft-most frame,
and numbers increase sequentially towards the bow. The total number vary per the length of a ship

119.Liferaft equipments
All liferafts on ships are fitted with the following equipment:
• Rescue quoits with minimum 30-metre lines
• Non-folding knife with a buoyant handle. If the life raft holds more than 13 persons, then a second knife
• For 12 persons or less, 1 bailer. For more than 13 persons, 2 bailers should be kept
• 2 sponges
• 2 buoyant paddles
• 3 tin openers
• 2 sea anchors
• 1 pair of scissors
• 1 first aid waterproof kit
• 1 whistle
• 1 waterproof torch for communicating morse code with 1 spare set of batteries and bulb
• 1 signalling mirror/heliograph
• 1 radar reflector
• 1 life-saving signals waterproof card
• 1 fishing tackle
• Food ration totalling not less than 10000 kJ for each person
• Water ration- 1.5 litres of fresh water for each person
• One rust proof graduated drinking vessel
• Anti sea sickness medicine sufficient for at least 48 hours and one seasickness bag for each person
• Instructions on how to survive (Survival booklet)
• Instructions on immediate action
• TPA sufficient for 10% of the number of persons or two, whichever is greater
• Marking shall be SOLAS ‘A’ Pack
• 6 Hand Flares
• 4 Rocket Parachute Flares
• 2 Buoyant Smoke Signals

120.TPA and Immersion suit

The immersion suit

The immersion suit shall be constructed with waterproof materials such that:
• 􀂙 it can be unpacked and donned without assistance within 2 min, taking into account any associated
clothing*, and a lifejacket

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• if the immersion suit is to be worn in conjunction with a lifejacket;
• 􀂙 it will not sustain burning or continue melting after being totally enveloped in a fire for a period of 2
seconds;
• 􀂙 it will cover the whole body with the exception of the face. Hands shall also be covered unless
permanently attached gloves
• are provided;
• 􀂙 it is provided with arrangements to minimize or reduce free air in the legs of the suit;
• 􀂙 following a jump from a height of not less than 4.5 m into the water there is no undue ingress of
water into the suit.

Thermal protective aids

A thermal protective aid shall be made of waterproof material having a thermal conductance of not
more than 7800 W/(m2.K) and shall be so constructed that, when used to enclose a person, it shall
reduce both the convective and evaporative heat loss from the wearer's body.
The thermal protective aid shall:
􀂙 cover the whole body of persons of all sizes wearing a lifejacket with the exception of
􀂙 the face. Hands shall also be covered unless permanently attached gloves are provided;
􀂙 be capable of being unpacked and easily donned without assistance in a survival craft
􀂙 or rescue boat;
􀂙 permit the wearer to remove it in the water in not more than 2 min, if it impairs ability
􀂙 to swim.
The thermal protective aid shall function properly throughout an air temperature range -30°C to +20°C.

121.IOPP Certificate & Audit

International Oil Pollution Prevention (IOPP) Certificate:
Issued in compliance with Reg. 5 of Annex I of MARPOL 73/78 to tankers of 150 gt and above and
other ships of 400 gt and above. The IOPP Certificate is of 5 years duration with provision for annual
inspection and an intermediate survey coinciding with second or third annual survey.
The Certificate is supplemented by a Record of Construction and Equipment for ships other than Oil
Tankers (Form A) or a Record of Construction & Equipment for Oil Tankers (Form B).
Things to be prepared
- Validity of the IOPP certificate checked.
- Proper entry of ORB and, sludge disposal receipts to shore facilities attached to ORB.
- Calculate the sludge formation, and compared with 1% of voyage fuel consumption.
- Incinerating time, incinerated waste oil amount, remainder of waste oil inwaste oil tank should
be reasonable.
- Incinerator kept ready for demonstration, such as heating of waste oil tank, alarms, control and
functional test, done prior to survey.
- OWS in good order, it’s piping free from oil leaks, overboard valve from OWS locked in closed
position. If possible, one section of discharge pipe removed and free from oil residues.
- ODM checked for 15-ppm alarm and automatic stopping.
- High-level alarmsof sludge tank, waste oil tank and bilge holding tank checked.
- Spare filter for OWS must be kept onboard.
- USCG Notice posted near OWS and bilge pumping out station.

