Q3) Is there any regulation about air compressors - time required to fill the Air

Bottles?

Ans) Two starting compressors must be fitted, of sufficient total capacity to meet the engine
requirements.

Each compressor must be able to press up Air receiver from 15 bars to 25 bars in 30
minutes.

Two air receivers must to be provided.

Total air receiver capacity is to be sufficient for Twelve (12) starts of Reversible engines
and six (6) starts for non-reversible engines.

Q4) TYPES OF EVAPORATORS IN REFRIGERATION SYSTEM?

ANS) In the large refrigeration and air conditioning plants the evaporator is used for
chilling the water. In such cases shell and tube type of heat exchangers are used as the
evaporators. In such plants the evaporators or the chillers are classified as:

1) Dry expansion type of evaporators

2) Flooded type of the evaporators

In case of the dry expansion type of chillers or evaporators the expansion valve controls the
flow of the refrigerant to the evaporators. The expansion valve allows the flow of the
refrigerant depending on the refrigeration load. In case of the shell and tube type of
evaporators the refrigerant flows along the tube side, while the substance to be chilled
(usually water or brine) flows long the shell side. In case of the flooded the evaporator is
filled with the refrigerant and constant level of the refrigerant is maintained inside it. In
these evaporators or the chillers the refrigerant is along shell side while the substance to be
chilled or freezer flows along the tube side of the heat exchanger.

Though this classification is also applicable to the domestic refrigerators and the air
conditioners, the evaporators used in these systems are classified based on their
construction. The evaporators are classified based on the construction as:

1) Bare tube evaporators

2) Plate surface evaporators

3) Finned evaporators
The bare tube evaporators are the simple copper coil evaporators over which the substance
to be cooled flows.

The plate surface evaporators are commonly used in the household refrigerators. These
evaporators are also in the form of coil, which is attached to the plate.

The finned evaporators are also made of copper coil with fins on the external surface as well
on the internal surface.

BARE TUBE
PLATE TYPE

FIN

Q5) WHAT IS ERMATO JOINT?

ANS) It is a kind of coupling to absorb vibration, fitted on pipes like scavenge drain pipe, in
tank’s steam heating coils.
Q6) EXPLAIN PROPELLER SHAFT WITH DIAGRAM?

ANS)The propeller shaft is bolted to the main engine flywheel, passing through the thrust
block then along the shaft tunnel. Here it is supported by the shaft bearings before passing
through the stern tube to drive the ship's propeller.

The shaft is manufactured from forged steel, complete with coupling flanges. It is machined
leaving a larger diameter at the location of the shaft bearings; this section has to have a fine
finish to run within the white metal bearing.

The shaft coupling flange faces are accurately machined and the bolt holes reamed to accept
fitted bolts. They are bolted together using high tension bolting, which is tightened using
hydraulic tensioning gear.

The supporting bearings are cast in two halves and are usually white metal lined. These
have oil scrolls cut into them to distribute the splash lubrication. Nowadays ball bearing
shaft supports are being used, but they have been reported as being quite noisy with a
tendency to run hot.

A typical prop shaft white metal bearing with splash lubrication is shown here.
Q7) EXPLAIN RUDDER CARRIER BEARING WITH DIAGRAM?

ANS) The rudder carrier bearing takes the weight of the rudder on a grease lubricated
thrust face. The rudderstock is located by the journal, also grease lubricated. Support for the
bearing is provided by a doublers plate and steel chock. Wedge type side chocks, welded to
the deck stiffening, locate the base of the carrier bearing. The carrier is of meehanite with a
gunmetal thrust ring and bush. Carrier bearing components are split as necessary for
removal or replacement. Screw down lubricators is fitted, and the grease used for
lubrication is of a water resistant type (calcium soap based with graphite).
Wear down

A small allowance is made for wear down, which must be periodically checked. This may be
measured either between pads welded on top of the rudder and onto the rudder horn, or
between the top of the rudder stock and a fixed mark on the inner structure of the
th steering
gear flat. The latter generally involves the use of a 'Trammel gauge' which takes the form of
a 'L' shaped rod ade to fit the new condition of the gear. As wear down occurs it can easily
be checked with this gauge.

The rudder is prevented from jjumping

umping by rudder stops welded onto the stern frame.

Rudder movement stops

Rudder stops are arranged as follows;

Angle from centreline Position of stop Note

35o On telemotor system Normal limit

 37o On steering gear Prevents rudder striking external stops

39o External, on stern frame Emergency stop to protect propeller

These limits refer to rudders of traditional design and are governed by both the physical
layout of the rudder and actuator but also due to the stall angles of the rudder. i.e. the angle
at which lift ( turning moment ) is reduced or lost with increasing angle of attack. There are
designs of rudder such as Becker flap which have increased stall angles up to 45o

Reasons for critical contouring of thrust face;

I. For lubrication
ii. Conical in order to prevent sideslip and centralize rudder

iii. Projected area gives greater bearing area allowing smaller diameter bearing

Q8) WHAT ARE STABILIZERS? WHAT IS ITS PURPOSE? ON WHICH SHIPS THEY ARE
REQUIRED MORE?

ANS)Ship stabilizers are fins moun

mounted
ted beneath the waterline and emerging laterally. In
contemporary vessels, they may be gyroscopically controlled active fins, which have the
capacity to change their angle of attack to counteract roll caused by wind or waves acting on
the ship.

Location and diagram of retractable fin stabilizers on a ship.

Purpose
The purpose of cruise ship stabilizers is to reduce the rocking motion of the ship.
They help a ship move more smoothly, which cuts down the chance of seasickness
for passengers. When there is a great deal of movement, it can cause a discrepancy
between whatat a person sees and what her inner ear senses. This is what causes
 seasickness. The smoother the ride, the less chance for this to happen.



Function
Cruise ship stabilizers extend out below the water line on the port and starboard
sides of the ship. They prevent it from rolling to the left and right as it moves
through the water. They act much, as do airplane wing flaps, which can be adjusted
to reduce turbulence. Although no stabilizers can prevent 100 percent of a cruise
ship's movement, they can significantly reduce it. This is especially desirable in
rough conditions when the waves are high or the wind is strong. 



How Cruise Ship Stabilizers Workfin

Work stabilizer
Q9) EXPLAIN FREEBOARD?

ANS) The distance from the waterline to the upper deck level, measured at the lowest point
of sheer where water can enter the boat or ship. In commercial vessels, the latter criteria
measured relative to the Ship's load line, regardless of deck arrangements is the mandated
and regulated meaning.

In yachts, a low freeboard is often found on racing boats, for weight reduction and therefore
increased speed. A higher freeboard will give more room in the cabin, but will increase
weight and may compromise speed. A higher freeboard also helps weather waves and
reduces the likelihood of green seas on the weather deck. A low freeboard boat is
susceptible to swamping in rough seas. Freighter ships and warships use high-freeboard
designs to increase internal volume, which also allows them to satisfy IMO damage stability
regulations due to increased reserved buoyancy.

Graphical representation of the dimensions used to describe a ship. f is the freeboard

Q 10) WHAT IS SHEER?

ANS)The sheer is a measure of longitudinal main deck curvature, in naval architecture.

The practice of building sheer into a ship dates back to the era of small sailing ships. These
vessels were built with the decks curving upwards at the bow and stern in order to increase
stability by preventing the ship from pitching up and down.
Dimensions of a hull

Q11) WHAT IS CAMBER?

ANS) The camber is a measure of lateral main deck curvature in naval architecture.
architecture
The practice of adding camber to a ship's deck originated in the era of small sailing ships.
ships
These vessels were built with the decks curving downwards at the sides in order to allow
water that washed onto the deck to spill off.

Q12) WHAT IS TUMBLEHOME?

ANS)In ship designing, the tumblehome is the narrowing of a ship's hull with greater
distance above the water line. Expressed more technically, it is present when the beam at
the uppermost deck is less than the maximum beam of the vesvessel.
A small amount of tumblehome is normal in many designs in order to allow any small
projections at deck level to clear wharves (structure on the shore of a harbor where ships
may dock to load and unload cargo or passengers)

Length overall (LOA)) is the extreme length from one end to the other.
Length at the waterline (LWLLWL)) is the length from the forward most point of the waterline
measured in profile to the sternstern-most point of the waterline.
Length Between Perpendiculars
ndiculars (LBP or LPP)) is the length of the summer load waterline
from the stern post to the point where it crosses the stem.
Beam or breadth (B) iss the width of the hull. (ex: BWL is the maximum beam at the
waterline)
Depth or moulded depth (D D)) is the vertical distance measured from the top of the keel to
the underside of the upper deck at side.
Draft (d) or (T)) is the vertical distance from the bottom of the hull to the waterline.
waterline
Freeboard (FB)) is the difference between Depth and draft
Q13) EXPLAIN MOULDED BREADTH, MOULDED DEPTH, AND DRAUGHT?

ANS)Breadth (extreme):

The extreme breadth, recorded in meters to two decimal places. This is the maximum
breadth to the outside of the ship's structure.

Breadth (moulded):

The moulded breath, recorded in meters to two decimal places. This is the greatest breadth
at amidships from heel of frame to heel of frame. This will only be displayed when breadth
extreme is not available.

Moulded Depth:

The moulded depth, recorded in meters to two decimal places. This is the vertical distance
at amidships from the top of the keel to the top of the upper deck beam at side.

Draught:
The draft (or draught) of a ship's hull is the vertical distance between the waterline and the
bottom of the hull (keel), with the thickness of the hull included; in the case of not being
included the draft outline would be obtained. Draft determines the minimum depth of water
a ship or boat can safely navigate. The draft can also be used to determine the weight of the
cargo on board by calculating the total displacement of water and then using Archimedes'
principle. A table made by the shipyard shows the water displacement for each draft. The
density of the water (salt or fresh) and the content of the ship's bunkers have to be taken
into account. The closely related term "trim" is defined as the difference between the
forward and after drafts.

Draft marks on a ship's bow

Q14) WHAT IS RECENT AMENDMENT TO SOLAS WITH RESPECT TO MSDS, LIFEBOAT
& ETA?

ANS) MSDS: MATERIAL SAFETY DATA SHEET: DATE OF ENTRY IN FORCE: 01-JULY-2009

AMENDMENT OF OCTOBER 2007 TO SOLAS: -

Amendment to SOLAS chapter 6, to add new regulation 5-1 on material safety data sheet
(MSDS) to require ships carrying MARPOL Annex 1 cargo (oil) & also marine fuel oils to be
provided with material safety data sheet prior to loading such cargoes. The regulation
refers to the Recommendations for material safety data sheet (MSDS) for MARPOL Annex 1
cargoes & marine fuel oils, adopted by the organization through resolution MSC 150 (77)

Prevention of accidents involving lifeboats: -

An amendment to SOLAS regulation III concerns provisions for the launch of free-fall
lifeboats during abandon-ship drills. The amendment will allow, during the abandon-ship
drill, for the lifeboat to either be free-fall launched with only the required operating crew on
board, or lowered into the water by means of the secondary means of launching without the
operating crew on board, and then maneuvered in the water by the operating crew. The aim
is to prevent accidents with lifeboats occurring during abandon-ship drills. The amendment
is expected to enter into force on 1 July 2008.

Q15) WHAT ARE THE SAFETY FEATURES IN AIR COMPRESSORS?

ANS)Every Air compressor on a ship is fitted with several safety features to avoid abnormal
and dangerous operational errors of the equipment. If safety, alarms and trips are not
present on the air compressor, abnormal operation may lead to breakdown of the
compressor and may also injure a person working on or around it.

1.Relief valve: Fitted after every stage to release excess pressure developed inside it. The
setting of the lifting pressure increases after every ascending stage.

2.copper Bursting disc:A bursting disc is a copper disc provided at the airside of the
compressor. It is a safety disc, which bursts when the pressure exceeds over the pre-
determined value.

3.Fusible plug:Generally located on the discharge side of the compressor, it fuses if the air
temperature is higher than the operational temperature. The fusible plug is made up of
material, which melts at high temperature.

4.Lube Oil low-pressure alarm and trip:If the lube oil pressure goes lower than the
normal, the alarm is sounded followed by a cut out trip signal to avoid damage to bearings
and crank shaft.

5.Water high temperature trip:If the intercoolers are choked or the flow of water is less,
then the air compressor will get over heated. To avoid this situation high water temperature
trip is activated which cut offs the compressor.

6.Water no-flow trip:If the attached pump is not working or the flow of water inside the
intercooler is not enough to cool the compressor then moving part inside the compressor
will get seized due to overheating. A no flow trip is provided which continuously monitor
the flow of water and trips the compressor when there is none.

7.Motor Overload trip:If the current taken by motor during running or starting is very
high then there is a possibility of damage to the motor. An overload trip is thus fitted to
avoid such situation.

8.High Air Temperature Trip

Q16) PROCEDURE FOR OVERHAUL OF A/E?

ANS)D'carb of auxiliary engine is nothing but the carrying out of certain routines at
intervals prescribed by the manufacturer or experience. Normally the following should be
done during a marine decarb to free the engine from anomalies

Every 3000hrs

1. take out cylinder head, take the worn out mountings and/or over haul the mountings

2.All units cylinder head, piston, connecting rod, and 3.turbocharger to be overhauled

4.Clean sump tank and fill with fresh lube oil

5.Take crank shaft deflection before and after removal of bearings

6.Whatever actions taken should be recorded in the maintenance record book

D'carb preparation:-

1.Make sure the all stand by auxiliary engines are ready

2.Keep all the special tools and other tools ready

3.Go through the previous records/manual for clearance and adjustments

4.Put the display card "MEN AT WORK", "DON'T START"

5.Close air bottle valve to auxiliary engine and engine start and stop valve

6.See that the turning bar is not in the flywheel and should be in place

7.Open the indicator cocks

8.If the main bearing is to be removed, check crank shaft deflections

 9.Close lube oil, fuel oil, fresh water inlet/outlet valve, drain the cooling water line and
remove connections

A) Removal of cylinder head:-

Scavenge manifold, exhaust manifold , rocker arm, lube oil drain connection from
rocker arm, rocker arm tank and cover connection to be removed

Fuel oil high pressure connection from fuel pump to the injector, fuel valve cooling
connections in and out (either diesel or water) to be removed

Remove the rocker arm assembly and the push rod. Remove all the mountings such as
starting valve, indicator cock, relief valve and exhaust valve assembly

Remove the rocker cover and check any marking on cylinder head nuts and studs. If no
torque spanner is available, note down the markings.

Open the cylinder head nut with box spanner and extension rod. Never use the torque
spanner. With box spanner available note down the marking.

Put the cylinder head lifting tool and before lifting make sure all the connections are
removed. Also ensure that the liner is not removed along with the cylinder head

Take out the copper joint between the head and the liner

CYLINDER HEAD BEFORE CLEANING

 EXHAUST V/V BEFORE CLEANING

Removal of piston and connecting rod:-

After lifting the head, check the liner surface for score marks, blow past etc. Crack
remove the ridges or deposits if any on the top surface to avoid the lifting of liner
along with the piston and breakage of piston rings while lifting piston

Open the crank case door and remove the bottom end bearing bolts after removing the
lock arrangement and the remove the bolts

Remove the bottom half of the bottom end bearing

Bring the piston to TDC. Make sure the bolt holes on the piston top; lifting tool holes
must be cleared from carbon deposits. Threads should also be checked and
cleared

Put the piston lifting tools and tighten the bolts

Lift the piston and remove top shell of bottom end bearing

Place the piston on the piston stand and cover the crankcase pin to avoid the foreign
material damaging the crank pin.
PISTON WITH RINGS B4 CLEANINGPISTON WITHOUT RING B4 CLEANING

PISTON AFTER CLEANING CONNECTING ROD REMOVAL

Cleaning the carbon content on all the parts of engine:-

Clean the piston rings, measure dimensions and keep them in order

Clean the piston ring grooves thoroughly and measure the groove thickness at 3
different points

Check for the deposits on piston crown (Sulphur, carbon or thick vanadium deposits)
and measure the dimensions

Remove the gudgeon pin and clean the gudgeon lube oil holes as well as the bush or
small end bearing

Check the bolts of connecting rod for any cracks

Every 20,000 hrs engine connecting rod bolt must be replaced

If new piston rings are going to be replaced, then there is no need for measurement

Calibrate the liner thickness by using template

LINER B4 CLEANINGCOOLING WATER SIDE OF LINER (EXTERNAL VIEW)

COOLING WATER SPACE INSIDE ENGINE LINER AFTER HONING

PROCESS

PISTON PIN REMOVAL CONNECTING ROD CLEANING

BOTTOM END BEARING BEFORE CLEANING BOTTOM END BEARING AFTER
CLEANING

Assembly of the engine parts:-

First put the piston rings one by one and measure the butt clearance for all the rings

Then measure the axial clearance between piston rings & grooves

Place the piston guide on top of the liner and bring the particular crankshaft to TDC.
Apply sufficient lube oil and start lowering the piston. Make sure that butt gap
should not be in line it may cause blow past

Before engaging check the crankpin for any cracks or scratch

Check the bottom end bearing clearance and if needed measure the main bearing
clearance as well

Taper clearance is checked

Check for any cracks in the water jacket and in the cylinder head

Replace all rubber joints and copper gasket to be put on the cylinder cover

Put the cylinder head gasket in the top of the cylinder

Anti-seizure coating or powder like molycote, copper slip should be used. It is applied
to avoid any seizure mainly on the threads or joints and it will be easier while
removal

Tighten the cylinder mounting according to torque specified as in manual and make all
connection like lube oil, fuel, jacket cooling water connections etc

Fit the rocker arm back

DECARB IS DONE TO INCREASE THE EFFICIENCY OF ENGINE.

Q17) HOW WILL YOU DECIDE TO CHANGE THE PISTON RING?

ANS)

1. BY CHECKING THE BUTT CLEARANCE. IF ITS VALUE HAS BEEN INCREASED THAN THE
NORMAL RANGE.

2. IF ITS AXIAL CLEARANCE HAS BEEN INCREASED THAN THE NORMAL RANGE.

3. BY CHECKING THE VISUAL CONDITION OF PISTON RING.

Q18) WHAT ALL CHECKS TO BE DONE IN LIFTING GEAR?

(E/R LIFTING CRANE)

ANS)

1. CHECK THE CONDITION OF WIRE ROPE & GREASE IT.

2. CHECK THE VISUAL CONDITION OF CHAIN.
3. CHECK THE LIMIT SWITCHES IN FORWARD, AFT, PORT & STBD DIRECTION ARE
WORKING.
4. CHECK THE PROPER WORKING OF EMERGENCY BUTTON.
5. CHECK THE VISUAL CONDITION OF INSULATED COVER.
6. CHECK OVERLOAD TRIP WORKING SATISFACTORY.
7. CHECK VISUAL CONDITION OF CHAIN BLOCK, NO CRACKS SHOULD BE THERE.
8. CHECK THAT SAFETY LATCH IS THERE ON CHAIN BLOCK.

Wire rope, limit switches ,chain, chain block, overload trip, emergency button, safety latch

Q19) WHAT ALL CHECKS TO BE DONE ON PISTON?

ANS)Piston inspection on ships is part of the engine planned maintenance schedule (PMS)
carried out to ensure the components is within the allowed tolerances. There are two
methods of inspection: when the piston has been removed from the liner or inspection
through the liner scavenges ports.

a)Piston Removed for Inspection:-

This examination will be under taken in a modular format, since the piston can be divided
into various components.
Piston Crown

Check for any burning at top part of the piston.

Check any wear at the sidewalls of the crown and on ring grooves.

Check for any cracks at top due to the thermal and mechanical stress, check also for
high temperature corrosion.

Check any signs of hot corrosion at the top surface and acidic corrosion at the lower
part.

Piston Rings and Grooves

Check for the free movement of the piston rings.

Check the ring clearance / groove clearance.

Inspect for any wear, stepping and for scuffing.

Piston Skirt and Side-wall

Check for any rubbing marks.

Inspect for any wear down of wear rings.

Cooling Water Passage

Check for any scale due to poor water treatment.

Choking due to high temperature.

Finally inspect the locking bolts; wires, studs and ‘O’ ring condition

b)Maintenance Schedule:-

Periodic inspection has to be done when the engine is not running. It can be carried out as
above or by entering the scavenge space and inspecting the piston and piston rings through
the scavenge ports, with the piston brought in line by rotating the engine via a turning gear.

