Func 3

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

1. Solas requirement of fitting transverse girders in a double bottom. 1) Continuous center girder water tight from port to stbd 2) Number of intercostals side girders on either side depending upon beam 3) Transverse strength member of two types a) solid floors b) bracketed floors 4) Solid floor has manhole, lighting hole, air hole spread 3 meters apart 5) Bracketed floor consist of brackets at center girder and ship side connected by inner bottom frame and bottom frame 6) Solid floor will be watertight at tank boundary 7) Solid floor filled at every frame space under the e/r and in the pounding region 2. What is PSC? What is meant by psc inspector clear ground? Psc come under which resolution? Aims of PSC: All countries have the right to inspect ships of foreign flags visiting their ports to ensure that they meet IMO requirements regarding safety and marine pollution prevention standards. Thus Port State Control is intended as a tool for any country to control safety standards, safeguard the own territory against hazards to safety and the environment and keep substandard ships off their coast. Since 1982 various countries have agreed within certain areas in the world to cooperate with PSC and have signed an agreement called "MEMORANDUM OF UNDERSTANDING ON PORT STATE CONTROL" The agreement establishes rules for training of the inspectors, Inspections on a common scope, amount of inspections per year General agreements on clear grounds for detaining a ship, A database system for exchanging information about inspected ships Legal Background: The right to inspect ships by port states is laid down in following Conventions: SOLAS Convention 74/78 MARPOL Convention 73/78 Load line Convention 1966 STCW Convention 1995 Collision Prevention Regulations 1972 International Tonnage Convention 1969 Antifouling System Convention (AFS 2001). ILO Convention Nr. 147 (crew accommodation) Boarding Procedures PSC Inspectors are boarding a ship without announcement and primarily check the ship's documents for completeness and validity. If there are any grounds to believe that the ship is substantially not conforming with the international conventions, the inspector will carry out an expanded inspection of the ship's condition and the required equipment. The Master will receive an official inspection report consisting of Form A and B. Form A lists the ship's details and the validity of the relevant certificates. Form B shows the list of deficiencies found (if any), with an action code which describes a timeframe for rectification for each deficiency. If clear grounds are established that the ship forms a hazard to safety and/or the environment, the PSCO has the right to detain the ship in port until the respective deficiencies have been rectified and resurveyed. The PSC authority will either 1
CLASS II Pt. B Fn.3 ORALS as Per MMD KOL

resurvey by own inspectors or ask for a survey report from the Classification surveyor to verify the rectification. In case of a detention the PSC authority has the right to present a bill about their inspection activities. Any detention has to be reported as soon as possible by the authority to the flagstate, the classification society and IMO. The data about the inspection and the given timeframe for rectification are entered in a computer system used by all members of a regional PSC agreement. 3. Static test of life boat?150% load of 20 people capacity life boat is how much?(basically he wants to know solas requirement of assuming each persons weight?),life boat falls to be renewed at what interval? Maintenance of falls:Falls used in launching shall be turned end for end at intervals of not more than 30 months and be renewed when necessary due to deterioration of the fall or at intervals of not more than five years, whichever is the earlier. 4. Why dry docking of a ship is trim by aft, why not fwd trim When water is pumped the after end touches the blocks. As more water is pumped out an up thrust is exerted by the blocks on the after ends causing the ship to change trim until the whole from forward to aft rest on the centre block. The ship structure in way of keel must be strong enough to withstand the load. In most of the ship normal arrangement of keel and centre girder together with the transverse floor is quite sufficient for the purpose. The keel structure of an oil tanker is strengthen by fitting docking brackets, tying the centre girder to the longitudinal frames of about 1.5m. 5. Why marpol 78 protocols came in force, what happened between73 to 78 which led to 78 protocols came in force? For marpol 73/78 its 78 is a protocol in which major amendments were had to be made because of flaws in 73 convention which required major changes to be made and implemented. Between 73 and 78 many accidents collision and oil spill took place. 6. GRT & NRT changed to GT & NT, tell everything about the things which led to the changes and why changed? GRT & NRT where there system of deciding the enclosed space volume of a ship & and cargo carrying volume of a ship respectively which where in practice before 1966 convention then GT & NT came in to force. The tonnage length is divided into number of parts. At each cross section the tonnage depth is similarity divided and tonnage breadths measured. The breadths are put through Simpsons rule to give cross sectional areas. The cross section areas are in turn put through Simpsons rule to give a volume. This volume divided by 100 is the under deck tonnage. The gross tonnage- is found by adding to the under deck tonnage, the tonnage of all enclosed spaces between the upper deck and the second deck, the tonnage of all enclosed spaces above the upper deck together with any portion of hatchways exceeding % of the gross tonnage. The net tonnage is obtained by deducting from the gross tonnage, the tonnage of spaces which are required for the safe working of the ship: a) Masters accommodation 2

b) Crew accommodation and an allowance for provision stores. c) Wheel house, chart room, radio room and navigation aids room. d) Chain locker, steering gear space, anchor gear and capstan space. e) Workshops and store rooms for pumpmen, electricians, carpenter, boatswain and the lamp room. f) In sailing ships, the storage space required for the sails with an upper limit of 2 and half percentage of the gross tonnage. g) Space for safety room and batteries. h) Donkey engine and donkey boiler space if outside the engine room. i) Pump room if outside the engine room. j) Water ballast spaces if used only for the purpose. The total deduction for water ballast, including double bottom spaces, may not exceed 19% of the gross tonnage. k) Propelling power allowance. This forms the largest deduction and is calculated as follows: if the machinery space tonnage is between 13%to 20% of the gross tonnage, the propelling power allowances is 32% of the gross tonnage. If the machinery space tonnage is less than 13% of the gross tonnage, the propelling allowances is a proportion of 32% of the gross tonnage. The an actual tonnage of 12% would give a propelling power allowances of 12/13X32% of the gross tonnage. If the machinery space tonnage is more than 20% of the gross tonnage, the propelling power allowance is 1 times the machinery space tonnage, with an upper limit of 55% except for tugs. 7 .Co2 disch system required volume calculation? For cargo spaces the quantity of carbon dioxide available shall unless otherwise provided be sufficient to give minimum volume of free space equal to 30% of the gross volume of the largest cargo space so protected in the ship. For machinery spaces the quantity of carbon dioxide carried shall be sufficient to give a minimum volume of free gas equal to the larger of the following volumes, either 1. 40% of the gross volume of the largest machinery space sp protected, the volume to exclude that part of the casing above the level at which horizontal area of the casing is 40% or less of the horizontal area of the space concerned taken midway between the tank top and the lowest part of the casing or 2. 35% of the gross volume of the largest machinery space protected, including the casing. Provided that the above mentioned percentages may be reduced to 35% and 30% respectively for cargo ships of less that 2000 gross tonnage. Provided also that if two or more machinery spaces are not entirely separate they shall be considered as forming one space. Volume of the free carbon dioxide shall be calculated at 0.56m3/kg. 8. Ballast water management: The ballast water that is loaded by ships to stabilize them often contains organisms, e.g. small fishes, benthic organisms or plankton, or pathogenic bacteria, which are released into the environment when the ballast water is discharged. With continued growth of shipping traffic, the probability increases that such organisms survive the transport in ballast water. In this way, numerous invasive alien species have already established populations, e.g., in the North and Baltic Seas. In the Baltic Sea, the shipworm (teredo navalis) has damaged coastal defence structures, e.g. groynes made of local types of wood, by boring into the wood and destroying it. The 3

damage caused by such invasive alien organisms is rarely expressed in figures, and its origin mostly is not traced back to the discharge of ballast water For quite a long time, this aspect of marine environmental protection lacked adequate international regulations. To address the situation in February 2004, the Ballast Water Convention was adopted during a diplomatic conference at IMO. From 2009, but not later than 2016, the Convention requires the establishment of a ballast water management system on board ships which will replace the uncontrolled ballast water uptake and discharge operations common until then. In future, ballast water has to be treated on board before being discharged into the marine environment, in compliance with the ballast water performance standard in Regulation D-2 of the Ballast Water Convention. The Ballast Water Convention will enter into force 12 months after the date on which not less than 30 states, the combined merchant fleets of which constitute not less than 35 percent of the gross tonnage of the world's merchant shipping, have deposited their instrument of ratification with IMO as the depositary (Article 18 of the Convention). There are two main types of ballast water exchange: sequential and flow-through. Flow-through ballast water exchange involves pumping open ocean water into a full ballast tank for a length of time sufficient to flush the ballast water tank. Tanks are typically flushed with a quantity of water equivalent to three times the tank volume. Assuming perfect mixing, a three-tank volume flush will theoretically achieve 95% replacement of the original ballast water volume. The goal of the flow-through method is to dilute the original in-port and near-shore ballast water with high volumes of deep, open-ocean ballast water, leaving a very small percentage of NIS remaining in the tank. Although the flow-through method is not as effective in NIS removal as sequential exchange, 1 this method is safer since it is completed with full ballast tanks. Flow-through ballast water exchange does not alter the stability, stress, and ship attitude, and can be accomplished in a wider range of weather conditions. 9. Epirb, frequency, signal received by whom, who will attend in case of such signal receiving. EPIRB should be capable of transmitting a distress alert either through polar orbiting satellite service operating in the 406Mhz band or if the ship is engaged only on voyages within INMARSAT coverage, through the INMARSAT geostationary satellite service operating in the 1.6GHz band. 10. Types of frames, floors? where used in ship? Stealer plate , boot tapping? The tanks are divided transversely by water tight floors which are most ocean going ships, are required to be stiffened vertically to withstand the liquid pressure. In ships less than 120m in length the bottom shell and tank top are supported at intervals of not more than 3m by transverse plates known as solid floors. The name slightly belies the structure since large lightening holes are cut in them. In addition small air release and drain holes are cut at the top and bottom respectively. These holes are most important since it is essential to have adequate access and ventilation to all parts of the double bottom. Solid floor is usually fitted as a continuous plate extending from the centre girder to the margin plate. The side girder is therefore broken on each side of the floor plate and is said to be intercostals. 4