122.Solas chapter 12
SOLAS XII – ADDITIONAL SAFTEY MEASURES FOR BULK CARRIERS

SUMMARISED EDITION

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- Damage stability requirements
- Structural dimensions
- Surveys
- Booklet – info on compliance with this regulation regarding
- Solid cargoes density declaration
- Loading instrument
- Hold , ballast space dry space, water ingress alarms
- Pumping systems – remote operation
- Restrictions for sailing with hold empty

DAMAGE STABILITY REQUIREMENTS

If the bulk carrier is of L > 150 m Single skin and double skin (provided the inner long plating
is < B/15 or 11.5 m from the outer shell) Carriers cargo > 1000 kg/m3 If its loaded to summer load
line THEN SHOULD BE CAPABLE OF WITHSTANDING FLOODING OF ONE FULL CARGO
HOLD

NOW , L >150 Cargo density > 1.7 kg/m3

- A THEN SHOULD BE ABLE TO WITHSTAND FORE MOST CARGO HOLD FLOODING
HERE , FLOODED WOULD MEAN Flooded till the outside water line. Permeability of loaded
cargo hold is assumed – 0.9 And permeability of empty cargo hold is assumed – 0.95

STRUCTURAL DIMENSION
- If the cargo hold is double skinned – then the stiffening members outside the hold
So that the members don’t restrict cargo the distance b/w the outer plating and inner plating
should not be less than 1000 m Should be enough for people to pass through and conduct survey
Cargo shouldn’t be carried in those spaces
if ladders are present in the side spaces , the min free space should not be less than 600 mm
If any single sct member fails, the whole sct should nt be jeopardised
- Should facilitate normal loading of cargo – i.e. should have adequate strength if the cargo of a
specific density is dropped via a conveyor belt onto the holds

SURVEYS
-
Bulk carriers of L > 150 m Which is more than 10 yrs old Cannot carry bulk cargoes
of density > 1.7 kg/m3 unless they are permitted to do so by the admin
PERIODICAL SURVEYS
- Conducted in accordance with ENHACED SURVEY PROGRAM ,
- Inspection carried out on all cargo hold, hatches , hatch covers – and they are ensured safe

LODICATOR SOFTWARE
- The bulk carriers L > 150 m shall be equipped with a software that helps in calculation of shear
stress, bending moments

BOOKLET
- It should also be presented with a booklet that would clearly state that the bulk carrier
has successfully complied with the regulation 4,5,6,7 of this annex
- This booklet is endorsed by admin

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 Which are namely - DAMAGE STABILITY
- Sct requirements
- Surveys

SOLID CARGOES DENSITY – DECLARATION

- Prior to loading, the shipper shall declare the density of the cargo along with
cargo information
- Any cargoes with density between 1.2 to 1.7 shall have its density verified by
an accredited organisation

HOLD S BALLAST SPACE WATER INGRESS ALARMS

-
All bulk carriers should be fitted with water ingress alarms at every cargo hold – audio
and visual (at CCR, BRIDGE , ECR)
- Remember – visual alarm to clearly indicate the different level of liquid Working
- 0.5 m (from the inner plating of the hold ) – audible and visual alarm
- 15% of tk capacity not more 2 m – audio and visual alarm

- The alarm should be fitted in the aft of cargo holds

- Overriding arrangement also should be provided (if the tanks are ballasted)

- In fwd of coll bh – alarm at 10% of tank capacity except chain locker , any other room fwd of
collision bh – 0.1 m above the deck water ingresses – alarm

PUMPING SYSTEMS
- Any holds, ballast fwd of collision bh should have appropriate pumping arrangements
- This should be facilitated with activation of pumping systems from BRIDGE, ECR, CCR
- Ensure, personnel presence locally is not required (i.e. he hasn’t go to the free board deck to
start the operation)
-
- Opening and closing of valves – REMOTE operation is accepted

RESTRICTION FROM SAILING WITH ANY HOLD EMPTY – If cannot meet

flooding requirements
- L> 150m Single skin Density > 1.7
If cannot meet the requirements of single cargo hold flooding These ships then, cannot sail with a
single cargo hold loaded < 10% of the max cargo capacity of that hold – after loading to summer
load line

FOR THOSE SHIPS WHICH CANNOT COMPLY TO THE REQUREMENTS

-
Frequent surveys carried out on cargo hold and sct regarding its maintenance
- Water ingress alarms in all holds
- Possible flooding scenarios and guidelines of evacuation plan for crew members

USE OF ISOLATION VALVE

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-
If any part of line ruptures we can isolate it by shutting the isolating valve for that section thus
maintaining the fire line integrity

123.Green passport
- 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

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.
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124.Hongkong convention
The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships
The Hong Kong Convention) is aimed at ensuring that ships, when being recycled after reaching the
end of their operational lives, do not pose any unnecessary risk to human health and safety or to the
environment.