Overhauling the piston as per Planned Maintenance Schedule (PMS).

Monitoring of the condition of the piston and the piston rings by the compression curve of
the indicator diagram through process analysis.

The images shown below show examples of two means of inspection.

Inspection of piston and rings through the scavenge port

Piston removed for closer inspection

Emergency Repair of Piston Crown:-

Once the above checks have been carried out, what actions can be taken if some values or
observations are out with the specifications? Given below is a list of common faults that
might be found during inspection and means to make temporary emergency repairs.

Gauge piston crown and ascertain shape and wear-down. If it is beyond recommended
limits, replace the piston if there is a spare available. If not, rebuild the engine and
proceed to the nearest port at reduced revolutions and arrange replacement. The
crown head should not be welded except in a dire emergency- and even then only
by an experienced welder. Remember that modern diesel engine pistons have a
special lining of high temperature alloy on the top of the crown. This measure
improves resistance to corrosion as well as to high combustion temperatures that
the piston top is exposed to

Examine the crown for fractures or cracks, and if found the piston should be changed. If
no spare is available these can be welded to manufacturer’s specifications; using
the correct alloy welding rods, again as a means to proceed to the nearest port at
reduced revolutions for a replacement.

Dismantled piston rings should be kept in sequential order so as not to interchange the
rings when re-fitting to the piston.

Once repairs are complete, replace the piston rings and check for normal butt
clearance.

If the butt clearance is more or less than the normal range, then replace the piston rings
with new set of piston rings.

Note: It would be an extraordinary predicament to be in where as a Chief Engineer you

sailed without main engine piston spares. However, strange things happen at sea, maybe
the spares have been already used, and you're awaiting delivery of replacements.

If any of the above repairs are carried out, it is imperative that a close watch is carried out
on the appropriate cylinder with the exhaust temperatures closely monitored as well as the
piston cooling medium temperatures.

Q23) WHAT IS PURPOSE OF TAPPET CLEARANCE & HOW IT IS DONE?

ANS) Tappet clearance is a space between the top of the valve stem and the rocker arm. Its
purpose is to allow for some mechanical expansion and lengthening of the valve stem and
push rods as the engine warms up. This clearance is also called valve lash.

If insufficient(lower clearance) valve lash is set when the engine is cold the valves will not
properly close when the engine warms up or early opening of the valve.. If too much lash is
provided (additional clearance) then even after the engine warms up there will be some
clearance, which will result in lost motion. Lost motion mean that as the cam tries to open
the valve the push rod and rocker arm moves to first take up the clearance before touching
the valve to open the valve. The result is late opening of the valve.

When checking tappet clearance on marine engines, we have to ascertain that the piston is
at TDC. Though markings are provided on the flywheel, the marine engineer must know the
other methods for this like inspection of the camshaft and the fuel pump window.

During the maintenance of a four stroke marine diesel engine there are times when we must
know whether the particular unit’s piston is at the top dead center or not. For example
when checking the tappet clearances of the engine it is important to know which unit is at
TDC.

Referring to the flywheel would indicate two units, but only one can be at injection TDC. So
which one is it?

Flywheel Method: -

The flywheel is the simplest method to know which unit is at TDC. If the flywheel shows two
units, simply open the bonnet covers and checks visually. The unit at TDC will have both the
inlet and the exhaust valve closed and hence relaxed springs; the other unit would have
both the arms of the rocker arm at different levels. In addition the push rods of the unit at
TDC would be loose and can be turned by hand because of the release of the clearances.
There is a word of caution however: this method is only useful in a working generator,
which you have just stopped to check the tappet clearances. In case you have removed the
rocker arms for any reason the spring height and the push rod freeness check would lead
you nowhere and misguide you.
Dial Gauge Method: -

In this method the fuel injector is taken out and from the opening a dial gauge is put inside.
Then the turning gear is engaged and the engine turned over. The pointer of the dial gauge
will move in one direction and then stop and start in opposite direction. The moment the
pointer of the dial gauge stops and changes its direction of movement is the TDC of the unit.
This method is not normally used in day-to-day practice, but may be used in the calibration
of the flywheel if it is not calibrated, or after some repairs

Camshaft Method: -

The camshaft window of the engine can be opened up and the camshaft inspected. The cam
of the engine has a base circle, and acceleration and dwell periods. If the roller of the
follower is at the base circle, then the particular valve is closed by spring action. When both
the exhaust valve and the inlet valve follower are on the base circle, then the unit is also at
TDC. It must be remembered that as a four-stroke engine has two rotations of the
crankshaft there is one injection TDC where the injection and the combustion take place.
The second time the piston is at TDC is when the exhausting of the flue gases takes place. It
is very important to identify the combustion TDC, as tappets have to be adjusted at that
point.
 Cam Profile

Crankcase Method: -

In this method the crankcase doors are opened up and the piston is visually checked
whether is going up or down. This is the surest method, but a bit cumbersome. It should be
used when you have a strong doubt about the other methods.

Valve Spring Method: -

This is not an independent method but is used in conjunction with the flywheel method. In
this method if the flywheel is indicating two units, you can check the springs of both the
units. The unit in which the springs are loose is the one at TDC. The caution is that this
method is useful for an engine in use. If you have removed the rocker arms during the
overhaul and thereafter you want to use this method then it can cause errors.

Push Rod Method: -

This method is like the spring method and you check that the push rods are free to turn. The
unit at TDC will have loose springs. The care that must be taken is that it should be used
along with the flywheel method and should be used in a working engine. By a working
engine, I mean the engine that was running and has been stopped for tappets adjustment.
Loosen the lock nut of the rocker arm.

TAPPET ADJUSTMENT:
Now adjust the tappet clearance between the rocker arm & valve stem by tightening or
loosing the nut below the lock nut.

If tappet clearance is less:

I. Valve will open early & close late
ii. Air induced through inlet valve may leak out. So less air for combustion.
iii. Power will be reduced.
iv. Fuel consumption will increase, engine may become unbalanced, exhaust temp. will be
very high.
v. In worst condition, valve may remain open, resulting in loss of compression pressure,
burning of exhaust valve, T/C fouling will increase.

If tappet clearance is more:

I. Valve will open late & close early.
ii. Lesser heat energy to T/C, so reduction in scavenge air & hence power.
iii. No proper removal of gases.
iv. Hammering of valve stem-may cause damage to valve stem.

Q24) what to check if Engine is not starting on air and fuel?

ANS) Engine not starting on Air: -

* Low air bottle pressure or airline valve may be shut.
* Air bottle isolating valve or automatic valve or distributor not functioning.
* Control air valves faulty or less control air pressure.
* Start air automatic valve jammed.
* Turning gear engaged.
* Reversing has not taken place completely.
* Control valve for fuel or start is not in its end position.
* Bursting diaphragm on start airline damaged.
* Fuel lever on maneuvering stand not on remote mode.
* Auxiliary blower not running or not on ‘auto’ mode.
* Emergency stop has activated.
* Interlock is operated.
*Cylinder air start valve defective or sticky.
*Piston not in firing mode.

Engine not starting on fuel: -

*Less fuel in service tank.
* Fuel filter is chocked.
* Fuel supply pumps not delivering required pressure. Or fuel pump tripped.
* Fuel level on local maneuvering stand, is not on remote stand.
* Fuel rack stuck.
* Fuel pump malfunctioning, jammed plunger.
* Injector nozzle needle sticking or holes blocked.
* Compression pressure is too low due to broken piston ring or exhaust valve not closing
properly.
* Fuel pump relief valve leaking.
* Start air pressure insufficient to turn the engine fast enough.

Q25) WHAT TO CHECK IF ENGINE IS NOT COMING ONLOAD?

ANS) * CHECK VOLTAGE OF BUS BAR & INCOMING GENERATOR, BOTH SHOULD BE SAME.

* CHECK FREQUENCY OF BUS BAR & INCOMING GENERATOR, BOTH SHOULD BE SAME.

* POWER FACTOR IS OK.

* SYNCHRONISING PROCEDURE SHOULD BE CORRECT.

* ALWAYS BEFORE PARALLELING INCOMING GENERATOR’S PARAMETER SHOULD BE IN

OPERATIONAL RANGE.

Q26) WHY IN UMS CLASS SHIPS THE GENERATOR ENGINE IS STARTED

AUTOMATICALLY WITHOUT OPENING INDICATOR COCK GIVING A TRIAL START?

ANS)IN ENGINE ROOMS, WHICH HAVE WATER MIST FIRE FIGHTING SYSTEM INSTALLED,
THIS PROCEDURE IS NOT FOLLOWED BECAUSE WHEN THE ENGINE IS GIVEN A MANUAL
KICK WITH OPEN INDICATOR COCKS, SMALL AMOUNT OF SMOKE COMES OUT OF THE
HEADS WHICHCAN LEAD TO FALSE FIRE ALARM, RESULTING IN RELEASE OF WATER
MIST IN THE SPECIFIED AREA.

Q27) WHAT ALL TRIPS & ALARMS ARE PRESENT IN AUXILIARY ENGINES?

ANS)The various trips and alarms are mentioned as follows

Alternator bearing low oil level alarm & trip

Alternator bearing high temperature lube oil alarm &trip

Low sump oil level alarm and trip

Lube low oil pressure alarm and trip

Reverse current trip

 Over speed trip

Over load trip

High and low frequency trip

Jacket cooling water low-pressure alarm

Q28) WHAT ALL PRECAUTIONS SHOULD BE TAKEN TO START AUXILIARY ENGINE

AFTER OVERHAUL?

ANS)
* Turn engine through flywheel for checking any restrictions.
*Water tightness to be checked.
* Air to be removed from jacket water outlet line.
* Priming lube oil pump to run before starting the engine.
* Check the lube oil level.
* Check the flow of lube oil.
* Blow through the engine before starting.

Q29) HOW TO CHANGE PURIFIER IN TO CLARIFIER?

ANS)Main Differences: -

The main difference between a clarifier and a purifier is the presence of a dam ring in the
latter. In a purifier, the interface or the line of separation between the oil and water is
created using a dam ring. The position of the dam ring plays an important role in the
generation of interface and thus in the clarifying process. For example, if the diameter of
dam ring is large, the interface moves out towards the periphery and as a result some oil is
discharged with water from the water outlet. Also, if the diameter is small, the interface
formed will be more inwards and water will be discharged with the oil from the oil outlet.

The diameter of holes in the dam rings also plays an important role in the creation of
interface and purification process. If the diameter of the holes is more, the interface is
formed towards the periphery and oil globules are found with water and sludge. If the
diameter is less the oil-water interface moves inwards and water is released with the clean
oil discharged.

However, clarifiers do not have a dam ring but have a sealing ring which seals the water
outlet. This prevents the impurities and water to remain inside the bowl unless opening the
cleansing bowl discharges them automatically or manually. Also, the conical discs in a
clarifier usually don’t have feed holes in them but if they do, then a disc without any holes is
fitted at the bottom of the stack.

Another difference between a clarifier and purifier is that a purifier needs to be filled
completely with water for the generation of a seal that prevents the oil to leave from the
water outlet. Whereas a clarifier doe
doesn’t
sn’t needs to be filled up with water. Purifiers are used
for filtering lubricating oil whereas clarifiers are not used for the same unless the oil is
completely devoid of water.

Purifiers and Clarifiers differ only in that clarifiers are not set up to remove water. Their
design are similar to the point that most purifiers found on board can be converted to use as
a clarifier with simple alteration of the gravity disc
Q30) HOW TO SELECT DAMN RING FOR PURIFIER?

From the monogram provided with manu

ANS)From manual,
al, which is drawn with respect to viscosity
of oil & which size damn ring to be used.

If monogram not there, then

a. Chief Engineers experience will come into use.
b. Hit & trial method to be used.
* First use the largest gravity disc and whether oil is overflowing, if so, then use small size
gravity disc and follow this process until oil stops overflowing.

Choosing Gravity Disc

The graph shown above is one typical of one found in a purifier instruction book for
selecting appropriate gravity disc size. Shown on the diagram is an example of an oil of sg
0.93 at 0'C. The sg at 15'C for use with this graph is found by projecting alon
along
g a horizontal
line to 15'C. This step would be omitted if the sg at 15'C were already known. A line is then
drawn parallel to the pre-drawn
drawn sloping lines. Where the drawn sloping line cuts the
appropriate oil supply temperature isothermal then This become
becomess the selection point for
the disc. This is found simply by ascertaining which size band the point lies in.

Q31) WHAT TO CHECK IF PURIFIER IS OVERFLOWING?

ANS)
* Size of gravity disc.
* High throughput.
* Temperature of the oil.
* Operating water level in tank.

* Sealing water is not present in purifier.

* Bowl is not closed properly.

* Seal ring is damaged.

* By mistake if bowl opening water is feeded.

* Increasing the specific gravity of the oil will tend to push the interface outlet and cause
overflow from the heavy phase outlet until the equilibrium is restored.

Q32) How to stop Aux Engine if not stopping by stop handle?

ANS)
a. Pull the fuel rack to zero position.
b. Operate any trip.

Q33) WHAT ARE ALL TRIPS & ALARMS ARE PRESENT IN PURIFIER?

ANS)Typical alarms and shut downs: -

The following gives a general list of alarms only some of which may be fitted.

o Back Pressure shutdown- this measures the discharge oil pressure and
alarms and initiates a shut down when below a set value
o Heavy phase overflow. Oil has a much higher viscosity than water. The heavy
phase outlet is led to a small catchment tank contain a float. The outlet from
the tank is restricted in such a way that water flows freely but oil tends to
back up. This initiates an alarm and shut down
o Bowl not open- this may be done in several ways, typically by a lever switch
operated by the discharged sludge hitting a striker plate. The other method
is by measuring the motor current, when the bowl opens the bowl speed is
dragged down due to friction effects of the discharging sludge and water.
The motor current rises until full speed is re-established. This is detected by
a current sensing relay
o Water in oil- This found on modern designs which have a detection probe
mounted in the oil discharge
o High temperature alarm and shut down
o Low control/seal water pressure. Where control water is supplied via a fixed
small header tanks a float switch may be fitted.

Q34) HOW TO CHARGE THE GAS IN REFRIGERATION SYSTEM?

ANS)* Close the receiver outlet valve and collect the gas in the receiver.
* Once all gas is collected in receiver then shut the compressor suction valve.
• Check the liquid level, if it is below L/3, Charging is reqd.
• Check the weight of the refrigerant bottle & keep it upright.
• Connect the charging line to the connecting point and keep it loose.
• Open the bottle valve slightly and purge the line into the collecting cylinder and
then tighten the connection.
• Open the charging valve and fully open the bottle valve.
• Check the liquid level in the sight glass and make sure no air bubble present in the
system.
• Close the charging valve and the bottle valve.
• Open the receiver outlet valve & start the compressor.
• Carry out leakdetection test.
• Check the suction pressure & discharge pressure.

Q35) WHAT IS PROPERTY OF IDEAL REFRIGERANT?

ANS)Required Properties of Ideal Refrigerant:

1) The refrigerant should have low boiling point and low freezing point.
2) It must have low specific heat and high latent heat. Because high specific heat decreases
the refrigerating effect per kg of refrigerant and high latent heat at low temperature
increases the refrigerating effect per kg of refrigerant.
3) The pressures required to be maintained in the evaporator and condenser should be low
enough to reduce the material cost and must be positive to avoid leakage of air into the
system.
4) It must have high critical pressure and temperature to avoid large power requirements.
5) It should have low specific volume to reduce the size of the compressor.
6) It must have high thermal conductivity to reduce the area of heat transfer in evaporator
and condenser.
7) It should be non-flammable, non-explosive, non-toxic and non-corrosive.
8) It should not have any bad effects on the stored material or food, when any leak develops
in the system.
9) It must have high miscibility with lubricating oil and it should not have reacting properly
with lubricating oil in the temperature range of the system.
10) It should give high COP in the working temperature range. This is necessary to reduce
the running cost of the system.
11) It must be readily available and it must be cheap also.

Important Refrigerants:
Properties at -150C
(1) Ammonia (NH3)(R-717)
Latent heat = 1312.75 kJ/Kg
Specific volume = 0.509 m3/kg

(2) Dichloro–Difluoro methane (Freon–12) (R-12) [C Cl2 F2]

Latent heat = 162 kJ/Kg
Specific volume = 0.093 m3/kg

(3) Difluoro monochloro methane – or Freon-22 (R-22) [CH Cl F2]

Latent heat = 131 kJ/Kg
Specific Volume = 0.15 m3/kg.

Q36) EXPLAIN THE PROPERTY OF LUBRICANT USED IN REFRIGERATION SYSTEM?

ANS) For satisfactory performance, all refrigeration lubricants – mineral oil or synthetic –
must be compatible with the refrigerant in the system and have the following requirements:

1. Good miscibility and solubility to assist in good oil return to the compressor, where it
belongs.

2. Chemical stability to resist chemical reaction with the refrigerant or other materials
present in the system.

3. Thermal stability to eliminate excess deposits at compressor hot spots.

4. Low wax content to prevent separation of flocculent wax from the oil mixture at the low
temperature points in the system.

5. Low pour point to prevent separated lubricant from congealing and restricting flow.

6. Proper viscosity, even when diluted with refrigerant, to ensure high film strength at
elevated operating temperatures and still provide good fluidity under coldest operating
conditions.

8. No contamination to prevent scarring of bearing surfaces, plugging of lines or oil ports

and general deterioration.

Some major compressor manufacturers prefer alkyl 
benzene refrigeration oil for some
applications with HCFC refrigerant blends such as R-22, R-123 and R-401A. 

However,
alkyl benzene refrigeration oil with the proper viscosity can be used with most CFC and
HCFC refrigerants as well as hydrocarbons and ammonia in most refrigeration and air-
conditioning applications.

The benefits of high-quality alkyl benzene lubricants are high miscibility, low foaming,
excellent thermal stability, very low flock points and good compatibility:

1. High miscibility: Miscibility is the ability of the refrigerant and lubricant to stay together
as one homogeneous solution. Alkyl benzene has excellent miscibility with CFC and HCFC
refrigerants, resulting in the oil and refrigerant remaining as one mixture at a wide range of
temperatures and pressures.

2. Low foaming: The low foaming quality of alkyl benzene reduces carryover at compressor
startup and subsequent oil loss from the crankcase.
3. Excellent thermal stability: Alkyl benzene can enhance the life of refrigeration systems by
providing better thermal stability in the presence of CFC and HCFC refrigerants. It resists
change under high temperatures, reducing problems with sludge, acids and copper plating.

4. Very low flock points: The flock point is the highest temperature at which wax-like
materials precipitate from the oil in the refrigeration system. Because alkyl benzene is a
synthetic lubricant, it contains little or no paraffin or wax, which can plug up parts of a
system. This can be very desirable in low-temperature applications.

5. Good compatibility: Alkyl benzene can be blended with mineral oil of the same viscosity.
It will not affect motor insulation and is compatible with most elastomers and additives
often used to improve lubricity.

Preventing contamination problems is extremely critical in the refining and handling of all
refrigeration oils. Great care must be used to assure that refrigeration oil is free of moisture
and other contaminants. Service technicians must ensure that oil remains clean and dry.

Q37) EXPLAIN THE PROCEDURE OF CHARGING THE OIL IN TO REFRIGERATION

PLANT?

ANS) Mostly ships have hand p/p provided which develop more pressure than the inside
pressure
Q38) WHAT DO WE CHECK IF TEMPERATURE OF ANY ONE ROOM IS NOT COMING
DOWN?

ANS) 1. IF ROOM DOOR IS NOT CLOSED PROPERLY.

2. PARTICULAR ROOM’S INSULATION IS BAD.

3. PARTICULAR ROOM’S FAN IS NOT RUNNING.

4. EVAPORATOR OF THAT ROOM IS FROSTED.

5. EXPANSION VALVE FOR THAT ROOM IS BLOCKED.

6. SOLENOID IS NOT WORKING FOR THAT ROOM.

Q39) WHAT ALL THINGS TO BE CHECK IF ALL ROOM’S TEMPERATURE IS NOT COMING
DOWN?

ANS) 1. COMPRESSOR IS NOT RUNNING WELL.

2. PRESENCE OF MOISTURE IN SYSTEM & DRIER IS NOT WORKING PROPERLY DUE TO

THIS EXPANSION VALVE OF ALL ROOMS ARE GETTING BLOCKED.