Transverse framing- it has been used for the majority of riveted ships and for many welded ships. The shell and tank top between the widely spaced solid floors are stiffened by bulb angles or similar sections running across the ship and attached at the centerline and the margin to large flanged brackets. Longitudinal frames- it is fitted to the bottom shell and under the tank top, at intervals of about 760mm. they are supported by the solid floor, although the spacing of these floors may be increased to 3.7m. Intermediate struts are fitted so that the unsupported span of the longitudinal does not exceed 2.5m. Brackets are again required at the margin plate and centre girder, the latter being necessary when docking. The longitudinal are arranged to line up with any additional longitudinal girders which are required for machinery support in the engine room. Side framing- the side shell is supported by frames which run vertically from the tank margin to the upper deck. These frames, which are spaced about 760mm apart, are in the form of bulb angles and channels in the riveted ships or bulb plates in welded ships. The lengths of the frames are usually broken at the decks, allowing smaller section to be used in the tween deck spaces where the load and span are reduced. Web frames- these are fitted in the machinery spaces and connected to strong beams or pillars in an attempt to reduce vibration. These web frames are about 600mm deep and are stiffened on there free edge. It is usual to fit 2-3 web frames on each side of the ship, a smaller web being fitted in the tween decks. Staler plate : - A plate or strake extending into an adjoining strake in the case of a. drop strake. Stealer plates are located in the bow and stern, where the narrowing girth compels a reduction in the number of strakes. Boot topping:- 1.the area between the water lines of a ship when fully loaded and when unloaded. 2. A distinctive band of paint covering this area.
11. ESP: - ENHANCED SURVEY PROGRAM. Enhanced survey programme is a guideline for shipping companies and owners to prepare their ship for special surveys to maintain the safety of the ship while at sea or at port. A survey programme is to be prepared by the owner and is to be submitted to the recognized authorities like classification societies, 6 months prior to the survey. A new chapter XI is added for special measures to enhance maritime safety under this resolution. According to these guidelines, it has 2 Annexes: Annex A: Guidelines on enhance survey programme of inspection during survey of bulk carrier. Annex B: Guidelines on enhance survey programme of inspection during survey of oil tankers. Each annex A & B has 9 chapters which are almost similar. The only dissimilarities being operational and constructional aspects of both type of vessels i.e. oil tankers and bulk carriers. The chapters can be briefly described as: Chapter 1: General application, documentation onboard to be completed prior to the inspection which is to be served as basis for surveys.

Chapter 2: Describes how Enhanced survey to be carried out during the periodical surveys along with timings and conduct of enhance surveys and requirements of drydocking. Chapter 3: Describes enhanced inspection carried out during annual surveys which includes cargo holds and tank pressure testing. Chapter 4: Deals with intermediate surveys in addition to the annual survey requirements. Chapter 5: Discuss the needed preparation for surveys, condition and equipment for surveys, access to the surveyed structure and conduct of survey at sea or at anchor Chapter 6: Immediate and thorough repairs to damages and wastages. Chapter 7: Discuss the requirement of onboard documents supplied and maintained by owner that must be available to the surveyor and requirements for survey report file, supporting documents, review of document by surveyor. Chapter 8: Discuss the process of reporting and evaluation of survey, acceptability and continued structural integrity, a condition evaluation report of the survey and results to be issued to the owner. Chapter 9: Reporting and evaluation of surveys, acceptable and continued structural integrity; a condition evaluation report of the survey and results to be issued to the owner. Allowable quantities of emission 12. SOx and NOx emission limitation. Describe methods to control NOx emission. Sulphur content in fuel at normal sea is 4.5% and for SECA region its 1% st from 1 july 2010. Sox- 6.0g/kw hr; Nox- 17.0g/kw hr <130 rpm 45xn-0.2 g/kw hr 130-2000rpm 9.8 g/kw hr >2000rpm The methods to control NOx emission can be divided into Primary and secondary methods Primary method:1. Reduce mass of scavenge air. 2. Reduce combustion temperature. Secondary methods:1. Electronic fuel injection with micro processor control can control the combustion process to reduce the emission levels significantly. 2. Selective catalytic reduction system. (SCR). y Mixing the exhaust gas with ammonia. y Passing the resultant mixture through a catalytic reactor at a temperature between 300-400 degC. The oxides are transformed to nitrogen. 13. Co2 bottle pressure testing(10Yrs) :- It is done hydraulically at a pressure of 250 bar. for this test there is one container which is filled up with water(or any other liquid)...at the bottom of the container there is a level gauge which indicates in m3 how much volume of water is in the container.....after filling the container (not fully but abt 3/4th of the volume of container) with liquid ,co2 bottle is put inside the container....co2 bottle then completely filled up by the same liquid as that in the 6

container and a small hose pipe is connected....one end of which is coupled to the hand p/p like used in hydraulic jacks and the other end is coupled to an arrangement which is fitted on top of the co2 cylinder..... after this is done the outer container is sealed off only hose is allowed to pass through the container...the liquid temperature,volume is noted down and then the hydraulic pressure is applied slowly(hydraulic jack also contains the same liquid as in container and co2 bottle)...the pressure gauge connected shows the pressure inside the co2 bottle if co2 bottle has lost its strength then at pressure of 250 bar the bottle will bulge out and the outer chamber liquid volume will increase...if the increase is more than 5% of the original volume the co2 bottle will be discarded...if less than that it may be used depending upon the surveyor present at the time of testing. normally mmd surveyour may ask after that if pressure is released after testing wat will happen to the co2 cylinder then tell them once it has bulged out it has lost its elasticity so cannot be made of further use.... 14. What is the difference between psc inspection and flag state inspection? In a relationship to a ship Flag State is the country where the ship is registered and any other country visited by the ship is a Port State. Flag state control and port control are similar and both are concerned with proper maintenance of ship and equipment between surveys. In the case of port state control if an intervention results, the officer carrying out the control is obliged to inform the consult of the state whose flag state whose flag the ship is entitled to fly in writing fort with of all the circumstances in which intervention was deemed to be necessary. The question of such obligation does not arise in the case of flag state control which has all powers to deal with its own ships as necessary. When a country exercise control over a ship which is registered in that country such control in called flag state control. When such control is exercised on a ship in another country it is called port state control. The aim is the same i.e. to ensure safe secure and efficient shipping on clean oceans. As promoted by I.M.O. 15. CAS (Condition assessment scheme) It was adopted by a resolution of MEPC at its session. Adopted on 13th April 2001. Annex to the resolution MEPC,94(46) gives full details. Requirement of the cas include enhanced and transparent verification of the reported structural condition of oil tanker in accordance with resolution A 744(18) and verification that the document survey procedure have been properly carried out and completed. CAS does not specify structural standards in excess of other IMO requirement but it does give certain requirement of the extent of close up inspection and thickness measurement. The first cas survey is to be aligned to enhanced survey programme of inspection (ESP) with the scheduled intermediate or renewal survey. Schedule and other notification y Notification by company to the administration and recognized organization for the survey (RO).not less than 8 months ahead of planned cas commencement date. y RO to issue questionnaire to the company on survey planning not less than 7 months ahead of planned cas commencement date and advise company of any changes to the maximum applicable structural corrosion diminution levels applicable to the ship. 7

y y Company to return completed questionnaire to RO with copy to administration not less than 5 months ahead of planned cas commencement date. Survey plan for the cas to be submitted by company to RO not less than 2 months ahead of planned CAS commencement date with the copy to the administration. Survey plan to be developed by company in cooperation with the RO , administration may participate. Some of the documents required for the development of the survey plan are: a) Survey status b) Structural plans c) Condition evaluation report d) Thickness measurement report e) Previous damages and repair done f) Cargo and ballast history last 3 yrs g) Description and history of coatings and corrosion protection system. h) Company inspection report- last 3 years. Prior to CAS survey meeting to be held between company, RO, thickness measurement firm and master. CAS to be carried out by not less than 2 exclusive surveyors of the RO a surveyor of the RO to be present during thickness measurement. Whenever any repairs are required a numbered list to be prepared. Close up inspection and thickness measurement required are enhanced. CAS survey report to be completed which to include photographs and sketches. Final CAS report to be submitted by the RO to administration without delay. Statement of compliance to be submitted by administration to each ship as a supplement to the IOPP certificate.
y y
y y y y y y y
16. what is recognized organization? 1. RO means a Recognized Organization or other private body carrying out surveys and issuing or endorsing Statutory Certificates of ships on behalf of a flag State. 2. The RO responsibility is assessed only relating to detainable deficiencies that are: (i) covered by a statutory certificate that has been issued or endorsed by the RO with a date of survey; and (ii) the RO has carried out the last survey or verification audit for the relevant certificate(s). 3. A detainable deficiency is associated with the RO if it is: (i) a serious structural deficiency including corrosion, wastage, cracking and buckling unless it is clear that the deficiency has occurred since the last survey conducted by the RO; or (ii) a serious deficiency in equipment or non-structural fittings (such as fire main, air pipes, cargo hatches, rails, masts etc.) AND it is less than 90 days since the last survey conducted by the RO, unless it is clear that the deficiency has occurred since the last survey conducted by the RO; or (iii) a serious deficiency in equipment or non-structural fittings which clearly would have existed at the time of the last survey; or