Regulations in the new Convention cover: the design, construction, operation and preparation of ships
so as to facilitate safe and environmentally sound recycling, without compromising the safety and
operational efficiency of ships; the operation of ship recycling facilities in a safe and environmentally
sound manner; and the establishment of an appropriate enforcement mechanism for ship recycling,
incorporating certification and reporting requirements.

Ships to be sent for recycling will be required to carry an inventory of hazardous materials, which will
be specific to each ship. An appendix to the Convention provides a list of hazardous materials, the
installation or use of which is prohibited or restricted in shipyards, ship repair yards, and ships of
Parties to the Convention. Ships will be required to have an initial survey to verify the inventory of
hazardous materials, renewal surveys during the life of the ship, and a final survey prior to recycling.

Ship recycling yards will be required to provide a Ship Recycling Plan, to specify the manner in which
each individual ship will be recycled, depending on its particulars and its inventory. Parties will be
required to take effective measures to ensure that ship recycling facilities under their jurisdiction
comply with the Convention.

125.Sulphur cap

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 The global 0.50% sulphur cap will enter into force in 2020, and more than 70,000 ships will be affected
by the regulation. Stricter limits on sulphur (SOx) emissions are already in place in Emission Control
Areas (ECAs) in Europe and the Americas, and new control areas are being established in ports and
coastal areas in China. As a result, ship owners are weighing their options to ensure compliance.

For the 2020 deadline, there are in essence four choices available:

• Switching from high-sulphur fuel oil (HSFO) to marine gas oil (MGO) or distillates
• Using very-low-sulphur fuel oil or compliant fuel blends (0.50% sulphur)
• Retrofitting vessels to use alternative fuels such as LNG or other sulphur-free fuels
• Installing exhaust gas cleaning systems (scrubbers), which allows operation on regular HSFO

126.Bleve
A BLEVE is a boiling liquid expanding vapor explosion, which occurs when pressurized liquid inside
of a vessel, such as a propane tank, reaches temperatures higher than that liquid’s boiling point. If the
vessel can no longer contain the pressure inside of the sealed tank due to the high temperatures, it will
mechanically fail, causing the explosion.
Whether or not a fire occurs is contingent on if the liquid inside of the tank is flammable. If it is, a fire
will often occur. If the vessel contains non-flammable liquid (such as a steam boiler), a BLEVE will
occur, but the vapors will not ignite.
Heat does not have to be present for a BLEVE to occur. Mechanical damage or overfilling can also
cause the vessel to explode.
A second-stage BLEVE can occur if a vessel releases combustible vapor into an area where it then
mixes with air in the presence of a source of an ignition. Then, the explosion can stress the heated
vessel and cause it to rupture, resulting in an explosion of the vapor.
HOW CAN A BLEVE BE PREVENTED?
The complete rupturing of a vessel can be prevented by incorporating a sort of vent mechanism to let
vapors eject directly up into the atmosphere.
If the vapor is not able to be ejected straight up, the pressurized vessel should be kept in an enclosure
that will contain any explosion pressure and control the blast.
SPRINKLER HEAD WORKS ON THESE PRINCIPLE.

127.Rudder pressure test

The rudder bottom plug is opened out in dry dock. If accumulated water comes out, it indicates the
rudder plating is cracked and hence sea water has found its way into the rudder making it heavy causing
the rudder movement sluggish. Hence the location of the damage has to be found out and then suitably
repaired. For this the rudder top plug is opened, The bottom plug refitted and rudder filled up with water
through top plug. The location of the damage will be found out by water seen leaking out from the
hole/crack.

Suitable repairs can now be carried out and finally an hydrostatic test can be carried out by filling water
into the rudder through a flexible rubber tube fitted at the top plug and a funnel at the end of the rubber
pipe , with the funnel held at the summer load line level. This test proves the tightness of the repair
when the rudder internally is subjected to head of water up to summer load line

Rudder should be hydraulically pressure tested upto 2.45 m of water head for confirming water-tight
integrity from the top surface of rudder.