3. LESS REFRIGERANT IN SYSTEM.

Q40) WHAT TO DO IF DOMESTIC REFRIGERATION PLANT IS SHORT CYCLING?

ANS)REASONS: -
* L.P Cut out is defective.
* L.P Cut out setting not correct, too low difficult for Cut In.
* Lesser gas flow
* Less gas in system.
* Drier Choked.
* Expansion valve filter choked or Expansion valve Malfunction.
* Evaporator Choked.
* Compressor valves leaking.

Actions: -
a. Check L.P. cut out setting, cut out pressure OK.
b. Check flow of gas by seeing sight glass, which should show full flow of refrigerant.
c. If no full flow- either less gas or drier chocked, change the drier.
d. Check level in receiver, if low, then charges gas.
e. Expansion valve filter choked, then clean it.
f. Expansion valve malfunctioning- Change it.
g. Evaporator choked- Blow-thru evaporator with nitrogen.

Q41) HOW WILL YOU OVERHAUL A CENTRIFUGAL PUMP?

ANS) Centrifugal pumps have been used in industry for a hundred and fifty years or more.
They are used to convert the energy from the pump driver to kinetic and potential energy
into the fluid, via the impeller. They are used aboard ships to circulate seawater and
freshwater cooling for the main engine.

A ship's engine room contains several different types of pumps including centrifugal pumps.

Removal of Pump for Inspection and Maintenance: -

1 Isolate pump electrical circuit breaker on main switch board and attach a warning notice.
(Do Not Operate-Men at Work).

2. Switch off and lock pump supply at its local supply panel. Attach a warning notice to
pump local supply panel.

3. Close suction and discharge valves, chain and lock hand wheels.

4. Open pump suction and discharge pipe drain valves to bilge and when water ceases to
flow; crack open the pipes / pump flange joints carefully to ensure that pump has drained
off and is safe for opening.

5. Fix a shackle to lifting pad eye above pump and hang chain block; ensuring SWL of block,
slings and shackles are satisfactory.

6. Use a center punch to match/mark coupling and casing, then remove the coupling bolts.

7. Disconnect, fix i/d tag and remove motor supply cables; taping over bare ends with
insulating tape.

8. Connect shackle and sling to motor eyebolt and lift motor clear of pump using overhead
chain block. Lay motor on its side out of harm’s way, protecting machined surfaces on both
pump and motor coupling halves against damage. (Cardboard and masking tape is quick
and efficient method.)

9. Disconnect all external fittings from pump casing e.g. cooling pipe, pressure gauge, oil
reservoirs and air cock.

10. Remove bolting from top cover and remove cover. Scrape off old gasket and check
mating surfaces, and renew gasket on assembly. (Light smear of grease on gasket / faces)

11. The pump shaft with impeller can be lifted out of casing.

12. Dismantle the impeller, and remove the wear ring.

13. Remove the gland packing and disregard; replacing it on rebuild. Remember to cut ends
of packing at 45° and stagger joints when repacking gland.

Inspection Procedure for Pump and Motor: -

Pump: -

1. Impeller, pump shaft and internal volute/casing can now be inspected for erosion, pitting
and wear.

2. If required rectify pitting or erosion in the impeller and casing with two-part alloy epoxy
putty. (See my article in the Reference section)

3. Check main drive shaft bearings and thrust bearings for wear and replace if required.

4. Check wear ring clearance using feeler gauges; in my day at sea it was general practice is
to replace with new rings at major overhaul.

5. Check impeller / shaft key and keyways for damage and undue wear, Unscrew impeller
shaft securing nut and check threads are in satisfactory condition; retighten to
manufacturers torque settings.

6. Give all parts a good clean removing any dirt/ medium residue before re- assembly using
new parts as required.

7. Enter date of overhaul and parts renewed in the pump maintenance record card.

Drive Motor

1. Grip motor drive shaft /coupling firmly and check for excess axial and longitudinal
movement. Rotate shaft at speed by hand, allowing it to run to a stop whilst listening for
excess noise from bearings. Any doubt on either count, the bearings should be replaced.

2. Megger check motor windings to ensure no dampness is present and windings are in
good condition. Any suspect readings indicate a full motor strip to check condition of rotor
and stator.

3. If these checks are satisfactory, grease bearings as required. Some bearings are now
sealed for life and will not require greasing.

Procedure to Start the Pump: -

1. Unlock and remove chains from inlet/outlet valve wheels and open both valves full.

2. Open air cock and expel air from line and pump while checking for any leaks

3. Turn the shaft coupling and ensure shaft is free to rotate.

4. Reconnect motor.

5. Remove danger notices from pump power supplies and reinstate breakers.

6. Start and record current drawn by the motor under starting and running conditions.
Check and record the discharge pressure.
Q42) WHAT IS PURPOSE OF BILGE INJECTION VALVE?

ANS) we have been talking about various types of emergency situations on board a ship.
Needless to say some of the most dangerous situations arise not due to grounding or
collision of ships (though they are risky too) but mainly could be due to those situation,
which either involve a fire or flooding.

Both these types of emergencies (fire and flooding) involve the use/role of seawater. If
there is a fire, seawater is the biggest resource of water available in the sea. Similarly if it
involves flooding of the engine room, cargo spaces or any other place on the ship for that
matter; you would again require pumping the seawater out of the ship. In both these cases
you require pumps.

We have studied a lot about seawater pumps, marine bilge pumps and piping arrangement
on ships including various types of valves.

So as you must have noticed, there are two valves in close proximity namely main injection
valve and bilge injection valve. Both of them have their own independent controls. The
diameter of the bilge injection valve is kept nearly 66% of the main valve diameter, which
draws water directly from the sea through the grid. This is a legal requirement that the
diameter of this injection valve is at least 2/3 times the main suction, though it can be more
also.

Hence the injection valve is an arrangement where the main sea chest can be bypassed in
case of emergency so that instead of the sea, water gets drawn from within the ship itself.

There is a strainer attached to the bilge injection valve and the pump used for this valve is
normally the largest seawater pump (or pumps) available in the engine room. Hence this
valve is used to suck seawater from one of the lowest points in the engine room, which you
can also see from the sketch. This basically means that when you need to remove a lot of
water from the ship, you simply need to open this valve and run the big pump/s.
REFERENCE:

http://www.brighthub.com/engineering/marine/articles/48581.aspx#

Checks and Precautions: -

Emergency situation can arise anytime (that’s why is called emergency) so it would not
be a good idea to find out that your valve is stuck due to rust or non-operation.
Hence it is a good practice to check for the operation as a matter of routine.

The space near the injection valves should be kept clear of all obstacles since normally
one would rush to open the valve in an actual emergency, and hence should be
minimal obstacles in the space around the valve.

Not only should the valve be easily approachable and operational, but it also needs to
be checked regularly for actual suction and operation. This can be done
occasionally by actually running the pump and trying to draw out water from the
bilge spaces uses this valve.

The valves should be clearly marked since more often than not, people do get confused
in emergency situations and you certainly don’t want to be opening some wrong
valve at such a critical time

Q43) BRIDGE INFORMS LOT OF SMOKE COMING FROM FUNNEL. WHAT ALL THINGS
WE SHOULD DO?

ANS)
• Reduce load on engine.
• Check purifier operating alright/ reduce throughput to have better purification.
 • Drain water from settling & service tank.
• Check scavenge air temperature & adjust if required.
• Soot blow the economizer.
• Ensure, fuel oil end heater outlet temperature proper corresponding to attain
viscosity at the point of injection.
• Check, if any particular Exhaust temperature is higher than others, if so, then stop
the engine, Change the injector with a spare overhauled injector.
• Check all fuel pump timings are correct or not.
• Dismantle and carry out overhaul of T/C.
• Send fuel oil for Laboratory analysis.

Reasons: -
• Improper combustion.
• Burning of carbon particles collected at EGE.
• Overloading of engine.
• Lots of smoke is also seen in scavenge fire.
• Exhaust valve is defective.
• Fuel valve is defective.
• Purifier not working efficiently.
• Fuel oil quality is bad.

Q44) FLOODING IN ENGINE ROOM, WHAT WILL BE YOUR ACTION?

ANS)

• Inform bridge & Chief engineer.

• Raise engineer’s call/emergency alarm.
• Before starting bilge pump note down the position of vessel & time of starting.
• Other engineers will in between try to locate the hole or burst of pipe and repair.
• If ingress of water very high, start another pump.
• Reduce the engine r.p.m.
• Change over main seawater suction to emergency bilge suction.
• If level is still coming up try to protect the motor from short-circuiting,
• If situation is not coming in control, prepare lifeboat for lowering.

Q45) HOW WILL YOU TEST & OVERHAUL THE DEFECTIVE FUEL INJECTOR?

ANS)Safety Precautions: -
* Check whether all tools and spares are available or not.
* If so, then start the Stand by generator.
* Check all parameters are normal.
* Now share the load with the help of synchroscope.
* Again check all the parameters are within normal range.
* Put full load on the Stand by generator.
* Stop the generator on which work has to be carried out.
* Put MEN AT WORK tag.
* Shut the air-starting valve, fuel oil inlet & outlet valves and isolates the system.
* Let lube oil-priming pump run for half hour after then stop it.
* Remove the lock nut of the high-pressure pipe.
* Now, remove the high-pressure pipe.
* Take out the fuel injector using it tool.
* Put it on the testing kit.
* Check the lifting pressure, atomization, pressure falling steadily, and dripping of oil.
* Now, take out the injector from the testing kit, put in diesel oil & clean it.
* Make sure the workshop table should be clean, no rags or jute to be there.
* Put the injector on the vice and tighten it.
* Loosen the lock nut of the injector.
* Now loosen the compression nut to release the spring pressure, and then take out the
spring.
* Open the cap nut and take out the needle and guide.
* Put the parts on the cleaned table.
* Check the condition of spring by dropping on the floor plate, it should jump and also check
it by tightening in the vice and then releasing. The difference in the length, no cracks to be
there.
* Check visually needle, there shouldn’t be any scoring marks because it is made of Nitrite
material.
* Try to insert the needle inside the guide; the needle should on its own weight.
* Check the size of injecting holes by using Go or No go gauge.
* If go gauge is going then hole size is OK.
* If no go gauge going, then it means the size has increased, then nozzle needs to be
changed.
* Now assemble the injector and do the lifting pressure setting on test kit by adjusting the
compression nut.
* After this check the injector again for its lifting pressure, atomization, steady fall of
pressure and dripping.

Q46) WHAT IS BUMPING CLEARENCE IN AIR COMPRESSOR, HOW TO MEASURE IT &

HOW TO ADJUST IT?

ANS) The adjustment of Bumping Clearance is a very critical adjustment of the clearance
volume. If more the volumetric efficiency of the compressor suffers and if less the unloaded
piston may hit the cylinder head and damage both. In this article we discuss the need of this
clearance and its adjustment.

What is Bumping Clearance?

Bumping clearance as the name signifies is a clearance given so that the piston of the
marine reciprocating compressor would not bump into its cylinder head. In new
compressors the manufacturers adjust this clearance and the marine engineers are
blissfully unaware of its importance. However the ship does not remain new forever and
every machine demands overhauling and that is where the problems start. Even routine
jobs like lifting the cylinder head to change the low pressure or first stage valves can change
the bumping clearance if the correct thickness gaskets are not used or if the head is over
tightened thus squeezing out the gaskets. Many engineers miss this vital adjustment during
overhaul of the compressors and efficiency and free air delivery of the compressor suffers.

Bumping Clearance Changes over Time

The bumping clearance in a new machine is set properly by the manufacturers during
construction but over a period of time the clearance changes because of the following
reasons:

Wear at the crankpin bearing. The crankpin bearing wears down due to use and this
clearance can travel right up to the piston and an unloaded piston can hit the
cylinder head. This type of wear can be recognized when the compressor makes
impact sounds running unloaded at the starting and stopping operations. This
type of wear would also be accompanied by a slow decrease in oil pressure over a
period of time.

Opening up of cylinder heads. In certain types of reciprocating compressors the

cylinder head have to be removed for the changing of the first stage suction and
discharge valves. When the cylinder head is put back the correct thickness of the
cylinder head gaskets should be used otherwise it would change the bumping
clearance.

Wear on the main bearings. Over all wear on the main bearings would lower the
crankshaft and would thus lower the piston and increase the bumping clearances.

Significance of Bumping Clearance: -

The bumping clearance must be adjusted properly otherwise there is risk of damage and
loss of efficiency. If the bumping clearance were less the volumetric efficiency would
increase but there is risk of the piston hitting the cylinder head, especially when the
compressor is unloaded during start and stopping.

On the other hand to play safe, the engineer gives few millimeters of extra clearance, the
volumetric efficiency of the compressor would decrease, the free air delivery will fall and
there will be a fall in pressure. The extra clearance would result in a small volume of air
being re-expanded every time causing increase in air temperature, fall in efficiency and
overheating of the compressors. This would endanger the ship during maneuvering by
sudden loss of propulsion.

How to Check Bumping Clearance: -

The bumping clearance can be checked by the following methods:

In case a suitable opening is available the piston can be barred to the top dead centre
and then feeler gauges can be put inside and the clearances checked at two three
points.

The more convenient method is to take lead wire from the engine store and make a
small ball based on the expected clearance and put it between the piston and the
head from the valve opening. Then the piston is slowly turned to the top dead
centre with the help of a Tommy bar. After that the piston is again turned down
and the lead wire ball is extracted and the thickness measured with the help of a
micrometer. This measurement would give the bumping clearance.

The caution, which must be observed in these methods is that, the clearances of the main
and the crank pin bearing have not been taken into account. The correct method is thus that
after turning the piston to top dead centre the piston connecting rod must be jacked up with
the help of a crow bar. It is only after this hidden clearance has been accounted for, will the
correct bumping clearance be found.

How to Adjust the Bumping Clearance: -

The bumping clearance once found to be incorrect would have to be adjusted. The methods
of adjusting the bumping clearances are as follows:

The cylinder head gaskets can be changed to a different thickness thus altering the
bumping clearance.

The shims between the foot of the connecting rod and the bottom end bearing can be
changed thus changing the bumping clearance.

However after adjusting the bumping clearance the clearance should be checked once again
to make sure that there is no error and the clearance is within the range as specified by the
manufacturers. It must be stressed that compressors are unforgiving and incorrectly
maintained compressors have claimed many a lives

Q47) DURING MANEUVERING BURSTING DISC OF AN AIR COMPRESSOR GET

DAMAGED. WHAT WILL BE YOUR ACTION?

ANS)
• Inform the bridge about the problem and give lesser starting air kicks.
• Start the stand by compressor.
• Isolate the compressor whose bursting disc is damaged.
• Cover the motor of affected air compressor to avoid water falling on it.
• Change the bursting disc, if available onboard.
• If not available, then let the sea water go into the Engine room bilges, otherwise if
Fresh water cooled, then join a flexible hose and put into the expansion tank.
Q48) EXPLAIN THE OVERHAULING PROCEDURE FOR CYLINDER HEAD?

ANS)* ENGINE SHUT DOWN.

• STARTING AIR IS SHUT OFF & TURNING GEAR IS ENGAGED.

• AIR TO EXHAUST VALVE SPRING IS ISOLATED.
• FUEL OIL TO PARTICULAR UNIT IS ISOLATED.
• COOLING WATER TO PARTICULAR UNIT IS ISOLATED & DRAINED.

• REMOVE COOLING WATER CONNECTIONS.

• REMOVE FUEL OIL CONNECTIONS.
• REMOVE STARTING AIR CONNECTION.
• REMOVE THE BELLOW PIECE BETWEEN THE EXHAUST VALVE & MANIFOLD.
• DISCONNECT AIR SPRING CONNECTION TO EXHAUST VALVE.
• REMOVE HYDRAULIC PIPE CONNECTION & DRAIN PIPE CONNECTION FROM
EXHAUST VALVE.
• CLEAN THE THREADS ON CYLINDER COVER STUDS & CONTACT SURFACES FOR
JACKS.
• LOWER THE TENSIONING JACKS ON TO THE STUDS.
• CONNECT HYDRAULIC PUMP SNAP CONNECTOR WITH JACK.
• IN JACK, SCREW ON THE LOCKING RING UNTIL THE PISTON IN JACK GOES DOWN
& THEN SLACK BACK ABOUT HALF TURN OTHERWISE THE JACK COULD NOT BE
ABLE TO REMOVE FROM THE NUT OF STUD.
• START THE HYDRAULIC PUMP FOR JACKS & VENT THE AIR FROM JACKS.
• NOW SHUT THE VENTS & RAISE THE HYDRAULIC PUMP PRESSURE TO 1000 BARS.
• DUE TO THIS THE CYLINDER HEAD STUDS STRETCH, WHICH ALLOWS NUTS TO BE
SLACKENED BACK BY USING A TOMMY BAR.
• THE JACKS ARE THEN REMOVED & THE CYLINDER HEAD STUD NUTS REMOVED.
• NOW THE CYLINDER HEAD LIFTING TOOL IS ATTACHED, THE HEAD & WATER
GUIDE RING LIFTED USING THE ENGINE ROOM CRANE & LANDED IN A SAFE
POSITION ON BLOCKS OF WOODEN PLANK TO PROTECT THE SEATING FACES.

Q49) EXPLAIN THE PROCEDURE OF OVERHAULING THE PISTON OF LARGE

DIIESEL ENGINE.

ANS) * AS ABOVE THE CYLINDER HEAD & WATER GUIDING RING ARE REMOVED.

• BEFORE THE PISTON CAN BE LIFTED & REMOVED FROM CYLINDER LINER , THE
WEAR RIDGE AT THE TOP OF THE LINER MUST BE REMOVED. IF THIS IS NOT
DONE THEN THE PISTON RINGS WILL JAM AGAINST THE WEAR RIDGE AS THE
PISTON IS REMOVED.
• THIS IS VERY IMPORTANT TO REMOVE THE WEAR RIDGE BY USING A PROPER
GRINDING TOOL, IF DUE TO ANY MISTAKE THE LINER GETS DAMAGED AT WEAR
RIDGE’S POSITION i.e. WHEN THE PISTON IS AT TDC THIS POSITION IS JUST
BELOW THE TOP RING, THE DAMAGE WILL LEAD TO BLOW BY.
 • THE PISTON ROD IS NEED TO BE DISCONNECTED FROM THE CROSSHEAD. FOR
THIS PISTON IS MOVED TO BDC & TWO JACKS ARE SCREWED ON TO THE
THREADS OF THE STUDS SECURING THE PISTON ROD TO THE CROSSHEAD.
• THE JACKS SHOULD BE POSITIONED DIAGONALLY.
• ENSURE THAT JACKS ARE SLACKED BACK ABOUT HALF A TURN, SO THAT THEY
CAN BE REMOVED AFTER THE NUTS HAVE BEEN LOOSENED.
• CONNECT THE SNAP CONNECTOR OF HYDRAULIC PUMP TO THE JACK & ENSURE
THAT JACK PISTONS ARE AT THE BOTTOM OF THE CYLINDERS.
• VENT THE AIR FROM THE JACKS USING THE VENTING SCREW& THEN RAISE THE
PRESSURE TO 1000 BAR OR RECOMMENDED PRESSURE BY USING THE
HYDRAULIC PUMP & SLACK THE NUTS USING TOMMY BAR.
• AFTER RELIEVING THE PRESSURE ON THE JACKS THE PROCESS IS REPEATED FOR
THE OTHER TWO NUTS.
• BOLT TWO DISTANCE PIECES TO THE PISTON ROD FOOT. THESE PUSH THE
STUFFING BOX OUT OF ITS HOUSING, WHEN THE PISTON IS MOVED AT TDC. NOW
UNBOLT THE STUFFING BOX.
• CLEAN OUT THE THREADED HOLES IN THE PISTON CROWN. BOLT ON THE
LIFTING TOOL TO THE PISTON & ATTACH ENGINE ROOM CRANE.
• LIFT THE PISTON FROM THE ENGINE & PLACE IN CRADLE READY FOR CLEANING
& EXAMINATION.

FOR BETTER UNDERSTANDING LOG IN:

http://www.marinediesels.co.uk/: THEN TO
MAINTENANCE & REPAIR: THEN TO REMOVING PISTON FROM
SULZER RTA

Q50) AUXILIARY BOILER EXTINGUISHES, WHAT IS YOUR ACTION?