(iv) a serious deficiency associated with out-of-date equipment which was out-of date at the time of the last survey; or (v) a major non-conformity where there is clear evidence of a lack of effective and systematic implementation of a requirement of the ISM Code AND there is clear evidence that it existed at the last audit conducted by the RO. It may also include operational drills and operational control and there is clear supporting evidence of failure. 4. A detainable deficiency is not associated with the RO if it is: (i) The result of accidental or voyage damage; (ii) Missing equipment that is likely to h ave been stolen except when it is a large quantity and the PSC inspection is taking place within 90 days since the last survey conducted by the RO; or (iii) an expired certificate unless the certificate was improperly issued by the RO Following a survey conducted on behalf of the flag State. 17. What is management review? The company should carry out internal audits to verify whether safety and pollution prevention activities comply with the sms. The company should periodically evaluate the efficiency of and when needed, review the sms in accordance with the procedures established by the company. The audit and possible corrective action should be carried out in accordance with the documented procedures. Personnel carrying out audit should be independent of the areas being audited unless this is impracticable due to the size and nature of the company. The results of the audit and reviews should be brought to the attention of all personnel having responsibility in the area involved. The management personnel for the area involved should take timely corrective action on deficiencies found. 18. ISM? Certificates-validity? Why we need to implement sms? Tacit acceptance? International Safety Management (ISM) Code means the International Management Code for the Safe Operation of Ships and for Pollution Prevention as adopted by the Assembly, as may be amended by the Organization. Safety management system means a structured and documented system enabling Company personnel to implement effectively the Company safety and environmental protection policy. Every Company should develop, implement and maintain a safety management system which includes the following functional requirements: .1 a safety and environmental-protection policy; .2 instructions and procedures to ensure safe operation of ships and protection of the environment in compliance with relevant international and flag State legislation; .3 defined levels of authority and lines of communication between, and amongst, shore and shipboard personnel; .4 procedures for reporting accidents and non-conformities with the provisions of this Code; .5 procedures to prepare for and respond to emergency situations; and .6 Procedures for internal audits and management reviews. 9

Tacit acceptance is now incorporated into most of IMO's technical Conventions. It facilitates the quick and simple modification of Conventions to keep pace with the rapidly-evolving technology in the shipping world. Without tacit acceptance, it would have proved impossible to keep Conventions up to date and IMO's role as the international forum for technical issues involving shipping would have been placed in jeopardy. 19. Annex II discharge criteria:(1) The discharge into the sea of substances in Category A as defined in regulation 3(1)(a) of this Annex or of those provisionally assessed as such or ballast water, tank washings, or other residues or mixtures containing such substances shall be prohibited. If tanks containing such substances or mixtures are to be washed, the resulting residues shall be discharged to a reception facility until the concentration of the substance in the effluent to such facility is at or below 0.1% by weight and until the tank is empty, with the exception of phosphorus, yellow or white, for which the residual concentration shall be 0.01% by weight. Any water subsequently added to the tank may be discharged into the sea when all the following conditions are satisfied: (a) the ship is proceeding en route at a speed of at least 7 knots in the case of selfpropelled ships or at least 4 knots in the case of ships which are not self-propelled; (b) the discharge is made below the waterline, taking into account the location of the seawater intakes; and (c) the discharge is made at a distance of not less than 12 nautical miles from the nearest land in a depth of water of not less than 25 m. (2) The discharge into the sea of substances in Category B as defined in regulation 3(1)(b) of this Annex or of those provisionally assessed as such, or ballast water, tank washings, or other residues or mixtures containing such substances shall be prohibited except when all the Following conditions are satisfied: (a) the ship is proceeding en route at a speed of at least 7 knots in the case of selfpropelled ships or at least 4 knots in the case of ships which are not self-propelled; (b) the procedures and arrangements for discharge are approved by the Administration. Such procedures and arrangements shall be based upon standards developed by the Organization and shall ensure that the concentration and rate of discharge of the effluent is such that the concentration of the substance in the wake astern of the ship does not exceed 1 part per million; (c) the maximum quantity of cargo discharged from each tank and its associated piping system does not exceed the maximum quantity approved in accordance with the procedures referred to in subparagraph (b) of this paragraph, which shall in no case exceed the greater of 1 m3 or 1/3,000 of the tank capacity in m3; (d) the discharge is made below the waterline, taking into account the location of the seawater intakes; and (e) the discharge is made at a distance of not less than 12 nautical miles from the nearest land and in a depth of water of not less than 25 m. (3) The discharge into the sea of substances in Category C as defined in regulation 3(1)(c) of this Annex or of those provisionally assessed as such, or ballast water, tank washings, or other residues or mixtures containing such substances shall be prohibited except when all the Following conditions are satisfied: 10

(a) the ship is proceeding en route at a speed of at least 7 knots in the case of selfpropelled ships or at least 4 knots in the case of ships which are not self-propelled; (b) the procedures and arrangements for discharge are approved by the Administration. Such procedures and arrangements shall be based upon standards developed by the Organization and shall ensure that the concentration and rate of discharge of the effluent is such that the concentration of the substance in the wake astern of the ship does not exceed 10 parts per million; (c) The maximum quantity of cargo discharged from each tank and its associated piping system does not exceed the maximum quantity approved in accordance with the procedures referred to in subparagraph (b) of this paragraph, which shall in no case exceed the greater of 3 m3 or 1/1,000 of the tank capacity in m3; (d) the discharge is made below the waterline, taking into account the location of the seawater intakes; and (e) the discharge is made at a distance of not less than 12 nautical miles from the nearest land and in a depth of water of not less than 25 m. (4) The discharge into the sea of substances in Category D as defined in regulation 3(1)(d) of this Annex, or of those provisionally assessed as such, or ballast water, tank washings, or other residues or mixtures containing such substances shall be prohibited except when all the Following conditions are satisfied: (a) The ship is proceeding en route at a speed of at least 7 knots in the case of selfpropelled ships or at least 4 knots in the case of ships which are not self-propelled; (b) Such mixtures are of a concentration not greater than one part of the substance in ten parts of water; and (c) the discharge is made at a distance of not less than 12 nautical miles from the nearest land. 5) Ventilation procedures approved by the Administration may be used to remove cargo residues from a tank. Such procedures shall be based upon standards developed by the Organization. Any water subsequently introduced into the tank shall be regarded as clean and shall not be subject to paragraph (1), (2), (3) or (4) of this regulation. (6) The discharge into the sea of substances which have not been categorized, provisionally assessed, or evaluated as referred to in regulation 4(1) of this Annex, or of ballast water, tank washings, or other residues or mixtures containing such substances shall be prohibited.
20. ISPS, which certificate is issued under this, how it will be issued? This guideline describes the steps to be undertaken for issuing an International Ship Security Certificate (ISSC) to a ship upon verification of its security system and any associated security equipment covered by the relevant provisions of the ISPS Code and SOLAS Chapter XI-2. The certification shall ensure that the security system and associated security equipment of the ship fully complies with the Code and is in Satisfactory condition and fit for the service for which the vessel is intended. This guideline establishes the procedures for: Review and approval of Ship Security Plans 11

Verification of compliance of ships with the requirements of part A of the ISPS Code and SOLAS XI-2 and the approved Ship Security Plan issuance of ISSCs (including Interim ISSCs) This procedure is to be used for issuing the ISSC when requested by a Company, as well as when acting on behalf of the Administration during the mandatory implementation of the ISPS Code under SOLAS Chapter XI-2. The scope of the verification carried out under these guidelines shall be restricted to the requirements of SOLAS XI-2 and ISPS Code part A. If the MarSec Auditor identifies potential deviations in compliance with other requirements, these shall be communicated to the organization issuing the relevant certificates. 20. Garbage, Garbage Management Plan Garbage: - it means all kinds of victual, domestic and operational waste excluding fish and parts thereof generated during normal operation of the ship and liable to be disposed of continuously and periodically except those substance which are defined or listed in other annex to the present convention. Disposal of garbage outside special areas a) the disposal into sea of all plastics, including but not limited to synthetic ropes, synthetic fishing nets and plastic garbage bags is prohibited; b) the disposal into the sea of the following garbage shall be made as far as practicable from the nearest land but in any case its prohibited if the distance between nearest land is less than: 1. 25 nautical miles for dunnage , lining and packing material which will float. 2. 12 nautical miles for food waste and all other garbage including paper products, rags, glass, metal, bottles, crockery and similar refuse. c) disposal into the sea of garbage specified in the subparagraph b(2) of this regulation may be permitted when it has passed through a comminuter or grinder and made as practicable from the nearest land is less than 3 nautical miles. Such comminuted or ground garbage shall be capable of passing through screen with opening no greater then 25mm. Garbage management plan: Every ship of 400 gross tonnage and above and every ship which is certified to carry 15 person or more shall carry a garbage management plan which the crew shall follow. This plan shall provide written procedures for collecting, storing, processing and disposing of garbage, including the use of the equipment onboard. It shall also designate the person in charge of carrying out the plan. Such a plan shall be in accordance with the guidelines developed by the organization and written in the working language of the crew. 21. SOPEP, how does u come to know that this SOPEP manual is for your ship only? The shipboard oil pollution emergency plan in required to be provided to the ship under regulation 37 of annex I to the marpol 73/78. Sopep is compulsory for all ships of 400 tons gross tonnage and above for oil tanker of more than 150GT. The plan consists of 4 sections with the mandatory contents and its appendices with additional information as contact addresses and data plus a set of certain drawings for easy reference to the master. Sopep is tailored carefully to the particular ship and company procedures and policies. Specific instruction should be incorporated to ship 12

type, purpose and company requirement. Especially for tankers, action in regard to the cargo tanks and cargo handling to be included in the instructions. The contents of the plan have to be fully in line with instructions given by the company within ISM safety management manual. 22. What all things v cannot incinerate onboard? Incineration of certain products, such as, contaminated packing materials and Polychlorinated biphenyls (PCBs) are prohibited. 23. Why it is imp to run ship on slow speed in shallow water? What happens if runs on high sped? It is important to run the ship in shallow water in slow speed because of squatting effect. Squatting effect is the hydrodynamic phenomenon by which a vessel moving quickly through shallow water creates an area of lowered pressure under its bottom that causes the ship to squat lower in the water than would otherwise be expected. This is due to reduction in buoyancy caused by lower hydrodynamic force created by flow induced pressure. It can load lead to unexpected grounding and handling difficulties. This phenomenon is caused by hydrodynamic effects between the hull of the ship and the sea floor. Squat effect is approximately proportional to the square of the speed of the ship. S.E. directly proportional to V2 . Therefore reducing the speed by half the squat is reduced by factor of four. This phenomenon is caused when water should be normally flow under the hull encounters resistance due to the close proximity of the hull to the sea bed. This causes the water to move faster especially under water to move faster especially under the bow of the ship, creating a low pressure area. This counteracts the force of buoyancy causing the vessel to dip downward the bow of the ship, creating a low pressure area. This counteracts the force of buoyancy causing the vessel to dip towards the bow. The reduced pressure on the bottom of the boat sucks the boat slightly downward until the increased displacement counteracts the force generated by reduced pressure. 24. Boiler uptake & exhaust fires shut down the boiler and/or main engine spray the external surfaces in the way of the fire with water to keep the temperature down close necessary dampers and boiler change valve to exclude air from fire protect essential electrical and other equipment below the fire zone against water damage continue cooling until it is considered safe to open the economizer for examination and thorough cleaning on the fire side 25. Dry chemical powder:Technical data y BIS -2171/1999 y made of mild steel -5kg -1.6mm & 10kg-2mm y inner coating epoxy paint 0.5mm y neck ring diameter -45mm y neck ring length -16mm y vent hole-3 nos (2.5mm each) 13