128.Chemical foam extinguisher

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 Foam is an effective smothering agent, used for liquid fires mainly. It acts by flowing over the liquid
fuel oil surface and isolating the fire from the air, also prevents re-ignition due to the foam stability.
Usually the foams are of i. Protein Based ii. Synthetic
• The main container is filled with sodium bicarbonate solution and a long inner polythene container is
filled with aluminium sulphate. The inner container is sealed by a cap held in place by a plunger. When
the plunger is unlocked by turning it, the cap is released. The extinguisher is then inverted for the two
liquids to mix. Carbon dioxide is produced by the reaction which pressurises the container and forces
out the foam.
Al2 (SO4)3 + 6 NaHCO3 -> 2Al (OH) 3 + 3Na2SO4 + 6 Co2
• The chemicals react to form Co2 which serves as propellant, but the action is slower, giving time for
bubbles to form. Foam-making substances added to the sodium carbonate determine the nature of the
foam formed. The ratio of the foam produced to liquid is in the order of 8:1 to 12:1.
• Because the extinguisher has to be inverted for operation, no internal pipe is fitted. When being
recharged the cap seal should be examined and the pressure relief holes in the rim checked. The
chemical foam extinguisher may be slow.
Construction Details
• A 9 litre portable foam fire extinguisher of the inverting type as shown in both the pictures above. The
inner and outer containers are made of lead or zinc coated steel. The outer containers is of riveted
construction.
• Cap and nozzle is made of brass and a loosely fitting lead valve may be situated at the top of the inner
container to provide a seal. The brass cap has a series of small radial holes drilled trough it which
communicate the inside of the extinguisher with the atmosphere when the cap is being unscrewed,
hence these holes serve as a vent if the nozzle is blocked.
Internal Contents of the Extinguisher
• The inner container is filled with a solution of aluminium sulphate and the annular space formed by the
inner and outer container is filled upto the level indicator with a solution of sodium bi carbonate and
foam stabilizer.
• Proportions of solutions approximately 1:3 inner and outer containers respectively, total solutions
volume is 9 litres.
How to operate the Chemical foam Extinguisher
• Operation of the chemical foam extinguisher is different from that of other portable extinguishers.
• The extinguisher is inverted, the lead seal falls, clearing the ports in the inner container and the two
solutions can then freely mix. When these solution mixes, the above shown reaction takes place
producing Co2 which drives the foam out with enough pressure.

129.Rudder stall
Depending upon the drag, viscosity, blade shape and flow characteristic of the fluid, the critical angle
varies for different rudder and fluid combination.
For marine rudder and water, the critical angle happens to be around 35° . From the going, it is well
understood that as the rudder reaches it's critical angle of 35°, then instead of changing direction of the
vessel, it will slow down the vessel, which is undesirable.
At the end of discussion, make a note that critical angle is synonymous to stall angle. Thus if someone
says that rudder reaches stall angle, it means that rudder reaches its critical angle.
130.Squat effect
The squat effect is the hydrodynamic phenomenon by which a vessel moving quickly through shallow
water creates an area of lowered pressure that causes the ship to be closer to the seabed than would
otherwise be expected. This phenomenon is caused when water that should normally flow under the hull
encounters resistance due to the close proximity of the hull to the seabed. This causes the water to move
faster, creating a low-pressure area with lowered water level surface (Bernoulli's principle). This squat

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effect results from a combination of (vertical) sinkage and a change of trim that may cause the vessel to
dip towards the stern or towards the bow.
Squat effect is approximately proportional to the square of the speed of the ship. Thus, by reducing
speed by half, the squat effect is reduced by a factor of four. Squat effect is usually felt more when the
depth/draft ratio is less than four or when sailing close to a bank. It can lead to unexpected groundings
and handling difficulties.
131.Bank effect
In a restricted channel, when the ship moves near the bank, the bow is pushed away from the bank, an
effect known as bow cushion, and the vessel is bodily attracted toward the bank, an effect known as
bank suction. The bank cushion results from high pressure buildup between the bank and the bow of the
ship, and the bank suction is caused by loss of pressure and increased velocity of water in the restricted
space between the vessel and the bank.
132.15W40
15W40 engine oil has to meet both the standards for 15W and 40W at their respective temperatures.
The15W40 designation means that the oil is a multi grade oil i.e the oil can work efficiently in both
winter and summer season. It has the viscosity of 15W when cold and the viscosity of SAE 40 when
hot.

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