ANS)Reasons: -
• Accept the alarm.
• Find out the reason for extinguishing: -
• If too low water level alarm came, then check pump is developing correct pressure
or not, it is working properly.
• If tripped on high pressure, let the steam pressure come down.
• Fuel oil low-pressure alarm, then check functioning of fuel pump, oil in service tank.
• Fuel oil low temperature alarm: then use the heater.
• Flame failure trip, then clean flame eye, check the furnace & overhaul the burner.

Q51) WHAT IS DYE PENETRATION TEST? WHY IT IS DONE? & HOW IT IS DONE?
ANS) THIS IS THE MOST COMMON METHOD USED TO DETECT CRACKS IN COMPONENTS
ON BOARD SHIP.

PENETRANT IS SAME PENETRATING OIL USED TO LOOSE A RUSTED NUT & BOLT EXECPT
IT CONTAINS A DYE WHICH WILL FIND ITS WAY IN TO THE SMALLEST OF CRACKS, EVEN
THOSE INVISIBLE TO THE NAKED EYE.

SOME OF THEM ARE FLUORESCENT DYE, WHICH IS THEN USED IN CONJUCTION WITH AN
ULTRAVIOLET LIGHT, WHICH MAKES THE CRACKS GLOW GREEN WHEN ORDINARY
LIGHTING IS REDUCED.

SOME OF THEM ARE DEVELOPER WHICH MAKES THE DYE STAND OUT AS A RED LINE.
THIS TYPE USUALLY COMES IN THREE AEROSOLS.

• FIRST IS CLEANER, WHICH IS SPRAYED ON IT.

• THEN THE COMPONENT IS ALLOWED TO DRY.
• THEN THE PENETRATING DYE IS SPRAYED ON & AFTER 5 MINUTES THE EXCESS
COATING ON SURFACE IS WIPED OFF.
• THE DEVELOPER IS SPRAYED ON WHICH WILL HIGHLIGHT ANY CRACK PRESENT.

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Q52) HOW WILL YOU CARRY OUT THE BLOW DOWN OF GAUGE GLASS OF BOILER?

ANS)Gauge glass blow down procedure: -

Gauge glass should be blown before lighting up of boiler, after stopping the boiler and
regularly if the level in gauge glass is suspected to be wrong.

Cleaning the waterside of gauge glass: -

* Close the valve S and W as shown in the figure.

Now open the cock W and see if the water is coming out of the drain valve D indicating
the drain line is clear.
Now close the drain valve D and keep the cock W open and see if the water level rises in
the gauge glass; this indicates the line to gauge glass is also clear.
Repeat the steps two to three times to remove nuds and deposits inside.

Cleaning the steam side of gauge glass: -

Close both the cocks S and W.

Now open the cock S and open the drain valve D and see the steam is coming out. The
 drain is opened only for 1-2 seconds only as steam may damage the sealing and
service life decreases.

Putting the gauge glass in normal operating position: -

Close all the valves S, W and the drain valve D.

Now open the cock W and let the water fill inside the gauge glass.
Now open the cock S and then the level can be seen as the pressure equalizes.

Q53) HOW WILL YOU TEST THE CYLINDER RELIEF VALVE OF ENGINE?

ANS)The cylinder relief valve is designed to relieve pressures in excess of 10% to 20%
above normal. A spring holds the valve closed and its lifting pressure is set by an
appropriate thickness of packing piece. Only a small amount of lift is permitted and the
escaping gases are directed to a safe outlet. The valve and spindle are separate to enable the
valve to correctly seat itself after opening.

The operation of this device indicates a fault in the engine, which should be discovered and
corrected. The valve itself should then be examined at the earliestopportunity.

Pressure testing was carried out on a bench mounted test rig consisting of a high-pressure
air compressor, air pressure control valve, and calibrated gauges. The relief valve was
bolted to the compressor accumulator flange and the air pressure increased until the valve
lifted.
Q54) HOW WILL YOU TIGHT GAUGE GLASS AFTER OVERHAULING?
ANS)

11 7 3 1 5 9

IT SHOULD BE
TIGHTED FROM 10 6 2 4 8 12
INSIDE TO OUTSIDE
ONCE & THEN
OUTSIDE TO INSIDE.

THE TIGHTING SHOULD BE DONE ONLY BY HAND TIGHT.

Q55) HOW WILL YOU REMOVE THE BROKEN STUD?

ANS) * FIRST DRILL THE BROKEN STUD LITTLE BIT.

• THEN USE THREAD EXTRACTOR OF LEFT HAND THREAD FOR MAKING THREAD IN
HOLE.
• NOW PUT THE STUD OF SAME THREAD IN IT BY USING TWO NUTS.
• ONCE THE STUD IS INSIDE THE THREAD THEN REMOVE THE BROKEN STUD BY
USING THE SAME STUD & TWO NUTS.

Q56) WHERE IS POSITION OF UNLOADER IN A/C & REF. COMPRESSOR?

ANS) IT IS LOCATED NEAR THE SUCTION VALVE OF COMPRESSOR.

Q57) WHAT ALL CLEARENCES ARE TAKEN IN CENTRIFUGAL PUMP AFTER

OVERHAUL?

ANS)* CLEARENCE BETWEEN WEAR RING & IMPELLER.

• CLEARENCE BETWEEN WEAR RING & CASING.

• CLEARENCE BETWEEN SHAFT & BUSH.

Q58) HOW WILL YOU CARRY OUT BLOW DOWN OF BOILER?

ANS) Boiler blow down is done to remove carbon deposits and other impurities from the
boiler. Blow down of the boiler is done to remove two types of impurities – scum and
bottom deposits. This means that blow down is done either for scum or for bottom blow
down. Moreover, the reasons for boiler blow down are:
1.To remove the precipitates formed as a result of chemical addition to the boiler water.

2.To remove solid particles, dirt, foam or oil molecules from the boiler water. This is mainly
done by scum valve and the procedure is known as “scumming.”

3.To reduce the density of water by reducing the water level.

4.To remove excess water in case of emergency.

Procedure for Scumming and Bottom Blow Down

Below is the procedure for boiler blow down using the blow down valve located at the
bottom of the boiler. In order to do scumming, instead of bottom blow down, the scum valve
is to be opened.

Steps for blow down procedure are as follows:

Kindly refer the diagram to understand the blow down procedure properly.

1.Open the overboard or ship side valve (1) first.

2.Open the blow down valve (2), this valve is a non-return valve.

3.The blow down valve adjacent to the boiler (2) should be opened fully so as to prevent
cutting of the valve seat.

4.The rate of blow down is controlled by the valve (3).

5.After blow down close the valve in reverse order.

6. A hot drainpipe even when all valves are closed indicates a leaking blow down valve.
Q59) EXPLAIN CRANKCASE EXPLOSION? HOW IT IS PROTECTED? WHAT IS
CRANKCASE RELIEF DOOR?

ANS) Crankcase explosions are also the result of high operating temperatures of the engine.
The main cause of crankcase explosions is the development of hot spots at various places in
the crankcase. Due to the reciprocating motion of the piston the lubricating oil in the
crankcase is splashed in the air. Now it is necessary that the flash point of the lubricating oil
be maintained at around 200 degree Celsius. If this is not done then there are high chances
for the lubricating oil to catch fire.

Hot spots are created in the crankcase as a result of: -

High temperature due to the reciprocating movement of the piston,

Increase in bearing temperatures,

Sparks entering the crankcase due to leaky piston rings or piston blow past,
 Fires in the adjacent scavenge trunks.

Now, when these hot spots come in contact with the oil in the crankcase, the oil gets
vaporized. When these vaporized particles travel to the cooler part of the crankcase they get
condensed into a white mist, which has oil particles properly dispensed in it. The process
that takes place is somewhat similar to atomization. This white mist when again travels to
the hot spot area, can easily catch fire, which might also lead to an explosion. The fire or the
explosion creates immense pressure inside the crankcase and if this pressure crosses the
permissible limit, crankcase explosion takes place. The explosion will rupture the crankcase
doors and even cause heavy damage to the inside of the engine.

It is a bit difficult to read the early signs of crankcase explosions. This is because the
indications are similar to many other emergency situations. But there are few pre-explosion
signs that can be read. Crankcase explosion will lead:

Sudden increase in the exhaust temperature

Sudden increase in the load on the engine

Irregular running of the engine

Incongruous noise of the engine

Smell of the white mist.

In case of these indications, engine speed should be brought down immediately and the
supply of fuel and air should be stopped. The system should then be allowed to cool down
by opening the indicator cocks and turning on the internal cooling system.

Prevention: -

Preventing the generation of hot spots can do prevention of crankcase explosion. It can also
be prevented by the following ways:

By providing proper lubrication to the reciprocating parts, thus avoiding high

temperatures.

Avoiding overloading of the engine

Using bearings with white metal material, which prevents rise in temperature.

Using oil mist detector in the crankcase with proper visual and audible alarm. Oil mist
detectors raise an alarm if the concentration of oil mist rises above the
permissible limit.

Pressure relief valves should be fixed on the crankcase for the instant release of
pressure. They should be periodically pressure tested.

Crankcase doors should be made of strong and durable material. Vent pipes shouldn't
 be too large and should be checked for any choke up

Pressure relief valves should be provided with wire mesh to prevent the release of
flames inside the engine room.

Safe distance should be kept from the crankcase and the relief valves in case the
indications are sighted.

In case of indication, the crankcase doors should never be opened till the time the
system has totally cooled down. Once the system has cooled down, proper
inspection and maintenance should be carried out.

Fire extinguishing medium should be kept standby. In many systems, inert gas flooding
system is directly connected to the crankcase.

OIL MIST DETECTOR: -

Lubricating oil is supplied to the main engine under pressure from the main lube-oil pump.
It passes through the crankshaft, lubricating and cooling the main and bottom end white
metal bearing, returning to the sump. It is also supplied to the crosshead guides and piston
rod bearing, from which it cascades down to the main sump.
During this activity an oil mist is produced, which is to be expected, however if there is a hot
component the oil mist will be increased and vaporize with the real risk of fire and
explosion in the engine crankcase.
The purpose of the oil mist detector is to detect any increase in the density of the oil mist,
setting off an alarm to warn the watch-keeping engineer of potential danger.

Preventive Measures of Crankcase Explosion: -

Ensure adequate cooling of the engine
Ensure proper purification and analysis of lube oil
Lube oil filter should be changed over and cleaned as per schedule
Ensure proper cylinder lubrication by checking the condition of piston, piston rings and
liner through scavenge or exhaust ports
Clean scavenge spaces as per schedule and drain scavenge space regularly
Maintain stuffing box gland in good condition
Be alert and rectify for any abnormal noise in crankcase
All safety alarms and trips fitted on engine to be tried out satisfactorily
Proper watch on all running gears temperature and pressures to be maintained
Blow through all sampling tubes of Oil Mist Detector (OMD) regularly
Zero adjustment and sensitivity of OMD to be checked regularly
Check for any oil leakage at crankcase relief doors and check for the operation by hand or
tool
 Check flame trap for cleanliness

Protection against Crankcase Explosion: -

Oil Mist Detector
Warning prior to a crankcase explosion

Crankcase relief doors

Releases pressure inside crankcase due to primary explosion, prevent rupture of crankcase
and entering fresh air into the crankcase.

CRANKCASE RELIEF DOOR: -

As a practical safeguard against explosions, which occur in a crankcase, explosion relief

valves or doors are fitted. These valves serve to relieve excessive crankcase pressures and
stop flames being emitted from the crankcase. They must also be self closing to stop the
return of atmospheric air to the crankcase.

Various designs and arrangements of these valves exist where, on large slow-speed diesels,
two door type valves may be fitted to each crankcase or, on a medium-speed diesel, one
valve may be used. One design of explosion relief valve is shown in Figure. A light spring
holds the valve closed against its seat and a seal ring completes the joint.
A deflector is fitted on the outside of the engine to safeguard personnel from the out flowing
gases, and inside the engine, over the valve opening, an oil wetted gauze acts as a flame trap
to stop any flames leaving the crankcase. After operation the valve will close automatically
under the action of the spring.

The Crankcase relief doors are also fitted to prevent any damage to the crankcase and
ingress of fresh air inside the crankcase.

The crankcase doors are spring-loaded valves, which lift up in case there is any rise of
pressure inside the crankcase. Once the pressure is released they re-seat to prevent any
ingress of fresh air. This helps especially in case of any ingress of air that can lead to a
secondary explosion followed by a lot of surge and damage to the crankcase.

The opening pressure and sizes of the valves are specified by different classification
societies, depending on the volume of the crankcase. The number of doors to be present
also depends on the bore of the cylinder.

Q60) EXPLAIN FUNCTION OF OIL MIST DETECTOR?

ANS) The Oil mist detector takes continuous samples from the main engine crankcase and
check whether the sample concentrations of mist are well below the level at which a
crankcase explosion can take place. The oil mist is drawn into the instrument with the help
of small fan, which takes suction from each crankcase through sampling tubes provided on
each crankcase.

The oil mist detector consists of a small rotator with which it takes sample from one
cylinder at a time and the rotator then turns to the next after approximately 4 seconds. The
sample from the rotator goes to the measured cell and the reference cell takes sample from
rest of the crankcase to evaluate the difference in oil mist.

An overall mist density of the crankcase is also measured by comparing the samples with
the fresh air once every rotation of the sampling valve is done. A beam of light from a
common lamp is reflected through mirrors and output is measured from a photocell.

Under normal conditions the output from the reference and measured contact is same and
hence no deflection is measured. However, a deflection in the output gives an alarm
indication and the valve rotator stops at position to know which chamber has high mist
concentration.

Some engines are even fitted with slowdown alarms so that when the oil mist alarms rings,
the engine automatically slows down to prevent crankcase explosion.
Q61) HOW THE TESTING OF CRANKCASE RELIEF DOOR IS CARRIED OUT?

ANS)* THE MAIN TESTING OF CRANKCASE RELIEF DOOR IS CARRIED OUT AT SHORE.

* BUT THEN ALSO SOME OF THINGS TO BE INSPECTED DURING CRANKCASE INSPECTION:

-

1. Check crank case explosion relief door wire mesh (should be wet), spring tension, and
sealing ring condition.

2. Check the proper functioning of spring of valve by inserting stud in it.

3. Visual condition of valve.

Q62) WHAT IS SPARK EROSION CHECK IN CRANKCASE INSPECTION?

ANS)Spark Erosion Checks: -

Spark erosion is caused by voltage discharged between the main bearings and their
respective journals. This voltage originates from the development of galvanic action
between the ship’s steel hull and the propeller shaft, with the seawater acting as an
electrolyte. This is then transferred to the main crankshaft where, due to dissimilar metals,
erosion can occur between the white metaled main bearing and its journal. Spark erosion
can only occur if the current is not grounded.
The checks consist of a visual check for white metal fragments around the main bearings
and respective journals and checking for any electric current between the main bearing
white metal and journal. This should be carried out using a micro-amp current meter or
similar device for measuring small amperages and voltages. This should read no more than
50mV; any higher than this indicating that shaft grounding is not working.
Grounding is carried out by fitting a cathodic protection system to the main propeller drive
shaft, consisting of a set of slip rings on the shaft and carbon pick-up brushes. The brushes
are wired and grounded to a good earth on the ships structure close by the slip rings. Both
components should be checked regularly for wear; especially if a currentis picked up
between main bearings and journal during crankcase inspection. A drawing of one type of
cathodic protection is shown below.
The oil film acts as a dielectric, so the puncture voltage in the bearing depends on the
thickness of the oil film. Remember that as the oil temperature rises, its viscosity decreases,
and similarly as the load increases, oil film thickness decreases. Therefore as well as
adequate grounding, the temperature and pressure of the oil must be maintained to provide
the dielectric effect.
In the early stages of spark erosion, slightly roughened pitted areas are acceptable.
However, if this is allowed to continue, the roughness will escalate with the small erosions
picking up the white metal, hence the silvery white appearance around the main
bearing/journal.
Q63) EXPLAIN WORKING OF GEAR PUMP?

ANS)A gear pump uses the meshing of gears to pump fluid by displacement.[1] They are
one of the most common types of pumps for hydraulic fluid power applications. Gear pumps
are also widely used in chemical installations to pump fluid with a certain viscosity. There
are two main variations; external gear pumps which use two external spur gears, and
internal gear pumps which use an external and an internal spur gear. Gear pumps are
positive displacement (or fixed displacement), meaning they pump a constant amount of
fluid for each revolution. Some gear pumps are designed to function as either a motor or a
pump.
As the gears rotate they separate on the intake side of the pump, creating a void and suction,
which is filled by fluid.The
.The fluid is carried by the gears to the discharge side of the pump,
where the meshing of the gears displaces the fluid. The mechanical clearances are small—small
in the order of 10 μm. The tight clearances, along with the speed of rotation, effectively
prevent the fluid from leaking backwards.
The rigid design of the gears and houses allow for very high pressures and the ability to
pump highly viscous fluids.
Many variations exist, including; helical and herringbone gear sets (instead of spur gears),
lobe shaped rotors similar to Roots Blowers (commonly used as superchargers),
superchargers and
mechanical designs that allow the stacking of pumps. The most common variations are
shown below (the drive gear is shown blue and the idler is shown purple).

Suction and pressure ports need to interface where the gears mesh (shown as dim gray
lines in the internal pump images). Some internal gear pumps have an additional, crescent
shaped seal (shown above, right).

Generally used in: diesel oil, crude oil, lubes oil & sludge etc.
External gear pumps are similar in pumping action to internal gear pumps in that two gears
come into and out of mesh to produce flow. However, the external gear pump uses two
identical gears rotating against each other :a motor drives one gear and it in turn drives the
other gear. A shaft supports each gear with bearings on both sides of the gear.

1. As the gears come out of mesh, they create expanding volume on the inlet side of the
pump. Liquid flows into the cavity and is trapped by the gear teeth as they rotate.

2. Liquid travels around the interior of the casing in the pockets between the teeth and the
casing -- it does not pass between the gears.

3. Finally, the meshing of the gears forces liquid through the outlet port under pressure.

Because the gears are supported on both sides, external gear pumps are quiet running and
are routinely used for high-pressure applications such as hydraulic applications. With no
overhung bearing loads, the rotor shaft can't deflect and cause premature wear.

Q64) EXPLAIN WORKING OF CENTRIFUGAL PUMP?

ANS) Centrifugal pump principles and working procedure

A pump is a machine used to raise liquids from a low point to a high point. In a centrifugal
pump liquid enters the centre or eye of the impeller and flows radially out between the
vanes, its velocity being increased by the impeller rotation. A diffuser or volute is then used
to convert most of the kinetic energy in the liquid into pressure.

The arrangement of a centrifugal pump is shown diagrammatically in figure below

Fig: Centrifugal pumping operation

A vertical, single stage, single entry, centrifugal pump for general marine duties is shown in
Figure here. The mainframe and casing, together with a motor support bracket, house the
pumping element assembly. The pumping element is made up of a top cover, a pump shaft,
an impeller, a bearing bush and a sealing arrangement around the shaft. The sealing
arrangement may be a packed gland or a mechanical seal and the bearing lubrication
system will vary according to the type of seal. Replaceable wear rings are fitted to the
impeller and the casing. The motor support bracket has two large apertures to provide
access to the pumping element, and a coupling spacer is fitted between the motor and pump
shaft to enable the removal of the pumping element without disturbing the motor.

Fig: Single entry centrifugal pump

A vertical multi-stage single-entry centrifugal pump used for deep-well cargo pumping is
shown in Figure below. This can be considered as a series of centrifugal pumps arranged to
supply one another in series and thus progressively increase the discharge pressure. The
pump drive is located outside the tank and can be electric, hydraulic or any appropriate
means suitable for the location.
A diffuser is fitted to high-pressure centrifugal pumps. This is a ring fixed to the casing,
around the impeller, in which there are passages formed by vanes. The passages widen out
in the direction of liquid flow and act to convert the kinetic energy of the liquid into
pressure energy. Hydraulic balance arrangements are also usual. Some of the high-pressure
discharge liquid is directed against a drum or piston arrangement to balance the discharge
liquid pressure on the impeller and thus maintain it in an equilibrium position.

Centrifugal pumps, while being suitable for most general marine duties, are not self-priming
and require some means of removing air from the suction pipeline and filling it with liquid.
Where the liquid to be pumped is at a level higher than the pump, opening an air cock near
the pump suction will enable the air to be forced out as the pipeline fills up under the action
of gravity. If the pump is below sea water level, and seawater priming is permissible in the
system, then opening a seawater injection valve and the air cock on the pump will effect
priming.