y y y y y y y y y y y y y y cartridge holder female left hand thread piercing mechanism length stroke-7mm port holes -2 nos at inner cage bottom tube 3.5mm each capsuled by rubber band. High pressure discharge hose- for 5kg 30 cms long with 1cms dia and for 10kg 50 cms with 1.25 cm dia. High pressure discharge tube connected with spring loaded squeeze grip discharge nozzle. Expansion space 5:1 Filled with 10kg of recommended dcp powder. Co2 gas cartridge as BIS 4947/1985-FOR 5KG 120Gms and for 10kg -200 gms Discharge time for 85% of the content for 5kg -22 secs and for 10 kg 30 secs. Effective length of jet-for 5kg -4 meters and for 10kg-6 meters. Hydraulic pressure testing -17.5 kg/cm2 Static/working pressure-15kg/cm2 Bursting pressure -45kg/cm2 Capacity available -1kg, 2kg, 5kg and 10 kg.
26.Ship Shore ISM/ISPS Drill Pack includes: Introduction to the drill Scenario Guidelines to the DPA or CSO for the drill preparation Guidelines to Master/Safety or Security Officer for proper drill execution Sample Scenario Sample office records Sample messages to be exchanged to and from the vessel Flag notification of safety/security incident Drill evaluation guidelines For ISM Purposes (Full scale scenarios) Scenario No 1 : Steering Failure, Grounding, Flooding, Pollution Scenario No 2 : Man Over board, Search & rescue, Cargo Shifting, Excessive List, Abandon Ship Scenario No 3 : Power Failure, M/E Failure, Collision, Fire Scenario No 4 : Fire, Rescue from Enclosed Space, Injury, Helicopter Operations For ISPS Purposes (Full scale scenarios) Scenario No 5 : Bomb Threat Scenario No 6 : Piracy Scenario No 7 : Hijacking Scenario No 8 : Stowaways In that respect ALL vessels may conduct ONE full scale drill every Quarter and thus ensure all drills an annual basis. 27. Define bulk carrier, general cargo ship (i) If a ship is primarily designed to carry dry cargoes in bulk, that is, it is designed in the first instance around dry bulk cargoes, then it should be designated a bulk carrier and comply with the pertinent requirements of SOLAS including chapter XII. 14

Bulk carrier it is a ship which is constructed generally with single deck top side tanks and hopper side tanks in cargo spaces and is intended to carry dry cargo in bulk and includes such types are ore carrier and combination carrier. (ii) When a ship is primarily designed to carry other cargoes, for example designed around containers and break bulk, and only occasionally carries dry bulk cargo then it is not appropriate to use the bulk carrier designation. However, any additional risks associated with the carriage of dry bulk cargoes in such a ship should be identified and appropriately regulated. 28. Paint lockers shall be protected by: a. A carbon dioxide system, designed to give a minimum volume of free gas equal to 40% of the gross volume of the protected space; or b. A dry powder system, designed for at least 0.5 kg powder/m3; or c. A water spraying or sprinkler system, designed for 5 l/m2 min. Water spraying Systems may be connected to the fire main of the ship; or d. The fitting of a portable fire extinguisher immediately outside the entrance to the Paint locker. The number of portable extinguishers is to be adequate to the size of the paint locker as determined by the Recognized Organization. Note: In any case, the system shall be operable from outside the protected space. 29. Cross Curves of Stability The results of the righting arm calculations for a ship are plotted as a set of cross curves known as cross curves of stability. These curves are used to determine the length of the righting arm at any angle of inclination for a given displacement. A typical set of cross curves is shown in Figure 7.2. The range of displacements over which cross curves have been determined is from the light ship displacement at the lower end to a displacement usually well above the load displacement, so that stability can be assessed at deep draughts associated with potential flooding situations. Since the centre of gravity is a function of loading condition the basis of the cross curves is taken as a fixed point, such as the keel (K). Then the righting arm is
In the preparation of cross curves of stability, certain assumptions have been made, as follows; The ships centre of gravity remains fixed at the pole point, or assumed centre of gravity, regardless of the angle of heel. The ships hull, consisting of the bottom, sides, and weather deck, is assumed to be perfectly watertight. Superstructures and deckhouses above the weather deck are normally assumed to be non watertight. Any actual water tightness of such structures, maintained by the proper closure of watertight doors, will provide a margin of safety of additional intact stability beyond that indicated by the cross curves at angles of heel that immerse the structures in question. 15

Adjustments are made to account for the volumes and moments of immersed appendages such as rudder, propellers, sonar domes, etc., and freely flooding spaces like large sea chests.
Figure 7.2. Typical cross curves of stability KN cross curves of stability It has already been shown that the Stability Cross Curves for a ship are constructed by plotting the righting levers for an assumed height of the centre of gravity above the keel. In some cases the curves are constructed for an assumed KG of zero. The curves are then referred to as KN curves, KN being the righting lever measured from the keel. To obtain the righting levers for a particular displacement and KG the values of KN are first obtained from the curves by inspection at the displacement concerned. The correct righting levers are then obtained by subtracting from the KN values a correction equal to the product of the KG and sin heel.
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30. The angle of vanishing stability is the angle of heel at which the righting lever returns to zero, or is the angle of heel at which the sign of the righting levers changes from positive to negative. 31. Angle of LOLL- If the vessel is initially unstable it will either capsize or heel to the angle of loll . At this angle of loll the vessel does not tend to return to the upright or incline to a greater angle. The righting lever is therefore zero. 32. What is the stiffening member of tst? Topside tank is generally stiffened internally by longitudinal framing supported by transverses. Transverses are arranged in line with the end of the main cargo hatchways. 33. According to MARPOL ANNEX 1- wat is the arrangement for discharging bilges in tanker. Limitations of the arrangement. From a ship of 400 tons gross tonnage and above other than an oil tanker and from machinery space bilges excluding cargo pump room bilges unless mixed with oil cargo residue : y The ship is not within special area. y This ship is proceeding en route y The oil content of the effluent without dilution does not exceed 15 parts per million. y The filtering system is equipped with a stopping device which will ensure that the discharge is automatically stopped when the oil content of the effluent exceeds 15 parts per million. Control of discharge of oil (1) Subject to the provisions of regulations 10 and 11 of this Annex and paragraph (2) of this regulation, any discharge into the sea of oil or oily mixtures from ships to which this Annex applies shall be prohibited except when all the following conditions are satisfied: (a) for an oil tanker, except as provided for in subparagraph (b) of this paragraph: (i) the tanker is not within a special area; (ii) the tanker is more than 50 nautical miles from the nearest land; (iii) the tanker is proceeding en route; (iv) the instantaneous rate of discharge of oil content does not exceed 30 litres per nautical mile; (v) the total quantity of oil discharged into the sea does not exceed for existing tankers 1/15,000 of the total quantity of the particular cargo of which the residue formed a part, and for new tankers 1/30,000 of the total quantity of the particular cargo of which the residue formed a part; and (vi) the tanker has in operation an oil discharge monitoring and control system and a slop tank arrangement as required by regulation 15 of this Annex. 34. P&A manual. Procedures & Arrangements (P&A) Manual We will ensure: y Full Regulatory compliance with national and International legislation y Real life documentation addressed to senior officers and crew onboard 17

y Training Program and support provided y Full integration of any client specific requirements Initiative Contents y Requirements of MARPOL 73/78 Annex II y Description Of The Ship's Equipment And Arrangements y Cargo Unloading Procedures And Tank Stripping y Procedures Relating To The Cleaning Of Cargo Tanks, The Discharge Of Residues, Ballasting And Deballasting y Information And Procedures Benefits: y Flag/Class Approved documentation y Real life approach y Full support provided after development in line with our Document Support Policy 35. What is void space? Void space is an enclosed space in the cargo area external to a cargo tank other than a hold space, ballast space, oil fuel tank, cargo pump room, pump room, or any space in normal use by personnel. 36. What additional certificate is carried on product tanker other than crude oil tanker? y International pollution prevention certificates for the carriage of noxious liquid substance in bulk y Cargo record book y Procedure and arrangement manual y Shipboard marine pollution emergency plan for noxious substances. 37. Additional certificate to carry other than normal certificate for gas carrier. y Certificate of fitness for the carriage of liquefied gases in bulk. (GC code) y International certificate for the carriage of liquefied gas in bulk. (IGC code) The code is mandatory under chapter VII of solas 1974 for gas carrier constructed on and after 1st July 1986. 38. Damage stability criteria applicable to bulk carriers as per solas chapter 12? Damage stability requirements applicable to bulk carriers 1 Bulk carriers of 150 m in length and upwards of single-side skin construction, designed to carry solid bulk cargoes having a density of 1,000 kg/m3 and above, constructed on or after 1 July 1999, shall, when loaded to the Summer Load Line, be able to withstand flooding of any one cargo hold in all loading conditions and remain afloat in a satisfactory condition of equilibrium, as specified in paragraph 4. 2 Bulk carriers of 150 m in length and upwards of double-side skin construction in which any part of longitudinal bulkhead is located within B/5 or 11.5 m, whichever is less, inboard from the ships side at right angle to the centerline at the assigned Summer Load Line, designed to carry solid bulk cargoes having a density of 1,000 kg/m and above, constructed on or after 1 July 2006, shall, when loaded to the Summer Load Line, be able to withstand flooding of any one cargo hold in all loading condition and remain afloat in a satisfactory condition of equilibrium, as specified in paragraph 4. 18