Alternatively an air-pumping unit can be provided to individual pumps or as a central

priming system connected to several pumps. The water ring or liquid ring primer can be
arranged as an individual unit mounted on the pump and driven by it, or as a motor driven
unit mounted separately and serving several pumps. The primer consists of an elliptical
casing in which a vaned rotor revolves. The rotor may be separate from the hub and provide
the air inlet and discharge ports as shown in Figure down. Alternatively another design has
the rotor and hub as one piece with ports on the cover. The rotor vanes revolve and force a
ring of liquid to take up the elliptical shape of the casing. The water ring, being elliptical,
advances and recedes from the central hub, causing a pumping action to occur. The suction
piping system is connected to the air inlet ports and the suction line is thus primed by the
removal of air. The air removed from the system is discharged to atmosphere. A reservoir of
water is provided to replenish the water ring when necessary.
Fig: Water-ring primer

When starting a centrifugal pump the suction valve is opened and the discharge valve left
shut: then the motor is started and the priming unit will prime the suction line. Once the
pump is primed the delivery valve can be slowly opened and the quantity of liquid can be
regulated by opening or closing the delivery valve. When stopping the pump the delivery
valve is closed and the motor stopped.

Regular maintenance on the machine will involve attention to lubrication of the shaft
bearing and ensuring that the shaft seal or gland is not leaking liquid. Unsatisfactory
operation or loss of performance may require minor or major overhauls. Common faults,
such as no discharge, may be a result of valves in the system being shut, suction strainers
blocked or other faults occurring in the priming system. Air leaks in the suction piping, a
choked impeller or too tight a shaft gland can all lead to poor performance.

When dismantling the pump to remove the pumping element any priming pipes or cooling
water supply pipes must be disconnected. Modern pumps have a coupling spacer, which can
be removed to enable the pumping element to be withdrawn without disturbing the motor:
the impeller and shaft can then be readily separated for examination. The shaft-bearing
bush together with the casing and impeller wear rings should be examined for wear.

Q65) Why centrifugal pump is not self –priming?

ANS) This is because of its churning effect it is unable to remove air positively, as mass of
air is relatively zero.

Q66) What is Hot well & why it is kept heated?

ANS) Hot Well recollects the steam after the work is done and it is condensed. Boiler water
tank is known as the hot well because boiler feed pump takes suction from the hot well and
gives it to the boiler through feed check valve. It can be called by three different names, they
are:

Hot well - because the water collected is hot

Cascade tank - because it collects the water from the condenser

Observation tank - because it is used for observe for any oil or dirt entering the system

If any traces of oil are found in the system, it indicates that there is a crack in the steam
heating line in side the fuel oil tanks. A sight glass is placed to observe the traces of oil or
dirt present in the system.

If oil is present in the system then it forms a coating in tubes of the boiler, which may lead to
lesser heat transfer to the water in the boiler.

Water is kept heated to avoid oxidation of feed water & also to avoid thermal stress of
boiler.

Q67) HOW TO MEASURE MAIN BEARING CLEARENCE OF 2-STROKE DIESEL ENGINE?

ANS) * MAINBEARING CLEARENCES ON A 2 STROKE CROSSHEAD ENGINE ARE MEASURED

USING A SET OF RETRACTABLE FEELERS SOMETIMES REFFERED TO AS “SWEDISH
FEELERS”

• THE CLEARENCE IS MEASURED AT THE TOP OF THE BEARING, & TO OBTAIN

ACCESS. THE ENGINE IS FIRST TURNED SO THAT THE CRANKWEBS ARE
HORIZONTAL.
 • BY SITTING ON THE CRANKWEB, SWEDISH FEELERS CAN BE SLID DOWN THE
GAP BETWEEN WEB & BEARING.
• THE CLEARENCE CAN BE MEASURED BY EXTENDING THE FEELERS IN TO THE
GAP BETWEEN JOURNAL & BEARING.
• THE FEELERS SHOULD BE FULLY RETRACTED BEFORE ATTEMPTING TO REMOVE
THEM; IF THEY ARE NOT, THERE IS A CHANCE OF BREAKING A FEELER IN THE
CLEARENCE GAP, MEANING THE BEARING WILL HAVE TO BE LIFTED.
• MODERN BEARINGS ARE USUALLY OF THINWALL TYPE. THE CLEARENCE ON
THESE BEARINGS IS NON ADJUSTABLE & THE BEARING IS CHANGED WHEN THE
CLEARENCE HAS REACHED A MAXIMUM.

FOR BETTER UNDERSTANDING WITH PICTURES

REFER:http://www.marinediesels.info/repairs/main_bearing_clearance.htm

Q68) EXPLAIN MARPOL?

ANS) I. MARPOL ANNEXES

The MARPOL Convention includes 6 technical Annexes. Annexes I and II, dealing with oil
and bulk noxious liquid substances respectively, are mandatory, in the sense that
ratification of the Convention is impossible without ratification of these Annexes. Annexes
III, IV, V and VI, dealing respectively with harmful substances in packaged forms, sewage,
garbage and air pollution are optional. The Convention also has two Protocols, dealing
respectively with reports of incidents involving harmful substances and arbitration.

Entry into force is as follows:

MARPOL 73/78 2 October 1983 (international)

Annex I: 2 October 1983 (international)

Annex II: 2 October 1983 (international)
Annex III: 1 July 1992 (international)
Annex IV: 27 September 2003 (international) Annex V: 31 December 1988 (international)
Annex VI: 19 sept 2005

The Annexes can be summarized as follows:

Annex I - Oil
Oil mixtures, distillates, gasoline, jet fuels, etc.

Annex II - Noxious liquid substances

Mainly chemicals including acids, alcohols, castor oil, hydrogen peroxide, pentane, etc. Also
citric juice, glycerin, milk, molasses, wine, etc.

Annex III - Harmful substances in packaged form

Includes freight containers, portable tanks, road and rail tank wagons, etc.

Annex IV - Sewage
Wastes from toilets, drainage from medical premises, drainage from spaces containing live
animals, etc.

Annex V - Garbage
Plastic bags, synthetic ropes, food wastes, paper products, glass, metal, crockery, packaging
material, synthetic fishing nets, etc.

Annex VI - Air Pollution

Annex I - Oil
Except where otherwise stated, these regulations apply to all tankers of 50 gross tons
(about 30 meters in length) and above and other ships of 400 gross tons (about 40 meters)
and above.

A complete ban on operational discharges of oil from ships except under the following
conditions:

For All Ships

The rate at which oil may be discharged must not exceed 30 liters permile traveled by the
ship;
The oil content of any bilge water discharged must be below 15 parts per million;
Ship must be more than 12 miles from nearest land; and
Ship must have in operation an approved oil discharge monitoring and control system,
oily water separating equipment or oil filtering equipment.

For Tankers
No discharge of any oil whatsoever must be made from the cargo spaces of a tanker
within 50 miles of the nearest land;
The total quantity of oil which a new tanker may discharge in any ballast voyage must not
exceed 1/30,000 of the total cargo carrying capacity of the vessel. For existing
tankers the limit is 1/15,000 of the cargo capacity.
Instantaneous rate at which oil may be discharged must not exceed 30 liters per mile
traveled by the ship

Small vessels (less than 150 GRT/35m) not covered above

No oil or waste oil discharge permitted.
Dispose of waste oil and oily bilge water in approved shore facilities
Transfer to waste barge if available
For guidance on marina operations see the NSW EPA's brochure

The definition of oil includes petroleum in any form including crude oil, fuel oil, sludge, oil
refuse and refined products (other than petro-chemicals).

‘Nearest land’ is defined as the baseline used to establish the territorial sea. However, the
Convention makes a special case for the Great Barrier Reef where nearest land means a line
shown between a series of co-ordinates on the outer edge of the reef. All distances relating
to discharge prohibitions are measured from these lines.

The discharge of oil is completely forbidden in certain ‘special areas’ where the threat to the
marine environment is especially great. These include the Mediterranean Sea, the Black Sea,
the Baltic Sea and some areas in the Middle East.

Parties to the Convention are obliged to provide adequate facilities for the reception of
residues and oily mixtures at oil loading terminals, repair ports, etc.

Annex II - Noxious Liquid Substances

This section contains detailed requirements for discharge criteria and measures for the
control of pollution by noxious liquid substances carried in bulk. Full details of this Annex is
in Appendix

The substances are divided into four categories which are graded A to D according to the
hazard they present to marine resources, human health or amenities.

·As with Section I there are requirements for the discharge of residues only into reception
facilities unless various conditions, depending on the category of the substance are
complied with.

·Even stricter restrictions apply in the Baltic Sea and Black Sea.

Annex III - Harmful Substances in Packaged Form

This section applies to all ships carrying harmful substances in packaged forms, or in freight
containers, portable tanks or road and rail tank wagons.

·It requires the issuing of detailed requirements on packaging, marking, labeling,

documentation, stowage, quantity limitations, exceptions and notifications, for preventing
or minimizing pollution by harmful substances.

·To help implement this requirement the International Maritime Dangerous Goods Code is
being revised to cover pollution aspects.

Annex IV - Sewage
Under Annex IV of MARPOL, it is proposed that the discharge of sewage from ships should
be controlled in all coastal areas in a manner similar to that of garbage. Australia has
already signed and adopted the Annex. The following vessels are required to fit holding
tanks and ancillary pollution control equipment:
New vessels of 400 gross registered tonnes and over.
New vessels certified to carry more than 15 persons.
Existing vessels of 400 gross registered tonnes and over (to be fitted within 10 years).
Existing vessels certified to carry more than 15 persons (to be fittedwithin 10 years).

Sewage is defined as:

Drainage and other wastes from any form of toilets and urinals;
Drainage from medical premises (dispensary, sick bay, etc) via wash basins, wash tubs
and scuppers located in such premises;
Drainage from spaces containing live animals; or
Other wastewaters when mixed with the drainages defined above.
Discharge of sewage
Ships are not permitted to discharge sewage within three miles of the nearest land unless
they have in operation an approved treatment plant.
Between three and twelve miles from land sewage must be comminuted and disinfected
before discharge.

Annex V - Garbage
As far as garbage is concerned, specific minimum distances have been set for the disposal of
the principal types of garbage. Perhaps most important feature of this section is the
complete prohibition placed on the disposal of plastics, including synthetic ropes and
fishing nets into the sea.
Category of Garbage

Plastics, including synthetic ropes, synthetic fishing nets, plastic garbage bags and incinerator
ashes from plastic products
Dunnage, lining and packing materials which will float
Food wastes and all other garbage
Garbage that has been ground or comminuted to particles less than 25mm

Annex VI – Air Pollution

Annex VI deals with air pollution and sets limits on sulphur oxide and nitrogen oxide
emissions from ships. Provisions include using low sulphur fuel and associated record
keeping requirements.

Air pollutant category Discharge conditions

Ozone-depleting substances Discharge Prohibited.

Nitrogen Oxides Operation of diesel engines >130kW prohibited unless engine is certified to m

Sulphur Oxides Sulphur content of fuel not to exceed 4.5%.

Incinerators Incinerators installed after 1 January 2000 must be certified to meet prescrib

Fishing Vessels
Fishing vessels must make every effort to retrieve all lost or damaged fishing gear. Lost
fishing gear should be reported to the Australian Rescue Co-ordination Centre (RCC) in
Canberra. This can easily be done via a Coast Radio Station. If, while engaged in deepwater
trawling a net fouls a submarine cable and the net has to be sacrificed, the skipper should
anchor a buoy on the spot to assist in the later recovery of the net

Great Barrier Reef

Under MARPOL, no discharge of any type is permitted in the area of Great Barrier Reef. In
some cases this can be as much as 150 nautical miles from the Queensland coast. Where
discharges are prohibited within a certain distance from the land these distances are
measured from the outer edge of the reef.
Q69) EXPLAIN IN DETAILS ABOUT SEWAGE, MARPOL ANNEX 4?

ANS) Regulations for the prevention of pollution by sewage from ships

I.Discharge regulations according to Annex IV, MARPOL 73/78
A) Application according to Regulation 2:
- Ships of 400 GT and above
- Ships of less than 400 GT, which are certified to carry more than 15 persons
B) Mandatory equipment according to Regulations 9 and 10:
- Sewage treatment plant of a type approved by the Administration in compliance with
IMOCriteria
- Comminuting and disinfecting system approved by the Administration fitted with facilities
forthe temporary storage of sewage when the ship is less than 3 nm from the nearest land,
or
- Holding tank of a capacity to the satisfaction of the administration, having regard to
theOperation of the ship, the number on persons on board, and provided with a means to
indicatevisually the amount of its contents
The flanges for discharge connections must have the dimensions specified in Regulation 10,
Annex IV, MARPOL 73/78.

C) Discharge requirements according to Regulation 11:

Under the provisions of Regulation 11, Para. 1, Annex IV MARPOL 73/78, the discharge
ofSewage into the sea is prohibited, except when the following requirements are met:
Discharge ofsewage from treatment plants
Regulation 11, Para. 1, no. 2comminuted and disinfectedsewage
Regulation 11, Para. 1, no. 1untreated sewage
Regulation 11, para. 1, no. 1- test results of the treatment
Plant are laid down in the
Ship’s International SewagePollution PreventionCertificate
- Effluent does not producevisible floating solids nor
cause discoloration of thesurrounding water
- At a distance of more than3 nm from the nearest land

II.Special regulations for the Baltic Sea area under the provisions of the Helsinki
Convention
A) Application and discharge regulations under Art. 1d, Para 1, MARPOL- (In the Baltic Sea
area, the discharge requirements according to Regulation 11, Para. 1, Annex IV
MARPOL 73/78 also apply to German pleasure craft equipped with toilet holding tanks
(seepoint II.B):
Under the provisions of the above Regulation, sewage stored in holding tanks is not allowed
tobe discharged at a distance of less than 12 nm from the nearest land.
When using chemical toilets, care should be taken to use chemicals which do not pollute
themarine environment. Discharges of such sewage are subject to Regulation 11, Para. 1,
Annex
IV, MARPOL 73/78, according to which any discharge of sewage into the sea is
prohibited,except when it has been treated in an approved sewage treatment plant, or
comminuted anddisinfected using an approved system. Therefore, any discharge of sewage
from chemical toiletson board pleasure craft is prohibited; such sewage has to be kept on
board in holding tanks until
it can be discharged to a reception facility.

B) Mandatory equipment under Art. 6b, Para. 1,

(Ship Safety Ordinance), BGBl I, p. 3013, 3023, last amended by
Art. 2 of the second ordinance to amend environmental regulations in shipping, 9 April
2008
BGBl. I p. 701)
- German ships including pleasure craft
- ships of other Baltic Sea stateswhich navigate the German Baltic Sea waters (territorial
sea and EEZ) have to be equipped withtoilet holding tanks if they have toilets on board
(ships not referred to in Regulation 2, Annex IV,MARPOL = ships of less than 400 gross
tonnage which are not certified to carry more than 15persons).
The required shipboard facilities are subject to HELCOM’s Guidelines for Installation of
Toilet
Retention Systems and Standard Connections for Sewage on BoardExisting Fishing Vessels,
Working Vessels and Pleasure Craft, HELCOM Recommendation 22/1 of 21 March 2001
(As an alternative to fixed retention systems on board, portable toilets or portable
retentionSystems may be used provided that they are emptied into shore side reception
facilities.
Exemptions from the carriage requirement under Art. 6b, para. 3,
- Ships built prior to 1 Jan. 1980
- Ships built between 1 Jan. 1980 and 1 Jan. 2003
a) Whose hull length and beam is less than 11.50 m and 3.80 m, respectively, or
b) Which have been issued by Bundesamt für Seeschifffahrt und Hydrographie with
acertificate of exemption from the carriage requirement.

III.Special regulations applying to navigable maritime waterways*

A) Application and discharge regulations under Art. 1d, para 3, MARPOL-
- Allwatercraft including pleasure craft, which have a toilet, equipped with a retention
system
The discharge of sewage on navigable maritime waterways* is prohibited. Exceptions
aredischarges from sewage treatment plants according to Regulation 11, para. 1, no. 2,
Annex IV,MARPOL 73/78.
* Navigable maritime waterways according to Art. 1, para. 1, p. 3, German Traffic
Regulations
for Navigable Maritime Waterways of 22 Oct. 1998 (BGBl. I, p. 3209, 1999 I p. 193), last
amended by Art. 1 of the Ordinance dated 28 June 2006 (BGBl. I, p. 1417).

Amendments to MARPOL 73/78 - Annex IV 
The revised MARPOL Annex IV containing

regulations for the prevention of pollution by sewage from ships was approved by the MEPC
in 2000 and can now be formally adopted following the entry into force of the optional
Annex in September 2003, with a proposed entry into force date of 1 August 2005.


Annex IV contains a set of regulations regarding discharge of sewage into the sea, ships'
equipment and systems for the control of sewage discharge, provision of facilities at ports
and terminals for the reception of sewage, and requirements for survey and certification. It
includes a model International Sewage Pollution Prevention Certificate to be issued by
national shipping administrations to ships under their jurisdiction.

The revised draft
Annex will apply to new ships engaged in international voyages, of 400 gross tonnage and
above or which are certified to carry more than 15 persons. Existing ships will be required
to comply with the provisions of the revised Annex IV five years after the date of its entry
into force. Once in force, the Annex will require ships to be equipped with either a sewage
treatment plant or a sewage comminuting and disinfecting system or a sewage-holding
tank. 

The discharge of sewage into the sea will be prohibited, except when the ship has in
operation an approved sewage treatment plant; or is discharging comminuted and
disinfected sewage using an approved system at a distance of more than three nautical
miles from the nearest land; or is discharging sewage which is not comminuted or
disinfected at a distance of more than 12 nautical miles from the nearest land.

Q70) EXPLAIN THE REGULATION FOR SEWAGE HOLDING TANKS?

ANS) Applies to all ships that are:

1.400 gross tons or more, and
2.Less than 400 gross tons but certified to carry more than 15 persons.

* A holding tank which is in accordance with the requirement developed by the

Classification Society, which should include the amount of fluid, used to transport waste to
the holding tank, the number of persons carried and the type of voyage the ship will be
employed.
* The device is installed in accordance with the society’s electrical standards.
* The piping and installation are in accord with good marine practice and the standards of
the Classification Society, and
* A pipeline for the discharge of sewage to a shore side reception facility is properly
installed.
* Be installed as far away as possible from heat sources that can accelerate the growth of
bacteria.
* Be adequately vented to ensure that there are sufficient changes of air to remove any
methane gases that may build up.
* Shall have vents that are located away from any accommodation and work spaces and
shall be screened to prevent the entry of insects and to act as a flame barrier should gases
build up in the tank.
* The design of the tank and its associated equipment (pumps, piping and water supply)
shall be sufficient to ensure the tanks can be completely discharged and flushed clean.

Q71) EXPLAIN RISE OF FLOOR?

ANS) Rise of Floor: - The bottom shell of ship is sometimes sloped up from the keel to the
bilge to facilitate drainage. The rise of floor is very small.

Q72) DEFINE FREEBOARD & REVERSE BOUYANCY?

ANS)Freeboard:-It is the distance from the waterline to the top of the deck plating at the
side of the deck amidships.
Reserve Buoyancy:- It is the potential buoyancy of a ship and depends upon the intact,
watertight volume above the waterline.
When a mass is added to ship, or buoyancy is lost due to bilging, the reserve buoyancy is
converted into buoyancy by increasing the draught. If the loss in buoyancy exceeds the
reserve buoyancy the vessel will sink.

Q73) why tankers have less freeboard?

ANS)Oil tankers have lesser area of hatch openings when compared to bulk and containers.
So the structural strength is more and safer, hence allowed for lesser freeboard

Q74) WHAT IS STABILITY OF SHIP? HOW A STABLE SHIP COMES TO UPRIGHT

POSITION IF HEELED BY EXTERNAL FORCES?

ANS)Ship stability can be defined in simple terms as its characteristics or tendency to

return to its original state or upright state, when an external force is applied on or removed
from the ship.