3 Bulk carriers of 150 m in length and upwards of single-side skin construction, carrying solid bulk cargoes having a density of 1,780 kg/m3 and above, constructed before 1 July 1999 shall, when loaded to the Summer Load Line, be able to withstand flooding of the foremost cargo hold in all loading conditions and remain afloat in a satisfactory condition of equilibrium, as specified in paragraph 4. This requirement shall be complied with in accordance with the implementation schedule specified in regulation 3. 4 Subject to the provisions of paragraph 7, the condition of equilibrium after flooding shall satisfy the condition of equilibrium laid down in the annex to resolution A.320(IX), Regulation equivalent to regulation 27 of the International Convention on Load Lines, 1966, as amended by resolution A.514(13). The assumed flooding need only take into account flooding of the cargo hold space. The permeability of a loaded hold shall be assumed as 0.9 and the permeability of an empty hold shall be assumed as 0.95, unless permeability relevant to a particular cargo is assumed for the volume of a flooded hold occupied by cargo and a permeability of 0.95 is assumed for the remaining empty volume of the hold. 5 Bulk carriers constructed before 1 July 1999 which have been assigned a reduced freeboard in compliance with regulation 27(7) of the International Convention on Load Lines, 1966, as adopted on 5 April 1966, may be considered as complying with paragraph 2 of this regulation. 6 Bulk carriers which have been assigned a reduced freeboard in compliance with the provisions of paragraph (8) of the regulation equivalent to regulation 27 of the International Convention on Load Lines, 1966, adopted by resolution A.320(IX), as amended by resolution A.514(13), may be considered as complying with paragraphs 1 or 2, as appropriate. 7 On bulk carriers which have been assigned reduced freeboard in compliance with the provisions of regulation 27(8) set out in Annex B of the Protocol of 1988 relating to the International Convention on Load Lines, 1966, the condition of equilibrium after flooding shall satisfy the relevant provisions of that Protocol. 39. Starting requirements for emergency generator as per SOLAS Where the emergency source of electrical power is a generator, it shall be: .1 driven by a suitable prime mover with an independent supply of fuel having a flashpoint (closed cup test) of not less than 43C; .2 started automatically upon failure of the electrical supply from the main source of electrical power and shall be automatically connected to the emergency switchboard; those services referred to in paragraph 4 shall then be transferred automatically to the emergency generating set. The automatic starting system and the characteristic of the prime mover shall be such as to permit the emergency generator to carry its full rated load as quickly as is safe and practicable, subject to a maximum of 45 s; unless a second independent means of starting the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and .3 provided with a transitional source of emergency electrical Power. The emergency generator and its prime mover and any emergency accumulator battery shall be so designed and arranged as to ensure that they will function at full rated power when the ship is upright and when inclined at any angle of list up to 22.5deg or when inclined up to 10deg either in the fore or aft direction, or is in any combination of angles within those limits 19

40. Anchor and chain inspections in dry dock. y Thickness measurement of chain links..Visual inspection of anchor and Chains. locking arrangement of bitter end with chain.... y All links shall be inspected and slack studs or missing lead pellets identified. and also marking on shackles will be re painted y Cable is ranged and inspected visually for any damage or hairline fractures by hammering each link. y If any part of the cable is corroded and worn more than 10% of diameter then it should be renewed. y Anchor is changed end to end- all parts of the cable experience equivalent stresses over the years. y Remarking of the cable. y Overhauling of the bitter end. 41. Anniversary date: means the day and the month of each year which will correspond to the date of expiry of the International Oil Pollution Prevention Certificate. 42. Nearest land:- The term from the nearest land means from the baseline from which the territorial sea of the territory in question is established in accordance with International law. 43. Intact stability: - the vessel is in normal operational configuration. The hull is not breached in any compartment. The vessel will be expected to meet various stability criteria such as GM (metacentric height) area under the GZ (righting lever) curve , range of stability, trim etc. Additional criteria for passenger vessels 1. the angle of heel on account of crowding of passenger should not exceed 10 deg. 2. the angle of heel on account of turning should not exceed 10deg by the formula. M= v2c/Rg X (Kg-D/2) M- heeling moment V- service speed c-displacement d- mean draft kg-weight of centre of gravity g-const of gravity R-radius of turning circle. 44. Damage stability booklet explain? Damage Stability Booklet Reg. 25 Ch II 1 of SOLAS deals with subdivision & damage stability of Cargo Ships. Reg.25-8: Master shall be supplied with such reliable information so as to have raid & simple means to obtain accurate guidance as to stability under varying conditions of service. Information to include 1. Minimum operational GM Vs Draft maximum allowable KG Vs Draft 2. Instructions regarding Cross-flooding Arrangements. 20

3. Data & aids necessary to maintain Stability after Damage 4. On the bridge following to be available a) Details of W/T compartments b) Closing arrangements/controls c) Control of list due to flooding Other statutory instruments viz MARPOL. LL rules etc also talk about damage stability & survivability. Reg. 25-1 of SOLAS states, If any ship complies with damage stability requirements of any other instrument (under Organization) then she need not comply to SOLAS requirements. 45. what is day light signal lamp? A signal lamp (sometimes called an Aldis lamp, named after Arthur C. W. Aldis who invented a widely used design) is a visual signaling device for optical communication (typically using Morse code). Modern signal lamps are a focused lamp which can produce a pulse of light. This pulse is achieved by opening and closing shutters mounted in front of the lamp, either via a manually-operated pressure switch or, in later versions, automatically. The lamps were usually equipped with some form of optical sight, full details-difference in load line marking?? while lowering the l/bt when the brake handle is lifted the l/bt fell down straight into wtr instead of lowered by steady speed. what may be practical acceptable reason? Ship's different portion is made in different shipyard. How they brought together and make in one piece and where it is done? Explain the process in detail.
46. Inclining Experiment

Objective
The purpose of a stability test is to determine the lightship parameters of a vessel, from which the stability characteristics can be determined for each condition of loading, principally:
y y y Lightship displacement of the vessel; Longitudinal centre of gravity; and Vertical centre of gravity.
Definitions
For the purpose of this Annex, the following shall apply: Lightship Displacement () is the quantity of water displaced by the vessel expressed in tonnes (1 tonne = 1000kg). 1 Freeboard is the vertical distance from the water surface to the upper surface at side of deck.
1
The volume of water displace in cubic metres would be multiplied by 1.o25 if floating in sea water but since the density changes depending upon the place the experiment is conducted, the density must also be measured at the time of the experiment..
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Transverse Metacentre If a vessel is inclined transversely through a small angle, the centre of buoyancy B will move slightly from the middle to towards the side, say B2 A verticle line through B 2 will cut the vertical centre line at the point M, the transverse metacentre. Metacentric Height GM in any condition of loading is the distance between the transverse metacentre and the centre of gravity of the vessel, in the condition of loading under consideration.
Preparation for the experiment
Inspection
The vessel must be inspected and notes made of the distribution and weight of any temporary material or equipment on board that can not be removed at the time. All tanks should be inspected to ensure that they are empty. This should not present the inspector with a problem if the vessel is a new vessel at delivery stage. However, if the vessel is operational, if it is not possible to empty the tanks, they should be topped up to ensure that there would be no free surface effect during the experiment. Oil in crankcases and hydraulic oil systems are acceptable, but the levels in oil reservoirs should be carefully controlled. The bilge should be dry as should all ballast spaces. The vessel should be on an even keel. If it is not, weights can be added and their position recorded both horizontally and vertically (and of course, the actual weight recorded).
Mooring
Since the weather must be good, sea flat calm and no wind, light mooring lines should be used. Ensure that moorings are not so tight that they restrict vessel movement. The vessel must be well clear of the quay and should not be in danger of touching the bottom during the experiment.
Measurement of freeboard
The measurement of the freeboard is most important. The measurements should be make from a small boat or skiff and without touching the vessel in a way that would cause it to roll or pitch. Anyone on board should stay on the centre line and not move about.
Pendulum arrangement
If it is not possible to have more than one pendulum due to the size of the vessel, it should be located as close to amidships as possible and on the centerline. The pendulum should not be too short otherwise it would be difficult to accurately measure the deflection. Even in a small vessel it should not be less than 2 metres in length, but the longer, the better. The intention is to get a reasonable measurement at small angles of heel (not less than 2 and not more than 4. The longer the pendulum the longer the measuring board. The position of the centre mark "0" is important and if a metre stick or ruler is used, ensure that the zero mark selected will not cause confusing when measuring Port and Starboard measurements. 22

Alternatively, a piece of paper can be pinned to the board and marked accordingly; this if fact provides more substantive evidence of the experiment. The weight at the end of the pendulum should lie within a damping liquid. The most effective is to use a tray filled with light lubricating oil placed below the measuring board.
Provision of weights/weight measurement

Suitable weights should be selected that are easily moved by one or two persons and they should ideally, be equal in weight. It is possible to use persons for this purpose provided that they are each weighed and the when they are asked to move, they do so in sequence. The position of the weights (or persons) should be marked on the deck and the measurements from the centre line recorded.
Experiment
Vessel Name Place . . Water density ............................. Moving weights to Port 0/4 1/4 2/4 0/3 1/3 2/3 0/2 1/2 2/2 0/1 1/1 2/1 =/+/+/Center 0 1/0 2/0 =/+/+/Moving weights to Starboard 0/1 1/1 2/1 0/2 1/2 2/2 0/3 1/3 2/3 0/4 1 / 4 2/4 Date.. Time
Officer in charge .........................................................................
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Phase 1
The key points of reference demonstrated in figure 1 all lie one under the other. These are:
y y y y K Point at the keel B Centre of buoyancy C Centre of gravity M Metacentre
inclination must not be more than 4 (preferably about 3) Call this Experiment 2.
The height KB can be obtained from the displacement tables.2 Figure 1

The inclining test
With the vessel steady (no movement of persons on board) record the measurement or mark the zero point in line with the pendulum. Call this Experiment 0
M G
Move weight A from the Port side to the Starboard side over weight C If weights are moved by hand, ensure that the carriers go back to the centre line and remain still. When the vessel settles, mark the position of the pendulum line 1 or measure the deflection and write the result in the log. This is useful to detect any problems in the exercise. Call this Experiment 1.
Figure 2
Experiment 0
A B
C D
Figure 3
Experiment 1
A C D
Move weight B to the Starboard side over weight D. When the vessel is steady, mark the position of the pendulum. At this point, the angle of
2
In some cases it may be necessary to lift lines from the vessel prior to inclining the vessel in order to develop the displacement table.
Figure 5
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Experiment 2
A B C D
inclination must not be more than 4 (preferably about 3) Call this Experiment 2.
25

Figure 6
The inclining test
The position of the key reference points now differ from Figure 1.
M G
Z
B
B and C are no longer in line and the righting lever G Z can be clearly seen.
Figure 7
Experiment 3
A B
C D
Move weights A and B back to the their original positions on the Port side and when all is steady, mark the position of the pendulum 4 which is Zero but it may not coincide with the original Zero position (or enter the measurement in the log). Call this Experiment 3
Figure 8
Experiment 4
C A B
Move the weight C and to the Port side and place it over weight A. When settled, mark the position No. 5 or enter the measurement in the log. As before, this will help to determine if there are any problems occurring due to wind, touching bottom etc. Call this Experiment 4.
Experiment 5
C D A B
Place weight D over weight B and when all ism settled, mark the board No. 6 or enter the distance moved from the new Zero position in the log. Call this Experiment 5.
26
Move weights C and D back to their original positions on the Starboard side. Mark the new Zero position if not the same as before or enter the distance moved by the pendulum from position No. 6. Call this Experiment 6.
Figure 8
Experiment 6
Distance between weights A B C D Pendulum length Deviation

Freeboard
Repeat the movement of the weights at least three times making sure that the next set of marks are clearly separated from the first sequence and always being careful to record the correct Zero position. The freeboard must be measured. This should be done as accurately as possible and patience is required, particularly if the water tends to lap the side of the hull. The key points are:
y y y ford amidships P and S aft.
Water line
Figure 9
Base line
At the same time, the draft can be measure and this will provide a check on the accuracy of the draft marks.
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Tangent 2 1 Healing moment 3 4 5 In the example given in the description of the inclining experiment, two weights per side are used but in practice 3-4 aside would be common and for small vessels, probably 3 persons per side. If the healing moment is calculated for each change of weight, the result can be plotted on a graph. If all is well, after all weights have been moved (and results plotted) the line through the plots should be reasonably straight. If not, the reasons could be too strong a wind or touching the bottom or the moorings are having an effect. Unless the fault is cured, the experiment should be abandoned. 6
Calculation
In the experiment described above, (drawn from an actual experiment) the following data was logged: Weight moved (w) Distance moved by the weight. (d) Length of pendulum (l) Displacement The four weights used measure 87...kg each 2.708 1.690 m 29.579 Tons
The deflection of the pendulum being recorded as follows: Experiment No. 0 01 02 03 Measurement from metre stick on baton 100 113 129 97 Deflection of Pendulum 0 13 mm weight A to B 16 mm weight B to D 32 weights A+B returned to Port side positions (2 moves)
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04 05 06 Total deflection 80 68 97 119mm 17 mm weight C to 12 mm weight D to B 29 mm weights C +D returned to Starboard side (2 moves) Mean deflection 14.874mm
To obtain GM
Solving for GM: GM = .w x. d ( tan U or GM =w x d x l Note that KM is constant for a particular draft and can be obtained from the vessels curves of form and GM is obtained from the experiment noting also that KG = KM - GM Thus to find the GM from the experiment given in the example, GM = 87.23 x 2.708 x 1.69 29597 x 0.014874 Thus, GM = 0.907 m 47. Describe the stretcher u had in your last ship? What is the name of that stretcher?? Neil Robertson stretcher. 48. 7. Annex VI tell all latest amendments from 2011. Greenhouse Gas Emissions. 2011 Amendments to MARPOL Annex VI introduced mandatory measures to reduce emissions of greenhouse gases (GHG). The Amendments added a new Chapter 4 to Annex VI on Regulations on energy efficiency for ships. NOx emission limits are set for diesel engines depending on the engine maximum operating speed (n, rpm), as shown in Table 1 and presented graphically in Figure 1. Tier I and Tier II limits are global, while the Tier III standards apply only in NOx Emission Control Areas. Table 1. MARPOL Annex VI NOx Emission Limits Tier Tier I Tier II Tier III Date 2000 2011 2016 NOx Limit, g/kWh n < 130 17.0 14.4 3.4 130 n < 2000 45 n-0.2 44 n-0.23 9 n-0.2 n 2000 9.8 7.7 1.96 29

In NOx Emission Control Areas (Tier II standards apply outside ECAs). Tier II standards are expected to be met by combustion process optimization. The parameters examined by engine manufacturers include fuel injection timing, pressure, and rate (rate shaping), fuel nozzle flow area, exhaust valve timing, and cylinder compression volume. Tier III standards are expected to require dedicated NOx emission control technologies such as various forms of water induction into the combustion process (with fuel, scavenging air, or in-cylinder), exhaust gas recirculation, or selective catalytic reduction. Sulfur Content of Fuel Annex VI regulations include caps on sulfur content of fuel oil as a measure to control SOx emissions and, indirectly, PM emissions (there are no explicit PM emission limits). Special fuel quality provisions exist for SOx Emission Control Areas (SOx ECA or SECA). The sulfur limits and implementation dates are listed in Table 2 and illustrated in Figure 2. Table 2. MARPOL Annex VI Fuel Sulfur Limits Date 2000 2010.07 2012 2015 2020a 0.1% 0.5% Sulfur Limit in Fuel (% m/m) SOx ECA 1.5% 1.0% 3.5% Global 4.5%
a - alternative date is 2025, to be decided by a review in 2018 Heavy fuel oil (HFO) is allowed provided it meets the applicable sulfur limit (i.e., there is no mandate to use distillate fuels). Alternative measures are also allowed (in the SOx ECAs and globally) to reduce sulfur emissions, such as through the use of scrubbers. For example, in lieu of using the 1.5% S fuel in SOx ECAs, ships can fit an exhaust gas cleaning system or use any other technological method to limit SOx emissions to 6 g/kWh (as SO2). Greenhouse Gas Emissions MARPOL Annex VI, Chapter 4 introduces two mandatory mechanisms intended to ensure an energy efficiency standard for ships: (1) the Energy Efficiency Design Index (EEDI), for new ships, and (2) the Ship Energy Efficiency Management Plan (SEEMP) for all ships. The EEDI is a performance-based mechanism that requires certain minimum energy efficiency in new ships. Ship designers and builders are free to choose the technologies to satisfy the EEDI requirements in a specific ship design. The SEEMP establishes a mechanism for operators to improve the energy efficiency of ships.
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The regulations apply to all ships of and above 400 gross tonnage and enter into force from 1 January 2013. Flexibilities exist in the initial period of up to six and a half years after the entry into force, when the IMO may waive the requirement to comply with the EEDI for certain new ships, such as those that are already under construction. Other Provisions Ozone Depleting Substances. Annex VI prohibits deliberate emissions of ozone depleting substances, which include halons and chlorofluorocarbons (CFCs). New installations containing ozone-depleting substances are prohibited on all ships. But new installations containing hydro-chlorofluorocarbons (HCFCs) are permitted until 1 January 2020. Annex VI also prohibits the incineration on board ships of certain products, such as contaminated packaging materials and polychlorinated biphenyls (PCBs). Compliance. Compliance with the provisions of Annex VI is determined by periodic inspections and surveys. Upon passing the surveys, the ship is issued an International Air Pollution Prevention Certificate, which is valid for up to 5 years. Under the NOx Technical Code, the ship operator (not the engine manufacturer) is responsible for in-use compliance. 49. MECHANISM OF NOx FORMATION IN DIESEL ENGINES Nitrogen is normally an inert gas. At the temperatures of the burning fuel spray, (about 2000K to 2500K) the nitrogen in the air is no longer inactive and some will combine with oxygen to form oxides of nitrogen. Initially mostly nitric oxide (NO) is formed. Later, during the expansion process and in the exhaust, some of this NO will convert to nitrogen dioxide (NO 2) and nitrous oxide (N2O ), typically 5% and 1% , respectively, of the original NO. The mix of oxides of nitrogen is called NOx. The reactions involving oxides of nitrogen are slower than the reactions involved in oxidation of the fuel, so oxides of nitrogen formation mainly takes place in the high temperature burnt gas which arises from the combustion process. The rate of reaction is controlled by the concentration of oxygen and the temperature. The temperature dependence is exponential. NO formation rate can increase by a factor of 10 for every 100K temperature rise. Thus, NOx formation depends on the temperature of the burnt gas, the residence time of the burnt gas at high temperature and the amount of oxygen present. The burnt gas arising from the part of the combustion which occurs before peak pressure is compressed due to the rising pressure in the combustion chamber. This means it remains at high temperatures for a long time compared with the burnt gas from the later stages of combustion. This allows more time for NO to form. Slow speed engines produce more NOx than medium speed engines because the combustion process spans a longer time period so there is more time available for NO formation. Three Phases of Combustion Combustion in diesel engines can be divided into 3 different phases. The first phase involves evaporation and mixing of the early injected fuel with the air in the cylinder. During this phase, certain pre-reactions occur prior to actual combustion. During this 31