A ship is at equilibrium when the weight of the ship acting down through centre of gravity is
equal to the up thrust force of water acting through centre of buoyancy and when both of
these forces are in same vertical line.
B is center of buoyancy and G is center of gravity

A ship will come to its upright position or will become stable, when an external force is
applied and removed, if the centre of gravity remains in the same position well below
metacentric height of the ship. When ship is inclined, centre of buoyancy shifts from B to B1,
which creates a movement and the righting lever returns the ship to its original position
and makes it stable.

M is metacenter and GZ is righting lever

A ship is seaworthy if it fulfills two important stability criteria- Intact and Damage stability.
Intact and damage stability are very important factors that govern the overall stability of
the ship.

Q75) WHAT IS METACENTER & METACENTRIC HEIGHT?

ANS)Metacenter: -
Top: upward thrust of buoyancy (B) and downward thrust of gravity (G) allow a stable ship
to right itself when heeled

Bottom: with a metacenter (M) below gravity, forces of gravity and buoyancy are further
apart and will cause an unstable ship to capsize when heeled
 The metacenter had to be determined
which is a point where an imaginary vertical line (through the center of buoyancy)
intersects another imaginary vertical line (through a new centre of buoyancy) created after
the ship is displaced, or tilted, in the water. The center of buoyancy in a floating ship is the
point in which all the body parts exactly balance each other and make each other float. In
other words, the metacenter remains directly above the center of buoyancy regardless of
the tilt of the floating ship. When a sship
hip tilts, one side displaces more water than the other
side, and the center of buoyancy moves and is no longer directly under the center of gravity;
but regardless of the amount of the tilt, the center of buoyancy remains directly below the
metacenter. If the metacenter is above the center of gravity, buoyancy restores stability
when the ship tilts. If the metacenter is below the center of gravity, the boat is unstable and
capsizes.

METACENTRIC HEIGHT: - The distance from the centre of gravity of a ship to the
metacentre;; it is considered positive if the metacentre lies aabove
bove centre of gravity
Ship Stability diagram showing centre of gravity (G), centre of buoyancy (B), and
metacentre (M) with ship upright and heeled over to one side. Note that for small angles, G
and M are fixed, while B moves as the ship heels, while for big angles both B and M are
moving.

The metacentric height is a measurement of the initial static stability of a floating body. It is
calculated as the distance between the centre of gravity of a ship and its metacentre (GM). A
larger metacentric height implies greater initial stability against overturning. Metacentric
height also has implication on the natural period of rolling of a hull, with very large
metacentric heights being associated with shorter periods of roll, which are uncomfortable
for passengers. Hence, a sufficiently high but not excessively high metacentric height is
considered ideal for passenger ships.

Q76) what is tender and stiff ship?

ANS) Tender Ship: - The ship with a small Metacentric height has a small righting lever at
any angle & will roll easily is said to be tender ship. In tender ship, in this centre of gravity
lies below the transverse metacentre. The GM is more than GZ. & these kinds of ship are
more stable.

Stiff Ship: - The ship with a large Metacentric height has a large righting lever at any angle &
has considerable resistance to rolling. A stiff ship is very uncomfortable. In it the Centre of
Gravity lies above the transverse metacentre.

Q77) WHAT IS FREE SURFACE EFFECT & HOW IT IS REDUCED CONSTRUCTIONALLY?

ANS)Free Surface Effect: - It has a lot to do with the stability of a ship. A ship that has taken
in a lot of water will also experience this kind of phenomenon that will make it unstable.
Ships carrying liquid cargo, or Tankers, have to be designed so as to minimize the effects of
free liquid surface. Water ballast, fuel oil, fresh water, lubrication oil, and other liquid
carried in the ship can also contribute to the free surface effect.
The drawing shows a cross section through the midship of a tanker ship. If there is some
dynamic force that makes a ship tilt to one side, notice how the oil in the tank finds its own
level
el and tends to shift more towards the tilting side.

The center of gravity of the oil in the tank will also shift. If the ship has enough buoyancy, it
is able to right itself.

However, if the tilt is too big, the shift in the center of gravity of the oi
oill may become too big.
Instead of righting the ship, the buoyancy force on the ship may even turn the ship in the
same direction of tilt, and the ship rotates and overturns.

What can be done to minimize the free surface effect?

The ship is fitted with compartments so that there are several tanks instead of one big tank.
Even though the same quantity of oil is carried, notice how the oil behaves. The center of
gravity of individual oil tanks will also shift, but the summation of aall
ll the centers of gravities
does not shift the center of gravity of the ship that significantly as before.

Another way to minimize the free surface effect is to fill the tanks nearly full. In this case
there is less room for the liquid to move about freely. This method may be a bit difficult to
control for tanks carrying consumables like fuel oil, domestic water, and potable water.

The shape of the tanks can also be built to ensure stability, but in most cases, ships are built
for maximum storage capacity and the rectangular cross sectional shape is most feasible.

The tanks in a Tanker are built in compartments for this purpose. The sides of the tanks also
serve to protect the ship from complete flooding should some damage to its hull occur.

REFER:-http://www.freemarine.com/i8freesurface.htm

Q78) EXPLAIN THE PURPOSE & LOCATION OF COLLISION BULKHEAD?

ANS)Purpose: -
Avoids flooding of ship in case of damage to bows.

Location: -
Location is such that it is not so much forward as to get damaged on impact, Neither it
should be too far aft so that compartment flooded forward causes extensive trim by
head. As a rule located at minimum distance to get maximum space for cargo.
Minimum at 1/20 of ships length from forward perpendicular
The collision bulkhead is continuous to upper most continuous deck
The collision bulkhead is 20% stronger than other bulkheads
Collision bulkhead is 5 to 8 percent of ships length from forward.

Q79) WHAT IS BULKHEAD & EXPLAIN DIFFERENT TYPES OF BULKHEAD?

ANS)There are three basic types of bulkhead, watertight, non-watertight and tank.

Different types of bulkheads are designed to carry out different functions.

The watertight bulkhead several important ones;

i. It divides the ship into watertight compartments giving a buoyancy reserve in the event of
hull being breached. The number of compartments is governed by regulation and type of
vessel

ii. Cargo separation

iii. They restrict the passage of flame

iv. Increased transverse strength, in effect they act like ends of a box
v. Longitudinal deck girders and deck longitudinal are supported by transverse watertight
bulkheads, which act as pillars

The number of bulkheads depends upon the length of the ship and the pos
position
ition of the
machinery. There must be a collision bulkhead positioned at least 1/20th of the distance
from the forward perpendicular. This must be continuous to the uppermost continuous
deck.

The stern tube must be enclosed in a watertight compartment form

formed
ed by the stern frame
and the after peak bulkhead which may terminate at the first continuous deck above the
waterline. The engine room must be contained between two watertight bulkheads one of
which may be the after peak bulkhead.

Each main hold watertightt bulkhead must extend to the uppermost continuous deck unless
the freeboard is measured from the second deck in which case the bulkhead can extend to
the second deck.

A watertight bulkhead is formed from plates attached to the shell, deck and tank top by
means of welding. The bulkheads are designed to withstand a full headwater pressure and
because of this the thickness of the plating at the bottom ofthe bulkhead may be greater
than that at the top. Vertical stiffeners are positioned 760mm apart except were
wer corrugated
bulkheads are used.

Watertight bulkheads must be tested with a hose at a pressure of 200 Kn/m2 . The test
being carried out from the side on which the stiffeners are fitted and the bulkhead must
remain watertight.

Watertightbulkheads, which h are penetrated by pipes, cables etc. must be provided with
suitable glands that prevent the passage of water.

Bulkhead definitions

Class A

Are divisions forming bulkheads and decks that;

Constructed of steel or equivalent

 Suitably stiffened
Prevent passage of smoke and flame to the end of one hour standard fire test
Insulated using non-combustible material so that average temperature on exposed side
does not rise above 140oC and point temperature above 180oC. The time the
bulkhead complies with this governs its class
A-60 60min
A-30 30Min
A-15
15Min
A-0 0Min
Class B

These are divisions formed by bulkheads, decks, ceilings and lining

Prevent passage of flame for first half hour of standard fire test
Insulated so average exposed side temperature does not rise more than 139oC above
original and no single point rises more than 225oC above original. The time the
bulkhead complies with this governs its class
B-15 15Min
B-0 0Min
Constructed of non-combustible material and all materials entering the construction are
similarly non-combustible except where permitted
Class C

These are divisions constructed of approved non-combustible materials. Combustible

veneers are allowed were they meet other criteria

Main vertical zones Divided by Class A bulkheads and not exceeding 40m in length

a. Flat Bulkhead
b. Corrugated Bulkhead
c. Longitudinal Bulkhead
d. Transverse Bulkhead.
e. Watertight Bulkhead
f. Non-Watertight Bulkhead
g. Fire Class A Bulkhead
h. Fire Class B Bulkhead
i. Fire Class C Bulkhead
j. Collision Bulkhead.
k. Insulated bulkhead

Q80) EXPLAIN CORRUGATED BULKHEAD?

ANS)Corrugated Bulkheads: - These are bulkheads, which do not have, steel stiffeners. Like
in containers, the plate itself is corrugated to provide adequate stiffness. Largely used in
bulk carrier constructions.

Corrugated watertight bulkheads: - The use of corrugations orswedgesina plate instead of welded
stiffeners produces as strongastructure with a reductioninweight. The troughs are vertical on transverse bulkheads
but onlongitudinal bulkheads they must be horizontal in order to add to the longitudinal strength of theship. The
corrugations orswedgesare made in the platingstrakesprior to fabrication of thecomplete bulkhead. As a
consequence, the strakes run vertically and the platingmust be of uniform thickness and adequate to support the
greater loads at the bottom of the bulkhead. Thisgreater thickness of plate offsets to some extent the savingin weight
through not addingstiffenersto the bulkhead. The edges of the corrugated bulkhead, which join to the shell plating,may
have a stiffened flat plate fitted to increase transverse strength and simplifyfittingthebulkhead to the shell. Onhigh
bulkheads with vertical corrugations, diaphragm plates are fitted across the troughs. This prevents any possible
collapse of the corrugations.

A watertight floor is fitted in the double bottom directly below everymain transverse bulkhead.Where a
watertight bulkheadis penetrated, e.g. by pipe work, a watertight closure around thepenetrationmust be ensured bya
collar fully welded to the pipe and the bulkhead.
CORRUGATED BULKHEAD PLAIN BULKHEAD

Q81) WHAT ARE DIFFERENT METHODS OF REDUCING THE ROLLI

ROLLING
NG OF A SHIP?
SKETCH THE ATTACHMENT OF BILGE KEEL. WHAT ENSURES SHIP SIDE WILL NOT BE
DAMAGED IF BILGE KEEL SUFFERS DAMAGE?

ANS) Bilge keel: - A bilge keel is a long fin of metal, often in a "V" shape, welded along the
length of the ship at the turn of the bilge.

Antiroll tanks: - tanks within the vessel fitted with baffles intended to slow the rate of water
transfer from the port side of the tank to the starboard side. The tank is designed such that a
larger amount of water is trapped on the higher side of the vessel. This is intended to have
an effect completely opposite to that of the free surface effect.

Outriggers: - Rolling is reduced either by the force required to submerge buoyant floats or
by hydrodynamic foils.

Paravanes: - employed by slow moving vessels (such as fishing vessels) to incr

increase
ease stability.
Active systems: - Active stability systems are defined by the need to input energy to the
system in the form of a pump, hydraulic piston, or electric actuator. These systems include
stabilizer fins attached to the side of the vessel or tanks in which fluid is pumped around to
counteract the motion of the vessel.

Stabilizer fins: - Active fin stabilizers are normally used to reduce the roll that a vessel
experiences while under way or, more recently, while at rest. The fins extend beyond the
hull of the vessel below the waterline and alter their angle of attack depending upon heel
angle and rate-of-roll of the vessel. They operate similar to airplane ailerons. Cruise ships
and yachts frequently use this type of stabilizer system.

Gyroscopic internal stabilizers

Attachment: -

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

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

The damping action provided by the bilge keep is relatively small but effective, and virtually
without cost after the construction of the ship. It is carefully positioned on the ship so as to
avoid excessive drag when the ship is underway; and to achieve a minimum drag; various
positions of the bilge keel may be tested on the ship model used to predict power
requirements. This bilge keel then generally runs over the midship portion of the hull, often
perpendicular to the turn of the bilge.

There are many forms of bilge keel construction, and some quite elaborate arrangements
have been adopted in an attempt to improve the damping performance whilst reducing any
drag. Care is required in the design of the bilge keel, for although it would not be considered
as a critical strength member of the hull structure, the region of its attachment is fairly
highly stressed owing to its distance from the neutral axis. Cracks have originated in the
bilge keel and propagated into the bilge plate causing failure of the main structure.
Proper Placement: -

Bilge keels should be situated so they will not strike the wharf or another vessel when tying
alongside. The bilge keels should also not extend below the baseline of the vessel so as not
to be damaged if the vessel runs aground. The only exception to this is seen on vessels that
are designed to be loaded/unloaded while aground, in this case the bilge keels are backed
with more structure
tructure to help support the vessel (a feature on some sailboats, were the
vessels prominent bilge keels will self
self-supported
supported the boat when beached). The bilge keel
itself should be aligned with the vessels flow lines, to minimize drag.

Q82) How much length bilge keel extends to?

ANS) It is half of the length of the ship. Starting from midship to fore & aft equally distance.

Q83) DRAW MIDSHIP SECTION OF OIL TANKER?

ANS)

xxx Stress concentrationXXX

concentration
Misalignment
Cross-tie in centre tank
 Cross-tie
tie in wing tank
Stress concentration
XXX Misalignment

Q84) DRAW MIDSHIP SECTION FOR A BULK CARRIER?

Q85) WHAT IS A MARGIN LINE?

ANS).It is the imaginary line, which is drawn 75mm below the uppermost continuous deck.
It denotes the limit, up to which can be flooded/ loaded without sinking.

For a ship which has a continuous bulkhead deck, the margin line is to be taken as a line
drawn not less than 76 mm be below
low the upper surface of the bulkhead deck at side, except
that where there is a variation in the thickness of the bulkhead deck at side the upper
surface of the deck should be taken at the least thickness of deck at side above the beam. If
desired however,, the upper surface of the deck may be taken at the mean thickness of the
deck at side above the beam as calculated for the whole length of the deck, provided that the
thickness is no greater than the least thickness plus 50 mm. See figure 2.1.2.1 a) and 2.1.2.1

b).

Q86) EXPLAIN ANGLE OF LOLL?

ANS)It is the angle at which the ship with initial negative Metacentric height will lie at rest
in still water.
If the ship is further inclined to an angle less than angle of loll, the ship will sink.
When a ship with ne gative initial me tacentric height is incli ned to a small
angle, the ri ghting lever is ne gative, resulti ng in a capsizing mo ment. This
effect is shown i n Figure 24.1(a) and i t can be seen that the ship will te nd
to he el still further.
 At a large angle o f he el the
centre o f buoyanc y will have move d furthe rout the low side and the force of
buoyanc y can no longer be considered toac t vertically upwards though M, the
initial me tacentre. If, by he eling stillfurthe r, the centre of buoyancy can
move out far e nou gh to lie verticallyunder G the centre of gravity, as in
Figure 24.1(b), the righting lever andthus the ri ghting moment, will be zero.
 The angle of he el at which
this occurs is referre d to as the angle of lollandm a y b e d e f i n e d a s
t h e a n g le t o w h i c h a s h i p w i t h n e g a t i v e
i n i t i a l metacentri c height will lie at re st in still water. If the ship should
now be incli ned to an angle greater than th e angle of lo ll, as shown i n Figure
24.1(c), the righ ting lever will be positive, giving a m o m e n t t o r e t u r n t h e
s h i p t o t h e a n g le o f lo l l.

Q87) WHAT IS PLIMSOLL MARKING?

ANS) Mark painted on both sides of merchant ships to indicate the maximum point they are
allowed to sink to when loaded, depending on the specific gravity of water which varies
according to season and place. This mark is accompanied by a circle bisected by a horizontal
line and letters indicating the ship's registration society. Plimsoll mark was made
compulsory in 1876 in UK, and is named after Samuel Plimsoll (1824-98), a member of
parliament who campaigned for better and safer workconditions for sailors. Also called
Plimsoll line.

The original "Plimsoll Mark" was a circle with a horizontal line through it to show the
maximum draft of a ship. Additional marks have been added over the years, allowing for
different water densities and expected sea conditions.
Letters may also appear to the sides of the mark indicating the classification society that has
surveyed the vessel's load line. The initials used include AB for the American Bureau of
Shipping, LR for Lloyd's Register, GL for Germanischer Lloyd, BV for Bureau VERITAS, IR for
the Indian Register of Shipping, RI for the Registro Italiano Navale and NV for Det Norske
VERITAS. These letters should be approximately 115 millimeters in height and 75
millimeters in width.[6] The Load Line Length is referred to during and following load line
calculations.
The letters on the Load line marks have the following meanings:
TF – Tropical Fresh Water
F – Fresh Water
T – Tropical Seawater
S – Summer Temperate Seawater
W – Winter Temperate Seawater
WNA – Winter North Atlantic
Fresh water is considered to have a density of 1000 kg/m³ and seawater 1025 kg/m³. Fresh
watermarks make allowance for the fact that the ship will float deeper in fresh water than
salt water. A ship loaded to her Fresh Water mark in fresh water will float at her Summer
Mark once she has passed into seawater. Similarly if loaded to her Tropical Fresh water
mark she will float at her Tropical Mark once she passes in to sea water.
The summer load line is the primary load line and it is from this mark that all other marks
are derived. The position of the summer load line is calculated from the Load Line Rules and
depends on many factors such as length of ship, type of ship, type and number of
superstructures, amount of sheer, bow height and so on. The horizontal line through the
circle of the Plimsoll mark is at the same level as the summer load line.
The winter load line is one forty-eighth of the summer load draft below the summer load
line.
The Tropical load line is one forty-eighth of the summer load draft above the summer load
line. The Fresh Water load line is an amount equal to centimeters above the summer load
line where is the displacementin metric tones at the summer load draft and T is the metric
tones per centimeter immersion at that draft. In any case where cannot be ascertained the
fresh water load line is at the same level as the tropical load line. The position of the
Tropical Fresh load line relative to the tropical load line is found in the same way as the
fresh water load line is to the summer load line. The Winter North Atlantic load line is used
by vessels not exceeding 100 meters in length when in certain areas of the North Atlantic
Ocean during the winter period. When assigned it is 50 millimeters below the winter mark.
Timber load line marks
Certain vessels are assigned Timber Freeboards but before these can be assigned certain
additional conditions have to be met. One of these conditions is that the vessel must have a
forecastle of at least 0.07 the length of the vessel and of not less than standard height, which
is 1.8 meters for a vessel 75 meters or less in length and 2.3 meters for a vessel 125 meters
or more in length with intermediate heights for intermediate lengths. A poop or raised
quarterdeck is also required if the length is less than 100 meters. The letter L prefixes the
load line marks to indicate a timber load line. Except for the Timber Winter North Atlantic
freeboard the other freeboards are less than the standard freeboards. This allows these
ships to carry additional timber as deck cargo, but with the facility to jettison this cargo.
The letters on the Timber Load line marks have the following meanings:
LTF – Timber Tropical Fresh Water
LF – Timber Fresh Water
LT – Timber Tropical Seawater
LS – Timber Summer Seawater
LW – Timber Winter Seawater
LWNA –Timber Winter North Atlantic
The Summer Timber load line is arrived at from the appropriate tables in the Load Line
Rules.
The Winter Timber load line is one thirty-sixth of the Summer Timber load draft below the
Summer Timber load line.
The Tropical Timber load line is one forty-eighth of the Summer Timber load draft above
the summer timber load line.
The Timber Fresh and the Tropical Timber Fresh load lines are calculated in a similar way
to the Fresh Water and Tropical Fresh water load lines except that the displacement used in
the formula is that of the vessel at her Summer Timber load draft. If this cannot be
ascertained then these marks will be one forty-eighth of the Timber Summer draft above
the Timber Summer and Timber Tropical marks respectively.
The Timber Winter North Atlantic load line is at the same level as the Winter North Atlantic
load line.

Q88) what is block coefficient. If we say that block coefficient of one ship is 0.9 and
0ther 0.95. What does it mean?

ANS)Block Coefficient: - It is the ratio of volume of displacement to the product of the

length, breadth & draught.

Cb = Volume of displacement / (L x B x d)

When Block coefficient is more, it means Volume of displacement is more.

Q89) Regulations for pumping out ER bilges in Special areas and outside special
areas.

ANS)Pumping out ER Bilges outside special area:

As per Marpol Annex I, Regulation 15.

Any discharge into the sea of oily or oily mixtures from ships of 400 GRT & above shall be
prohibited except when all the following conditions are satisfied: -

1. The ship should be proceeding enroute from Point A to point B.

2. The oily mixture is processed through an oil filtering equipment.

3. The oily content of the effluent without dilution does not exceed more than 15ppm.

4. The oily mixture does not originate from cargo pump room bilges on oil tankers.

5. The oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

Pumping out ER Bilges inside special area: -

1. The ship should be proceeding enroute from Point A to Point B.

2. The oily mixture is processed through an Oil filtering Equipment approved by the
Administration.

3. The oil content of the effluent without dilution does not exceed more than 15ppm.

4. The oily mixture does not originate from Cargo pump room bilges on oil tankers.

5. The oily mixture in case of oil tankers is not mixed with oil cargo residues.

6. Any discharge into sea of oil or oily mixtures from any ship shall be prohibited in
Antarctic area.

Q90) Name special areas.

ANS)As Per MARPOL Annex 1, Regulation 1, the special areas are: -

1. Mediterranean Sea

2. Baltic sea

3. Black sea

4. Red Sea

5. Gulf area

6. Gulf of Aden area

7. Antarctic area.

8. North West European Waters

9. Oman area of the Arabian Sea.

Q91)Regulations for pumping out p/p room bilges.

ANS)As per MARPOL Annex 1, Regulation 34.

Outside Special area.

1. The tanker is not within a special area.

2. The tanker is more than 50 nautical miles away from the nearest land.

3. The tanker is proceeding enroute from Point A to point B.

4. The instantaneous rate of discharge of oil content does not exceed 30litres/ nautical
miles.

5. The total quantity of oil discharged into the sea does not exceed 1/30000 of the total
quantity of the particular cargo.

6. The tanker has in operation an Oil Discharge Monitoring and Control System & slop tank
arrangement approved by the Administration.

Inside Special Area

Any discharge into the sea of oil or oily mixture from the cargo area of an oil tanker shall be
prohibited while in special area.

Q92) Explain the procedure to pump out ER Bilge step by step.

ANS) a. Inform Chief Engineer.
b. Note down the V/L Position from the bridge.
c. Take the sounding of the bilge tank.
d. Check the 15ppm alarm for its proper working.
e. Open the overboard valve, open seawater valve & bilge pump inlet and outlet valve.
f. Note down the time of starting.
g. Start the bilge pump & fill the OWS with seawater. Let the OWS run on seawater for 10-15
minutes.
h. Slowly close the seawater inlet valve & start opening the outlet valve of the bilge tank.

Q93) SOPEP? Purpose.

ANS) SOPEP: - Shipboard Oil Pollution Emergency Plan
As per MARPOL Annex 1, Regulation 37:
Every oil tanker of 150GRT and above and every ship other than oil tanker of 400GRT &
above shall carry onboard a SOPEP approved by the administration.
The SOPEP consists of: -
1. The procedure to be followed by Master & other person having charge of the ship to
report an Oil Pollution incident.
2. The list of authorities or persons to be contacted in event of Oil Pollution incident.
3. A detailed description of the action to be taken immediately by persons onboard to
reduce or control the discharge of oil.
4. The procedures & point of contact on the ship for coordinating ship board action with
national & local authorities.

Q94) HOW GARBAGE IS DISPOSED OFF?

ANS) As per MARPOL Annex V, Regulation for the prevention of pollution by Garbage from
ship.

1. The disposal into the sea of all plastics, plastic garbage bags and incinerator ashes from
plastic products, which may contain toxic or heavy metal residues, is prohibited.
2. The disposal of garbage i.e., Dunn age, lining & packing materials to be made 25 Nautical
miles away from the nearest land.
3. Disposal of food wastes and all other garbage including paper products, rags, glass, metal
to be made 12 Nautical miles away from the nearest land.
4. Disposal of food wastes can be permitted if it has passed through a comminuter or
grinder; distance is more than 3 Nautical miles from the nearest land. Such comminuted or
ground garbage shall be capable of passing through a screen with openings no greater than
25mm.

Q95) What chapter of Solas refers to Bulk carriers, Chemical tankers, ISM code, and
ISPS code?
ANS) Bulk Carrier: -SOLAS Chapter 12: - Additional Safety Requirement for Bulk Carriers
Chemical Tankers: - SOLAS Chapter 7 Carriage of Dangerous goods.
ISM Code: - SOLAS Chapter 9 Management for the safe operation of ship.
ISPS Code: - SOLAS Chapter 11-2 Special Measures to enhance maritime security.

Q96) HOW THE TESTING OF EMERGENCY GENERATOR IS CARRIED OUT?

ANS)Emergency generator on ship provides power in case the main generators of the ship
fails and creates a “dead or blackout condition”. According to general requirement, at least
two modes of starting an emergency generator should be available. The two modes should
be – battery start and hydraulic or pneumatic start.

The Port state control (PSC) might detain a ship or provide some time to correct any kind of
deficiency found if the second mode of starting is not operating.

Testing of Emergency Generator: -

The testing of ship’s emergency generator is done every week (as part of weekly checks) by
running it unloaded to check if it starts on battery mode. The hydraulic start is done every
month to ensure that it is working fine. Also every month automatic start of generator is
also done to check its automatic operation and to see whether it comes on load.

Procedure for Battery Start: -

1 Go to the emergency generator room and find the panel for emergency generator.

2 Put the switch on the test mode from automatic mode. The generator will start
automatically but will not come on load.

3 Check voltage and frequency in the meter.

4 Keep the generator running for 10-15 min and check the exhaust temp and other
parameters.

5 Check the sump level.

6 For stopping the generator, put the switch in manual and then stop the generator.

Procedure for Hydraulic Start: -

1 Out the switch in manual mode as stated above and check the pressure gauge for
sufficient oil pressure.

2 Open the valve from accumulator to generator.

3 Push the spring-loaded valve and the generator should start.

4 Check voltage and frequency.

5 Keep the generator running for 10-15 min and check the exhaust temp and other
parameters.

6 Check the sump level

7 For stopping, use the manual stop button from the panel.

8 After stopping the generator, pressurize the hydraulic accumulator to desired pressure.

9 Close the valve from accumulator to generator.

Procedure for Automatic Start: -

1 For automatic start, we know that there is a breaker, which connects Emergency Switch
Board (ESB) and Main Switch Board (MSB); and there is also an interlock provided due to
which the emergency generator and Main power of the ship cannot be supplied together.
2 Therefore, we simulate by opening the breaker from the tie line, which can be done from
the MSB or the ESB panel.

3 After opening the breaker, the emergency generator starts automatically with the help of
batteries and will supply essential power to machinery and pumps connected to ESB.

4 For stopping the generator, the breaker is closed again and due to the interlock the
generator becomes off load.

5 Now again put the switch to manual mode to stop the generator.

6 Press stop and the generator will stop.

Q97) Requirements for emergency generating sets?

ANS)Requirements for emergency generating sets involve starting in cold condition and
starting energy-storing devices.

The Convention contains the following in the regulations:

Emergency generating sets shall be capable of being readily started at a temperature of

0°C. If this is impracticable, or if lower temperatures are likely to be encountered,
 provision shall be made for the maintenance of heating arrangements.
Each emergency generating set arranged to be automatically started shall be equipped with
starting devices approved by the Administration with a stored energy capability of at least
three consecutive starts. A second source of energy shall be provided for an additional three
starts within 30 min unless manual starting can be demonstrated to be effective.

The stored energy shall be maintained at all times, as follows:

Electrical and hydraulic starting systems shall be maintained from the emergency
switchboard;
Compressed air starting systems may be maintained by the main or auxiliary
compressed air receivers through a suitable non-return valve or by an
emergency air compressor which, if electrically driven, is supplied from the
emergency switchboard;
All of these starting, charging and energy-storing devices shall be located in the
emergency generator space; […]. This does not preclude the supply to the air
receiver of the emergency generating set from the main or auxiliary
compressed air system through the non-return valve fitted in the emergency
generator space.
Where automatic starting is not required, manual starting is permissible, such as manual
cranking, inertia starters, manually charged hydraulic accumulators, or powder
charge cartridges, where they can be demonstrated as being effective.
When manual starting is not practicable, the requirements of paragraphs 2 and 3
shall be complied with except that starting may be manually initiated.
The section on electrical installations sets out all the requirements concerning a ship's
power supply. Clearly, Regulation 44 provides requirements for the starting systems of
emergency generating sets.

SOLAS Regulations II-1/42 and II-1/43 address emergency source of electrical power
inpassenger ships and cargo ships respectively.

Q98) TO WHAT ALL SYSTEMS THE EMERGENCY GENERATOR SUPPLIES POWER?

ANS) In case of the failure of the main power generation system on the ship, an emergency
power system or a standby system is also present. The emergency power supply ensures
that the essential machinery and system continues to operate the ship.

Batteries can supply emergency power or an emergency generator or even both systems
can be used.

Rating of the emergency power supply should be made in such a way that it provides supply
to the essential systems of the ship such as: -

a) Steering gear system

b) Emergency bilge and fire p/p

c) Watertight doors.
d) Fire fighting system.

e) Ships navigation lights and emergency lights.

f) Communication and alarm system.

Emergency generator is normally located outside the machinery space of the ship. This is
done mainly to avoid those emergency situations wherein access to the engine room is not
possible. A switchboard in the emergency generator room supplies power to different
essential machinery.

Q99) Markings on Lifeboat and life raft?

ANS) As per LSA Code book Chapter 4.
Marking on Lifeboat: -
a. Name of Ship
b. Port of Registry
c. IMO Number
d. Lifeboat dimension
e. Carrying Capacity
f. Maker Name
g. Serial number

Marking on Life raft: -

a. Name of Ship.
b. Port of Registry
c. IMO Number
d. Carrying Capacity
e. Maker Name
f. Serial Number
g. Date of last servicing.

Q100) TYPES OF LIFEBOAT?

ANS)A lifeboat must carry all the equipments described under SOLAS and LSA codes, which
are passed for the survival at sea. This includes rations, fresh water, first aid, compass,
distress-signaling equipments like rocket etc. A ship must carry one rescue boat for the
rescuing purpose, along with other lifeboats. One of the lifeboats can be designated as a
rescue boat, if more than two or more lifeboats are present onboard a ship.

Types of Lifeboat:

There are three types of lifeboats used on merchant vessels:

Open Lifeboat:

As the name suggests, the open lifeboat has no roof and is normally propelled by manual
power by using hand-propelled ores. Compression ignition engine may also be provided for
the propulsion purpose. However, open lifeboats are becoming obsolete now because of
stringent safety norms, but one may find them on older ship.

The open lifeboat doesn’t help much in rain or bad weather and the possibility of water
ingress in the highest.

Closed lifeboat:
Closed lifeboats are the most popular lifeboats that are used on ships, for they are enclosed
which saves the crew from seawater, strong wind and rough weather. Moreover, the water
tight integrity is higher in this type of lifeboat and it can also get upright on its own if
toppled over by waves. Closed lifeboats are further classified as – Partially enclosed and
fully enclosed lifeboats.

Free fall lifeboat:

Free fall lifeboat is similar to an enclosed lifeboat but the process of launching is entirely
different. They are aerodynamic in nature and thus the boat can penetrate the water
without damaging the body when launched from the ship. The free fall lifeboat is located at
the aft of the ship, which provides a maximum clear area for free fall.
Q101) Types of Lifeboat Release Mechanisms & SOLAS Requirements for Lifeboats?

ANS) There are different types of lifeboats used on board a ship on the basis of the type of
ship and other special requirements. Not all the lifeboats have the same type of releasing
mechanisms, for the launching of a lifeboat depends on several other factors. In this article
we will take a look at the main types of lifeboat releasing mechanisms and also learn about
the SOLAS requirements for lifeboats.

Types of lifeboat releases: On load and off load release.

There are two types of lifeboat releasing mechanisms- on load and off load. These
mechanisms release the boat from the davit, which is attached to a wire or fall by means of a
hook. By releasing the hook the lifeboat can be set free to propel away from the ship.

Off load mechanism:

The off load mechanism releases the boat after the load of the boat is transferred to water
or the boat has been lowered fully into the sea. When the boat touches the surface of water,
the load on the fall and hence the hook releases and due to its mechanism the hook detaches
from the fall. If the detachment dose not takes place, any of the crewmembers can remove
the hook from the fall. Most of the times the offload mechanism is manually disengaged in
case of malfunction; however, in case of fire, it is dangerous to go out and release the hook.
On load mechanism:

On load mechanism can release the lifeboat from the wire, with the ship above the water
level and with all the crewmembers inside the boat. The load will be still on the fall, as the
boat would not have touched the water. Normally the height of about 1 m is kept for the on
load release, so that the fall is smooth without damaging the boat and harming the crew
inside. A lever is provided inside the boat to operate this mechanism. As the lever is
operated from inside, it is safe to free the boat without going of the out lifeboat, when there
is a fire on ship.
Free Fall lifeboat release:

In Free fall lifeboat, the launching mechanism is similar to on load release. The only
difference is that the free fall lifeboat is not lowered till 1m above water level, it is launched
from the stowed position by operating a lever located inside the boat, which releases the
boat from rest of the davit, and boat slides through the tilted ramp into the water.
SOLAS and LSA code Requirements for lifeboat:

-The size, number and the capacity of the lifeboat for a merchant vessel is decided by the
type of the ship and number of ship’s crew, but it should not be less then 7.3 m in length and
minimum two lifeboats are provided on both side of the ship (port and starboard).

-The requirement for lifeboat of a cargo ship with 20,000 GT is that the boat must be
capable of launching when the ship is heading with a speed of 5 knots.

-The lifeboat must carry all the equipments described under SOLAS, which can be used in
survival at sea. It includes rations, fresh water, first aid, compass, distress-signaling
equipments like rocket etc.

-The ship must carry one rescue boat for rescue purpose along with other lifeboats. One
lifeboat can be designated as a rescue boat if more then onelifeboat is present onboard ship.

-The gravity davits must be hold and slide down the lifeboat even when the ship is heeled to
an angle of 15 degree on either side. Ropes are used to hold the lifeboat in stowed position
with cradle. These ropes are called gripes.

-The wires, which lift or lower the lifeboat are known as falls and the speed of the lifeboat
descent should not be more then 36m/ min which is controlled by means of centrifugal
brakes.
-The hoisting time for the boat launching appliance should not be less then 0.3 m/sec with
the boat loaded to its full capacity.

-The Lifeboat must be painted in international bright orange color with the ship’s call sign
printed on it.

-The lifeboat station must be easily accessible for all the crewmembers in all circumstances.
Safety awareness posters and launching procedures must be posted at lifeboat station.

-Regular drills must be carried out to ensure that the ship’s crewmembers are capable of
launching the boat with minimal time during real emergency.

Q102) Types of brakes on lifeboat?

ANS) 1. Centrifugal brake
2. Dead man Handle

Q103) what is the function of limit switch in lifeboat davit system?

ANS) to stop lifeboat winch motor power, when we heave up life boat, so we prevent
damages of our machinery with safety.
ALSO FOR AVOIDING UNLOADING OF MOTOR.

Q104) WHAT IS SPECIALLITY OF TANKER LIFEBOATS?

ANS)Tankers are required to carry fireproof lifeboats, tested to survive a flaming oil or
petroleum product spill from the tanker. Fire protection of such boats is provided by
insulation and sprinkler system, which has pipe system on top, through which water is
pumped and sprayed to cool the surface. This system, while prone to engine failure, allows
fireproof lifeboats to be built of fiberglass and not only metal. The boat should be fully
enclosed type.

Q105) EXPLAIN DECK FOAM FOR FIRE FIGHTING SYSTEM?

ANS)Deck foam for fire extinguishing: -Foam for fire protection purposes is an aggregate of
air-filled bubbles formed from aqueous solutions, and is lower in density than the lightest
flammable liquids. It is mainly used to form a coherent floating blanket on flammable and
combustible liquids to prevent or to extinguish fires by excluding air and cooling the fuel. It
also pre-vents re-ignition by suppressing formation of flammable vapors. It has the
property of adhering to surfaces, providing a degree of exposure protection from adjacent
fires.
Foam is used as a fire prevention, control, or extinguishing agent for flammable liquid in
tanks or processing areas. Foam solution for these hazards may be supplied by fixed
systems or portable foam generating systems.
Foam Types: -The principal use of foam is to extinguish burning flammable or combustible
liquid spills or tank fires by developing a coherent coolant blanket. Foam is the only
permanent extinguishing agent used for fires of this type. Its application allows fire fighters
to extinguish fires progressively. A foam blanket covering a liquid surface is capable of
preventing vapor transmission for some time, depending on its stability and thickness.
Fuel spills may be rendered safe by foam blanketing. The blanket may be removed after a
suitable period of time.
Foam is used to diminish or halt the generation of flammable vapors from non-burning
liquids or solids, and to cut off access to air for combustion. The water content of foam cools
and diminishes oxygen by steam displacement.
Foam is also used to fill cavities or enclosures where toxic or flammable gases may collect.
Foam solutions are conductive and therefore not recommended to be used for electrical
fires.
Foam CONCENTRATE Types
1. Protein foam concentrate. It is diluted with water to form 3% to 6% solutions depending
on the type and, in general, it is only used for crude oil fires.
2. Fluor protein foam concentrate is very similar to protein foam concentrates. It may also
deposit a vaporization preventing film on the surface of a liquid fuel. It is diluted with water
to form 3% to 6% solutions depending on the type, and is used for crude oil or refined oil
products where a higher degree of protection is preferred.
3. Special ‘alcohol type’ foam concentrate forms a foam that has an insoluble barrier in the
bubble structure which resists breakdown at the interface of the fuel and foam blanket. It is
used for fighting fires in water solution and certain flammable or combustible liquids and
solvents that are destructive to regular foam. Mainly used for protection onboard chemical
tankers.
4. Synthetic foam concentrate includes: AFFF and medium and high expansion foam
concentrates are used to produce foam or foam-to-solution volume ratios from 20:1 to
approx. 1000:1 and are used for local protection and engine room hi-ex systems.

SOLAS RULES: -For ships carrying chemicals or oils in bulk, SOLAS/IMO require a fixed deck
foam system for extinguishing fires on deck or in tanks.
In principle, the systems required are identical; however, for chemical tankers, IMO type 2
and 3, the foam system is considerably larger than for crude oil tankers, due to the higher
risk of fire in chemicals.
Design Figures

Oil Tankers: - The foam system capacity shall be a minimum of the largest of the entire
cargo tank deck covered with 0.6-l/ m2/min. or 6.0 l/m2/min. for the largest cargo tank.

Chemical Tankers: - The foam system capacity shall be a minimum of the largest of the
entire cargo tank deck covered with 2.0 l/m2/min. or 20 l/m2/min. for the largest cargo
tank.

SystemDescription: -All foam systems, consist of a water supply, foam liquid storage, a
proportioning device and a distribution system.
The water supply pump(s) provide(s) a certain capacity of seawater to the deck foam
system, and is/are supplied by the ship’s fire pumps.
The foam liquid is stored in a tank. The tank must be complete with vent, contents gauge,
and access manhole.
The foam is delivered via a high-pressure foam liquid pump to the automatic foam liquid
proportionate, which will accurately proportionate foam liquid at 3% to 6% to the seawater
flow, irrespective of flow rate or pressure.
For satisfactory operation of the proportionator, foam liquid must be supplied with a
minimum pressure of at least 10 meters head higher than the inlet water pressure under all
load conditions. The electrically driven foam liquid pump is provided for this purpose.
Foam solution is supplied to the deck monitors and hand lines by the deck main fitted with
isolating valves. Each monitor is isolated from the main supply pipe by means of butterfly
valves, which are normally closed.
Four portable foam-making branch pipes are provided. Each branch pipe has a solution rate
of 400 l/min.
Q106) AT WHAT INTERVALS THE TESTING & INSPECTION OF FIRE FIGHTING SYSTEM
IS TO BE DONE?

ANS)
Weekly inspections shall be carried out to ensure that:

a. All public address systems and general alarm systems are functioning properly;
and
b. Breathing apparatus cylinders do not present leakages.