delay period, fuel air mixture is forming continuously. As soon as the actual combustion starts, the fuel air mixture formed during the delay period ignites and burns rapidly, as it is already mixed and ready to burn. This is the second phase of combustion or premixed phase, which typically produces the highest pressure rise rates. After this pre-mix of fuel and air formed during the delay period is consumed, the combustion rate becomes controlled by the rate of evaporation and mixing of the fuel and air. This is the third phase or diffusion controlled phase. The length of the delay period is a function of the fuel ignition characteristics and the temperature in the combustion chamber. Reducing the length of the delay period reduces the amount of fuel consumed in the second phase. The length of the delay period is basically independent of engine speed, so the proportion of total fuel injected during the delay period is greater in medium speed diesels than in slow speed diesels. The second phase of combustion involves high temperatures and pressures because the combustion rate is high. Also, because it happens early in the combustion process the burnt gas from this phase will remain at high temperatures for a relatively long time due to further compression by the rising cylinder pressure. This phase is likely to produce high NOx concentrations and is more important in medium speed engines.
50. What factors decide when and from where to enter in machinery space after co2 total flooding? Re-entry is determined by a. heat build up due to the scale of fire and the elapsed time after the release. b. has the fire been extinguished or chances of a smoldering fire exists. c. ships position , condition and the prevailing weather (ship may be listing to angle of progressive flooding etc) d. the location of the entry point e. risk analysis outcome. 51. Emergency fire location. Forward (but aft of collision bulkhead), tunnel, steering gear flat.(bow thruster space). All areas allow pump to be operated if the engine room cannot be entered. The rule stipulates fire in one compartment should not pull the fire pumps out of order. The arrangement of sea connection, fire pump and their source of power shall be as to ensure that1. in passenger ships of 1000 gross tonnage and upwards in the event of a fire in any compartment , all the fire pumps will not be put out of action and 2. in passenger ship of less than 1000 GT and in cargo ships if a fire in any one compartment could put all the pumps out of action, there shall be an alternative means consisting of an emergency fire p/p complying with the provision of the fire safety system code with its source of power and sea connection located outside the space where the main fire pump or their source of power are located. For emergency fire pump
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The space containing the fire pump shall not be contiguous the boundaries of machinery spaces of category A or those space containing main fire pumps. Where there is not practicable the common bulkhead between the two spaces shall be insulated to a standard of structural fire protection equivalent to that required for a control station. 52. Oxygen analyzer
The main property of oxygen which helps in its detection and measurement of its percentage in the given sample of air is that of Para-magnetism. Basically this means that oxygen gets attracted towards a magnetic field. The set up for measuring oxygen content using this property can be understood from the image 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. 53. What are the entries to be made for automatic or non automatic discharge overboard for bilge water? NON-AUTOMATIC DISCHARGE OVERBOARD OR DISPOSAL OTHERWISE OF BILGE WATER WHICH HAS ACCUMULATED IN MACHINERY SPACES Bilge water is originating from leaking water seals of pumps, stern tube, leaking pipes/flanges of fuel oil, steam, sea water, fresh water, boiler water systems. The anticipated quantity depends on many factors (ER condition and maintenance, crew competence, age of vessel, etc.). Guidance on daily bilge water quantity can be reported as: 33

0.5 m for 40-3000 GRT 1.5 m for 3000-5000 GRT 2.5 m for 5000-7000 GRT 4 m for 7000-10000 GRT 6 m for above 10000 GRT For oil sealed stern tube these values should be reduced by 50% 13. Quantity discharged or disposed of. 14. Time of discharge or disposal (start and stop). 15. Method of discharge or disposal: .1 Through 15 ppm equipment (state position at start and end); .2 To reception facilities (identify port); .3 Transfer to slop tank or holding tank (indicate tank(s); state quantity transferred and the total quantity retained in tank(s)). AUTOMATIC DISCHARGE OVERBOARD OR DISPOSAL OTHERWISE OF BILGE WATER WHICH HAS ACCUMULATED IN MACHINERY SPACES This section refers to the bilge systems with floater switches in the bilge wells activating automatic bilge water transfer to the bilge water holding tank or with floater switches in the bilge water holding tank activating automatic bilge water discharge overboardthrough the bilge water separator. When these systems are used it could result in un-monitored discharge of the bilges. Bilges are normally emptied under D 15 through the 15 ppm equipment. 16. Time and position of the ship when the system was put into automatic mode of operation for discharge overboard. 17. Time when the system was put into automatic mode of operation for transfer of bilge water to holding tank (identify tank) 18. Time when the system was put into manual operation 19. Method of discharge overboard .1 Through 15 ppm equipment 54. Load Line Survey
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55. GUIDELINES FOR OWNERS/OPERATORS ON PREPARING EMERGENCY TOWING PROCEDURES 1 PURPOSE The purpose of these Guidelines is to assist owners/operators in preparing ship-specific emergency towing procedures for ships subject to SOLAS regulation II-1/3-4. The procedures should be considered as part of the emergency preparedness required by paragraph 8 of part A of the International Safety Management (ISM) Code. 2 OBSERVATIONS 2.1 Owners, operators and crews should take into consideration that the nature of an emergency does not allow time for deliberation. Accordingly, the procedures should be practiced beforehand. 2.2 The towing procedures should be maintained on board the ship for ready use by the ships crew in preparing their ship for towage in an emergency. 2.3 The crew should have good knowledge of equipment stowage location and accessibility. Any identified improvements to stowage arrangements should be implemented. 2.4 Crew dealing with an emergency situation should be aware of power availability required for winches and tools, as well as for deck lighting (for bad/low visibility and night time situations). 2.5 It is recognized that not all ships will have the same degree of shipboard equipment, so that there may be limits to possible towing procedures. Nevertheless, the intention is to predetermine what can be accomplished, and provide this information to the ships crew in a ready-to-use format (booklet, plans, poster, etc.). 3 SHIP EVALUATIONS 3.1 The owner/operator should ensure that the ship is inspected and its capability to be towed under emergency situations is evaluated. Both equipment on board and available procedures should be reviewed. Items that need to be inspected are described in the following paragraphs. 3.2 The ability of the ship to be towed from bow and stern should be evaluated, and the following items should be reviewed: .1 line handling procedures (passing and receiving messenger lines, towlines, bridles); and .2 layout, structural adequacy and safe working loads of connection points (fairleads chocks, winches, bitts, bollards), etc. 3.3 The on-board tools and equipment available for assembling the towing gear and their locations should be identified. These should include but not be limited to: 36

.1 chains; .2 cables; .3 shackles; .4 stoppers; .5 tools; and .6 line throwing apparatus 3.4 The availability and characteristics of radio equipment on board should be identified, in order to enable communication between deck crew, bridge and the towing/salvage ship. 3.5 Unless the safe working loads of connection points are known, these loads should be determined by an engineering analysis reflecting the on-board conditions of the ship. The Guidance on shipboard towing and mooring equipment (MSC/Circ.1175) may be used for guidance. 3.6 The evaluation should be performed by persons knowledgeable in towing equipment and operations 4 EMERGENCY TOWING BOOKLET 4.1 The Emergency Towing Booklet (ETB) should be ship specific and be presented in a clear, concise and ready-to use format (booklet, plan, poster, etc.). 4.2 Ship-specific data should include but not be limited to: .1 ships name; .2 call sign; .3 IMO number; .4 anchor details (shackle, connection details, weight, type, etc.); .5 cable and chain details (lengths, connection details, proof load, etc.); .6 height of mooring deck(s) above base; .7 draft range; and .8 displacement range. 4.3 All procedures developed in accordance with section 5 should be presented in a clear and easy to understand format, which will aid their smooth and swift application in an emergency situation. 4.4 Comprehensive diagrams and sketches should be available and include the following: .1 assembly and rigging diagrams; .2 towing equipment and strong point locations; and .3 equipment and strong point capacities and safe working loads (SWLs) 4.5 A copy should be kept at hand by the owners/operators in order to facilitate the passing on of information to the towage company as early as possible in the emergency. A copy should also be kept in a common electronic file format, which will allow faster distribution to the concerned parties. 37

4.6 A minimum of three copies should be kept on board and located in: .1 the bridge; .2 a forecastle space; and .3 the ships office or cargo control room. 5 DEVELOPING PROCEDURES 5.1 Ship-specific procedures should be identified during the ships evaluation and entered accordingly in the ETB. The procedures should include, as a minimum, the following: .1 a quick-reference decision matrix that summarizes options under various emergency scenarios, such as weather conditions (mild, severe), availability of shipboard power (propulsion, on-deck power), imminent danger of grounding, etc.; .2 organization of deck crew (personnel distribution, equipment distribution, including radios, safety equipment, etc.); .3 organization of tasks (what needs to be done, how it should be done, what is needed for each task, etc.); .4 diagrams for assembling and rigging bridles, tow lines, etc., showing possible emergency towing arrangements for both fore and aft. Rigged lines should be lead such that they avoid sharp corners, edges and other points of stress concentration; .5 power shortages and dead ship situations, which must be taken into account, especially for the heaving across of heavy towing lines; .6 a communications plan for contacting the salvage/towing ship . This plan should list all information that the ships master needs to communicate to the salvage/towing ship. This list should include but not be limited to: .1 damage or seaworthiness; .2 status of ship steering; .3 propulsion; .4 on deck power system .5 on-board towing equipment; .6 existing emergency rapid disconnection system; .7 forward and aft towing point locations; .8 equipment, connection points, strong points and safe working loads (SWL); 9 towing equipment dimensions and capacities; and .10 ship particulars; .7evaluation of existing equipment, tools and arrangements on board the ship for possible use in rigging a towing bridle and securing a towline; .8 identification of any minor tools or equipment providing significant improvements to the towability of the ship; .9 inventory and location of equipment on board that can be used during an emergency towing situation; .10 other preparations (locking rudder and propeller shaft, ballast and trim, etc.); and .11 other relevant information (limiting sea states, towing speeds, etc.).
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GUIDELINES FOR EMERGENCY TOWING ARRANGEMENTS ON TANKERS 1. PURPOSE 1.1 Under regulation V/15-1 of the 1974 SOLAS Convention, as amended by resolution MSC.31(63) in 1994, new and existing tankers of 20,000 tonnes deadweight and above shall be fitted with an emergency towing arrangement, the design and construction of which shall be approved by the Administration, based on the Guidelines developed by the Organization. 1.2 The present Guidelines are intended to provide standards for the design and construction of emergency towing arrangements which Administrations are recommended to implement. 1.3 For existing tankers fitted with the emergency towing arrangements in accordance with resolution A.535(13), the existing towing arrangements forward of the ship may be retained, but the towing arrangements aft of the ship should be upgraded to comply with the requirements of the present Guidelines. 2.1 General 2.2 Towing components 2.3 Strength of the towing components 2.4 Length of towing pennant 2.5 Location of strongpoint and fairlead 2.6 Strongpoint 2.7 Fairleads 2 REQUIREMENTS FOR THE ARRANGEMENTS AND COMPONENTS 2.1 General The emergency towing arrangements should be so designed as to facilitate salvage and emergency towing operations on tankers primarily to reduce the risk of pollution. The arrangements should at all times be capable of rapid deployment in the absence of main power on the ship to be towed and easy connection to the towing vessel. Figure 1 show arrangements which may be used as reference. 2.2 Towing components Forward of ship requirements Pick-up gear optional Towing pennant optional Chafing gear Yes Fairlead Yes Strongpoint Yes Roller pedestal Yes * Aft of ship Yes Yes Depending on design Yes Yes Depending on design Strength --Yes Yes Yes Yes ----
2.3 Strength of the towing components 2.3.1 Towing components as specified in 2.2 for strength should have a working strength of at least 1,000 kN for tankers of 20,000 tonnes deadweight and over but less than 50,000 tonnes deadweight and at least 2,000 kN for tankers of 50,000 tonnes deadweight and over(working strength is defined as one half ultimate strength). The strength should 39

be sufficient for all relevant angles of towline, i.e. up to 90 from the ship's centreline to port and starboard and 30 vertical downwards 2.3.2 Other components should have a working strength sufficient to withstand the load to which such components may be subjected during the towing operation 2.4 Length of towing pennant The towing pennant should have a length of at least twice the lightest seagoing ballast freeboard at the fairlead plus 50 m. 2.5 Location of strongpoint and fairlead The bow and stern strongpoint and fairleads should be located so as to facilitate towing from either side of the bow or stern and minimize the stress on the towing system 2.6 Strongpoint The inboard end fastening should be a stopper or bracket or other fitting of equivalent strength. The strongpoint can be designed integral with the fairlead. 2.7 Fairleads 2.7.1 Size Fairleads should have an opening large enough to pass the largest portion of the chafing gear, towing pennant or towing line. 2.7.2 Geometry The fairlead should give adequate support for the towing pennant during towing operation which means bending 90to port and to starboard side and 30vertical downwards. The vending ratio (towing pennant bearing surface diameter to towing pennant diameter should be not less than 7 to 1.) 2.7.3 Vertical location The fairlead should be located as close as possible to the deck and, in any case, in such a position that the chafing chain is approximately parallel to the deck when it is under strain between the strongpoint and the fairlead. 2.8 Chafing chain Different solutions on design of chafing gear can be used. If a chafing chain is to be used, it should have the following characteristics 2.8.1 Type The chafing chain should be stud link chain 2.8.2 Length The chafing chain should be long enough to ensure that the towing pennant remains outside the fairlead during the towing operation. A chain extending from the strongpoint to a point at least 3 m beyond the fairlead should meet this criterion. 2.8.3 Connecting limits One end of the chafing chain should be suitable for connection to the strongpoint. The other end should be fitted with a standard pear-shaped open link allowing connection to a standard bow shackle. 2.8.4 Stowage 40

The chafing chain should be stowed in such a way that it can be rapidly connected to the strongpoint 2.9 Towing connection The towing pennant should have a hard eye-formed termination allowing connection to a standard bow shackle. 2.10 Prototype test Designs of emergency towing arrangements in accordance with these Guidelines should be prototype tested to the satisfaction of the Administration. 3 READY AVAILABILITY OF TOWING ARRANGEMENTS 3.1 To facilitate approval of such equipment and to ensure rapid deployment, emergency towing arrangements should comply with the following criteria: .1 The aft emergency towing arrangement should be pre-rigged and be capable of being deployed in a controlled manner in harbour conditions in not more than 15 min. .2 The pick-up gear for the aft towing pennant should be designed at least for manual operation by one person taking into account the absence of power and the potential for adverse environmental conditions that may prevail during such emergency towing operations. The pick-up gear should be protected against the weather and other adverse conditions that may prevail. .3 The forward emergency towing arrangement should be capable of being deployed in harbour conditions in not more than 1 h. .4 The forward emergency towing arrangement should be designed at least with a means of securing a towline to the chafing gear using a suitably positioned pedestal toller to facilitate connection of the towing pennant. .5 Forward emergency towing arrangements which comply with the requirements for aft emergency towing arrangements may be accepted. .6 All emergency towing arrangements should be clearly marked to facilitate safe and effective use even in darkness and poor visibility. 3.2 All emergency towing components should be inspected by ship personnel at regular intervals and maintained in good working order. 56. What is ment by neutral ship, stable and unstable ship? Neutral ship: In the upright position the wt of the ship acts vertically down throught the centre of gravity G, while the up thrust acts through the centre of buoyancy B, since the wt is equal to the upthrust and G and B are in the same vertical line the ship is in equibilirium. Stable ship: when the ship is inclined to an angle the centre of gravity G remains in the same position but the centre of buoyancy B moves from B to B1 while the weight still acts down through G creating a moment of g*GZ which tends to return the ship to upright, since this moment tends to right the ship the vessel is said to be stable. Unstable ship: if the centre of gravity G lies above the transverse meta centre the moment acts in the opposite direction increasing the angle of heel. The vessel is then unstable and will not return to upright. The metacentric height being regarded as negative. 41

56. Smoke detectors- distance from wall should not exceed 4.5m and between 2 smoke detector 9m max. Heat detectors- distance from wall should not exceed 3.6m and distance between 2 heat detectors 7.2 max. 57. Formula to calculate scba duration-D= P.C./40N 10; D- discharge time duration , P- pressure of the cylinder , C-capacity of lit in volume. N- Charging pressure. 58. Why tankers have less freeboard then bulk carrier with same dimensions? 1. They have much SMALLER DECK OPENINGS in main deck 2.They have GREATER SUBDIVISON, by additional longitudinal and transverse bulkheads. 3.their cargo oil has GREATER BUOYANCY than grain cargo 4.they have more PUMPS to quickly control ingress of water after bilging incident 5.cargo oil has permeability of 5%..But grain cargo has permeability of 60 to 65%..the lower permeability will instantly allow less ingress of water following a bilging incident 6.oil tankers will have GREATER GM VALUES. this is particularly true for modern double skin tankers and wide shallow draft tankers. 59. Manually operated calling point Manually operated call points complying with the Fire Safety Systems Code shall be installed throughout the accommodation spaces, service spaces and control stations. One manually operated call point shall be located at each exit. Manually operated call points shall be readily accessible in the corridors of each deck such that no part of the corridor is more than 20 m from a manually operated call point. 60.SOPEP REVIEW For this Administration (or a Class Society acting on behalf of the Administration) to approve a Plan, it must satisfy a review in accordance with Reg. 26 of MARPOL 73/78 and IMO Res. MEPC.54 (32). This document is available through IMO for a nominal fee. Included in that Guideline is IMO Resolution A.648 (16), General Principles for Ship Reporting Systems and Ship Reporting Requirements, including Guidelines for Reporting Incidents Involving Dangerous Goods, Harmful Substances and/or Marine Pollutants (IMO Publication 516 90.08.E). This IMO Resolution must be incorporated into the SOPEP and may be done so by reference, in which case, it must be available on board.
61. Capacity of life raft
1 Capacity of life rafts when more than one is carried 1.1 when two or more life rafts are carried to provide the required capacity these 42

should, where possible, be of such size that the capacity provided on each side of the ship is equal. In non-passenger ships where the Regulations require life rafts sufficient for: (i) the total number of persons on board, or (ii) 1.5 times the total persons on board, and such provision is met by two life rafts, these should, preferably, be of the same capacity. However, they may be of different capacities provided the smaller raft is sufficient for half the total number of persons on board in the case of (i), or three-quarters or the total number of persons on board in the case of (ii). 1.2 Life rafts of the same capacity should, so far as possible, be provided on passenger ships. 1.3 Life rafts certified for a number of persons much in excess of the number of persons on board should not be carried. In general a raft should not be carried which is suitable for more than 150% of the ships compliment. 62. Line plan and Body Plan. The lines plan (lines drawing) consist of projections of the intersection of the hull with a series of planes. The planes are equally spaced in each of the three dimensions. These set of planes are mutually perpendicular or orthogonal in nature. Planes parallel to the front and back of the imaginary box are called stations. There are three important stations. The intersection of the stem of the ship at the design water line is called Forward Perpendicular (FP). The intersection of the stern at design waterline (immersed transom) or the rudder stock is called the Aft Perpendicular (AP). The station midway between the perpendiculars is called the mid-ships stations. Each station plane will intersect the ship's hull and form a curved line at the points of intersection. These lines are called sectional lines and are all projected onto a single plane called the Body Plan. The body plan takes advantage of the ship's symmetry. Hence only half the section is show; the sections forward of amidships are drawn on the right side, and the sections aft of the amidships are drawn on the left side. The amidships section is generally shown on both sides of the body plan. The vertical line in the center separating the left and right half of the ship is called the centerline. larger vessels often have twin screws to reduce heeling torque, counter-rotating propellers, the starboard screw is usually right-handed and the port left-handed, this is called outward turning. The opposite case is called inward turning. Another possib
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CLASS II Pt. B Fn.

3 ORALS as Per MMD KOL

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

46. Inclining Experiment

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

Preparation for the experiment

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

Provision of weights/weight measurement

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

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The height KB can be obtained from the displacement tables.2 Figure 1

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

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

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

Distance between weights A B C D Pendulum length Deviation

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

61. Capacity of life raft

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

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