Monthly inspections shall be carried out to ensure that:

a. All fireman's outfits, fire extinguishers, fire hydrants, hose and nozzles are in
place, properly arranged, and are in proper condition;
b. All fixed fire-fighting system stop valves are in the proper open or closed
position, dry pipe sprinkler systems have appropriate pressures as
indicated by gauges;
c. Sprinkler system pressure tanks have correct levels of water as indicated by
glass gauges;
d. All sprinkler system pumps automatically operate on reduction of pressure in
the systems;
e. All fire pumps are operated; and
f. All fixed fire-extinguishing installation using extinguishinggases is free from
leakage.

Quarterly inspections shall be carried out to ensure that:

a. All automatic alarms for the sprinkler systems are tested using the test valves for
each section;
b. The international shore connection is in proper condition according to the
specifications of the FSS Code;
c. Lockers providing storage for fire-fighting equipment contain proper inventory and
equipment is in proper condition;
d. All fire doors and fire dampers are tested for local operation; and
e.All CO2 bottle connections for cable operating system clips shall be checked for
tightness on fixed fire-extinguishing installations.

Annual inspections shall be carried out to ensure that:

a. All portable fire extinguishers are checked for proper location, charging pressure,
and condition according to the ship’s fire plan;
b. Fire detection systems are tested for proper operation, as appropriate;
c. All fire doors and dampers are tested for remote operation;
d. All foam-water and water-spray fixed fire-fighting systems are tested for operation;
e. All accessible components of fixed fire-fighting systems are visually inspected
for proper condition;
f. All fire pumps, including sprinkler system pumps, are flow tested for proper
pressures and flows;
g. All hydrants are tested for operation;
 h. All antifreeze systems are tested for proper solutions;
i. Sprinkler system connections from the ship's fire main are tested for operation;
j. All fire hoses are hydrostatically tested;
k. All Self-contained breathing apparatus (including SCBA’s on lifeboats) should
be checked for external condition and air recharging systems checked
for air quality;

* Every two years, portable fire extinguishers and SCBA’s cylinders shall be checked by
a service agent or facility certified by the manufacturer to perform this type of
work and accepted by the Recognized Organization issuing the pertinent safety
certificate[§]. Every other year, these checks shall be carried out either by a
service agent or facility (certified and accepted§) or by a deck or engine officer
trained and assigned to this duty.

* Halon installations of fire–extinguishing systems on board ships, which keel was laid
or at a similar stage of construction on or after October 1994, are prohibited.
Moreover, full-scale tests of Halon fire-extinguishing systems on board ships are
prohibited since January 1992 in accordance with Resolution A.719 (17)/2(b).
However, an annual leakage test shall be carried out, MSC/Circ.600. The Chief
Engineer can carry out this test if provided with the proper equipment and
training.

Two-year service

1. At least once every two years, the following inspections and tests shall be carried
out:

a.CO2 Fixed System contents shall be verified at least every two years.
b.Air shall be blown through the piping of extinguishing gas systems.

2. The blow test (item 9.1(b)) shall be carried out by a service agent or facility certified
by the manufacturer to perform this test and accepted by the Recognized
Organization issuing the pertinent safety certificate.

Three-year service

.1. Periodical controls of foam concentrates stored on board

.2. The first periodical control of fixed foam fire-extinguishing system and foam
concentrates stored on board shall be performed after a period of 3 years (from
the original installation date), after that, every year. A record of the age of the
foam concentrates and of subsequent control should be kept on board readily
available for inspection. Periodical controls or analysis will be performed by an
independent or manufacturer’s laboratory, which is accepted by the Recognized
Organization issuing the pertinent safety certificate. Tests, controls or analysis of
foam will be performed as per MSC/Circ.582, MSC/Circ. 670 and MSC/Circ.798.

Five-year service
 .1. Hydrostatic testing for all SCBA's cylinders (*)

.2. Hydrostatic testing for all SCBA's cylinders shall be carried out by a servicing facility
or agent certified by the manufacturer to perform this type of work and accepted
by the Recognized Organization issuing the pertinent safety certificate. Test
certificates must be provided and kept on board for inspections. Test date and
pressure must be stamped or tagged on each cylinder. This test shall not be
carried on board.
Ten-year Service

1At least once every ten years, the following inspections and tests should be carried
out:

a.Control valves of fixed fire-fighting systems shall be internally inspected.

b.Hydrostatic Pressure Test of Portable Fire Extinguishers

2. Hydrostatic Testing for all Portable Fire Extinguishers and internal inspection of
control valves of the fixed fire-fighting systems shall be carried out by a servicing
facility or agent certified by the manufacturer to perform this type of work and
accepted by the Recognized Organization issuing the pertinent safety certificate.

3. Portable Fire Extinguishers Test certificates must be provided and kept on board for
inspections. Test date and pressure must be tagged on each bottle. This test shall
not be carried on board.

Q107) WHAT TO DO INCASE OF PURIFIER ROOM FIRE?

ANS) A purifier room is one of the most probable places in the engine room to catch fire.
Purifier room fire has been the reason for several major accidents on various ships in the
past. In this article we will learn about everything related to purifier room fires.

As we all know, for a fire to happen, three things are needed and in the purifier room all
these things are present. These three things are – fuel oil which is present in abundant
(lubricating oil in lube oil separator and fuel oil or diesel oil in fuel oil separator), air for
combustion, and a heat source such as extremely hot oil, electrical short circuit etc.

When all these things are present together and lie within the flammable limit, a fire can take
place.
Therefore, if a spray of oil takes place through a leaking pipe over a hot surface or
over an electrical point, a fire can immediately take place.
Prevention of Purifier Fire

The following points are to be followed in order to prevent purifier room fire:

1) All the pipes leading to the separator are to be double sheathed; the reason for this is that
if inner pipe leaks, then it will not spray all over the place but instead it will leak into outer
pipe.

2) Drip trays should be provided below the purifier or separator, so that in case of oil spill
the oil will not flow and spread in the purifier room and contact with any hot material and
catch fire.

3) All the pipes with flanges or connections are to be covered with anti spill tapes which can
prevent spill from the flanges in case of a leakage.

4) Fire fighting system such as water mist and CO2 system should be installed.

5) Quick closing valves and remote stopping of pumps and purifier should be provided.

6) Fire detection and alarm system are to be provided so that quick action can be taken.

How to fight purifier room fire

A small purifier fire can be easily stopped with the help of small fire extinguisher. In case of
a bigger fire, the following steps should be taken:

1) As soon as fire alarm is sounded, call the chief engineer and locate the fire.
2) 
Close the quick closing valves from which the oil is leaking.

3) Stop the transfer pump.

4) Both transfer and quick closing valves can be closed from remote location like
ship control center or from the engine control room. 

5) Stop all the motors and electrical equipments, which can be stopped from
emergency stop button outside the purifier room.

6) The fire can be stopped with the help of fire extinguisher.

7) In case of a big fire, close the air supply pump and exhaust from the purifier
room.

8 )The fire can be stopped by releasing water mist system if present on the
ship.

9) Entry in the purifier room is made putting on the fire fighter suit, along with
self contained breathing apparatus (SCBA) and fire hose.

10) The fire can be extinguished with the help of spraying water.

11) In case the fire is still not extinguished then the chief engineer will decide
about using the carbon dioxide bottles for fighting fire.

12) When these bottles are to be used, there should not be any person present
inside the Purifier space as Co2 can cause suffocation due to displacement of air
and the person involved may die.

Q108) Types of foams?

ANS) a. Low Expansion Foam
b. Medium Expansion Foam
c. High Expansion foam
Q109) EXPLAIN SPRINKLER SYSTEM OF SHIP?

ANS) Sprinkler systems

Must be fitted to passenger ships carrying less than 36 passengers in the accommodation
spaces and other areas considered necessary be the administration. For passenger ships
carrying greater than 36 passengers it must be fitted to accommodation spaces, corridors,
and stairwells
wells and to control stations (the latter may be served by an alternative system to
prevent damage). The system must be of an approved type. See below for full requirements.
Generally takes the form of a wet pipe (line continuously flooded) on to which are
connected a number of sprinkler head. These heads consist of a valve held shut by a high
expansion fluid filled quartzoid bulb. A small air space is incorporated.

When a fire occurs in an adjacent area to this bulb the fluid expands until the air space is
filled, increasing internal pressure causes the bulb to fracture. The size of the air gap
determines the temperature at which this failure occurs. The valve plug falls out and a jet of
water exits, striking the spray generator where it is then distribu
distributed
ted evenly over the
surrounding area. In acting this way only the area of the fire is deluged and damage is
minimized.
Water is supplied from an air pressurized water tank (thus the system functions without
electrical power), this water is fresh water to minimize damage. The tank is half filled with
water and the rest is compressed air at pressure sufficient to ensure that all the water is
delivered to the highest sprinkler at sprinkler head working pressure. Once this source of
water is exhausted, a pressure
sure switch detects falling main pressure. This activates a sea
water supply pump. A valve is fitted on the system to allow proper testing of this function.
After seawater has entered the system proper flushing with fresh water is required to
prevent corrosion

A shore connection may be connected to the system to allow function during dry-dock
dry

High Pressure Water spray system

A similar but essentially different system exists for the supply of water under pressure to
dry pipes onto which sprinkler heads are ffitted.
itted. These sprinkler heads do not have the bulb
and valve arrangement. Instead when an area is to be served a relevant isolation valves is
opened. The fundamental difference between this and the sprinkler system is that human
intervention is required, whereas
ereas the sprinkler system is required to be fully automated.
Commonly a cross connection via a non non-return
return valve exists able to deliver to the water from
the high pressure spray system to the sprinkler system
When an isolation valve is opened pressure in the line falls and the seawater pump is
started. The air vessel is there to prevent cycling of the pump due to slight water leakage.
The fresh water pump is there for flushing and initial filling of wet pipe only.

Regulations

Taken from SOLAS 1974 Regulat

Regulation II/2A

Regulation 12 Automatic sprinkler, fire detection and fire alarm systems

1.1 Any required automatic sprinkler, fire detection and fire alarm system shall be capable
of immediate operation at all times and no action by the crew shall be necessary to set it in
operation. It shall be of the wet pipe type but small exposed sections ma
mayy be of the dry pipe
type where in the opinion ofthe Administration this is a necessary precaution. Any parts of
the system, which may be subjected to freezing temperatures in service, shall be suitably
protected against freezing. It shall be kept charged at the necessary pressure and shall have
provision for a continuous supply of water as required in this regulation.

1.2 Each section of sprinklers shall include means for giving a visual and audible alarm
signal automatically at one or more indicating uni
units
ts whenever any sprinkler comes into
operation. Such alarm systems shall be such as to indicate if any fault occurs in the system.
Such units shall indicate in which section served by the system fire has occurred and shall
be centralized on the navigation bridge and in addition, visible and audible alarms from the
unit shall be located in a position other than on the navigation bridge, so as to ensure that
the indication of fire is immediately received by the crew. 


2.1 Sprinklers shall be grouped into separate sections, each of which shall contain not more
than 200 sprinklers. In passenger ships any section of sprinklers shall not serve more than
two decks and shall not be situated in more than one main vertical zone. However, the
Administration may permit such a section of sprinklers to serve more than two decks or be
situated in more than one main vertical zone, if it is satisfied that the protection of the ship
against fire will not thereby be reduced. 


2.2 Each section of sprinklers shall be capable of being isolated by one stop valve only. The
stop valve in each section shall be readily accessible and its location shall be clearly and
permanently indicated. Any unauthorized person shall provide means to prevent the
operation of the stop valves.


2.3A gauge indicating the pressure in the system shall be provided at each section stop
valve and at a central station. 


2.4 The sprinklers shall be resistant to corrosion by marine atmosphere. In accommodation

and service spaces the sprinklers shall come into operation within the temperature range
from 68АC to 79АC, except that in locations such as drying rooms, where high ambient
temperatures might be expected, the operating temperature may be increased by not more
than 30АC above the maximum deck head temperature.

2.5 A list or plan shall be displayed at each indicating unit showing the spaces covered and
thelocation of the zone in respect of each section. Suitable instructions for testing and
maintenance shall be available.


3 Sprinklers shall be placed in an overhead position and spaced in a suitable pattern to

maintain an average application rate of not less than 5 l/m2/min over the nominal area
covered by the sprinklers. However, the Administration may permit the use of sprinklers
providing such an alternative amount of water suitably distributed as has been shown to
the satisfaction of the Administration to be not less effective.


4.1 A pressure tank having a volume equal to at least twice that of the charge of water
specified in this subparagraph shall be provided. The tank shall contain a standing charge of
fresh water, equivalent to the amount of water which would be discharged in one minute by
the pump referred to in paragraph 5.2, and the arrangements shall provide for maintaining
an air pressure in the tank such as to ensure that where the standing charge of fresh water
in the tank has been used the pressure will be not less than the working pressure of the
sprinkler, plus the pressure exerted by a head of water measured from the bottom of the
tank to the highest sprinkler in the system. Suitable means of replenishing the air under
pressure and of replenishing the fresh water charge in the tank shall be provided. A glass
gauge shall be provided to indicate the correct level of the water in the tank.


4.2 Means shall be provided to prevent the passage of seawater into the tank.


5.1 An independent power pump shall be provided solely for the purpose of continuing
automatically the discharge of water from the sprinklers. The pump shall be brought into
action automatically by the pressure drop in the system before the standing fresh water
charge in the pressure tank is completely exhausted.


5.2 The pump and the piping system shall be capable of maintaining the necessary pressure
at the level of the highest sprinkler to ensure a continuous output of water sufficient for the
simultaneous coverage of a minimum area of 280 m2 at the application rate specified in
paragraph 3.


5.3 The pumpshall have fitted on the delivery side a test valve with a short open-ended
discharge pipe. The effective area through the valve and pipe shall be adequate to permit
the release of the required pump output while maintaining the pressure in the system
specified in paragraph 4.1.


5.4 The sea inlet to the pump shall wherever possible be in the space containing the pump
and shall be so arranged that when the ship is afloat it will not be necessary to shut off the
supply of seawater to the pump for any purpose other than the inspection or repair of the
pump.


6 The sprinkler pump and tank shall be situated in a position reasonably remote from any
machinery space of category A and shall not be situated in any space required to be
protected by the sprinkler system.


7.1 In passenger ships there shall be not less than two sources of power supply for the
seawater pump and automatic alarm and detection system. Where the sources of power for
the pump are electrical, these shall be a main generator and an emergency source of power.
One supply for the pump shall be taken from the main switchboard, and one from the
emergency switchboard by separate feeders reserved solely for that purpose. The feeders
shall be so arranged as to avoid galleys, machinery spaces and other enclosed spaces of high
fire risk except in so far as it is necessary to reach the appropriate switchboards, and shall
be run to an automatic changeover switch situated near the sprinkler pump. This switch
shall permit the supply of power from the main switchboard so long as a supply is available
there from, and be so designed that upon failure of that supply it will automatically change
over to the supply from the emergency switchboard. The switches on the main switchboard
and the emergency switchboard shall be clearly labeled and normally kept closed. No other
switch shall be permitted in the feeders concerned. One of the sources of power supply for
the alarm and detection system shall be an emergency source. Where one of the sources of
power for the pump is an internal combustion engine it shall, in addition to complying with
the provisions of paragraph 6, be so situated that a fire in any protected space will not affect
the air supply to the machinery.


7.2 In cargo ships there shall not be less than two sources of power supply for the seawater
pump and automatic alarm and detection system. If the pump is electrically driven it shall
be connected to the main source of electrical power, which shall be capable of being
supplied by at least two generators. The feedersshall be so arranged as to avoid galleys,
machinery spaces and other enclosed spaces of high fire risk except in so far as it is
necessary to reach the appropriate for the alarm and detection system shall be an
emergency source. Where one of the sources of power for the pump is an internal
combustion engine it shall, in addition to complying with the provisions of paragraph 6, be
so situated that a fire in any protected space will not affect the air supply to the machinery.

8 The sprinkler system shall have a connection from the ship's fire main by way of a
lockable screw-down non-return valve at the connection which will prevent a backflow
from the sprinkler system to the fire main.


9.1 A test valve shall be provided for testing the automatic alarm for each section of
sprinklers by a discharge of water equivalent to the operation of one sprinkler. The test
valve for each section shall be situated near the stop valve for that section.


9.2 Means shall be provided for testing the automatic operation of the pump on reduction
of pressure in the system.


9.3 Switches shall be provided at one of the indicating positions referred to in paragraph 1.2
which will enable the alarm and the indicators for each section of sprinklers to be tested.


10 Spare sprinkler heads shall be provided for each section of sprinklers to the satisfaction
of the Administration.

Q110) HOW SPRINKLER SYSTEM IS TESTED?

ANS) Testing procedure: -

a. Close the section isolating valve, this will raise an alarm indicating zone isolation.
b. Now, open the test valve, if no water comes out, then it means the NR valve placed after
the section-isolating valve is not leaking.
c. Since, the section after the NR valve remains pressurized, opening of the drain valve will
cause the water pressure in the section line to decrease. A pressure switch sensor senses
the decreased pressure & raises an alarm.
d. Now, close the drain valve, open the section isolating stop valve. To check the flow switch,
open the flow test switch to activate an alarm.
e. All the above alarms will be indicated on the navigation bridge, E/room as well as in the
Fire Control Room. The alarm will also indicate the particular zone from where it has risen.

f. If all the alarm conditions are satisfied, close all the testing valves, open the section-
isolating valve, purge the sprinkler line by air and again keep the line pressurized. Check
from the pressure gauge, that proper pressure has been maintained or not.

Q111) What Chemicals used in DCP extinguisher?

ANS) Sodium bicarbonate & Magnesium striate

Q112) what are the requirements of a Fixed CO2 Fire Fighting Installation?

ANS)The System must give 40% saturation of the Compartment to be filled.

85% of the CO2 charge must be discharged into the Compartment within the first two
minutes.
Q113) why should the boiler not be blown down on finding oil contamination?

ANS) The boiler should not be blown down, as this will cover all heating surfaces with oil
i.e. insulating the tubes, heating surfaces.

Q114) what must the capability of Gravity Davits be with regards heel of ship?

ANS)The Davits must be able to lower the Lifeboats when the Ship is heeled to 15° on either
side.

Q115) what is the duration and range of a 136L Trolley Foam Extinguisher?

ANS) The duration of a 136L Foam Trolley Extinguisher is 15 minutes approximately with a
range of around 18m.

Q116) Maintenance on Co2 system?

ANS) Check the hinges of the CO2 Room door & grease it.
Check the pressure gauge.
Check the condition of the blower.
Check all lightings are properly working.
If Manual pull cables operate the remote release controls, they should be checked to
verify the cables & corner pulleys are in good condition and freely move and do not
require an excessive amount of travel to activate the system.
Check the weight of the CO2 Bottles.
The discharge piping & nozzles should be tested to verify that they are not blocked. The test
should be performed by isolating the discharge piping from the system & flowing

Dry air or nitrogen from test cylinder or through any other suitable means.
The hydrostatic test of all the cylinders should be done once in 10 years at least.
The alarm to be tested.
The CO2 Lines should be blown through with service air.

Q117) what testing and maintenance is done regarding Soda Acid and Foam
Extinguishers?

ANS) The extinguisher containers are pressure vessels, therefore require testing.

Containers are initially tested to 25 bar every year for five years and thereafter at four
yearly intervals to 20 bars.

On Soda Type Extinguishers 20% of contents should be discharged per year and
replenished with Foam Type 50%.

Where practical the operating mechanism of portable extinguishers should be examined

every three months.

Q118) How is a Life raft Launched?

ANS)A Life raft is simply launched by releasing it from its lashings, a painter is secured to
the Ship and the Life raft container is thrown over the side. Inflation takes place
automatically, the container bursting open and the Life raft floats clear. A pressurized
cylinder of CO2 is used to inflate the raft. Life rafts must normally be boarded from water
level, dry if possible.

Q119) What action would you take in the event of Fire breaking out in the Machinery
Space?

ANS) If a Fire breaks out, the alarm should be raised and the Bridge informed immediately.
If the Ship is in Port, the Local Fire Authority should be called. If possible, an attempt should
be made to extinguish or limit the fire by any means possible (a Fire in its first few minutes
can usually be readily extinguished).

Ventilation fans should be stopped (should stop automatically on activation of fire alarm).
Openings to the space should be sealed to reduce the supply of air to the fire and to prevent
it spreading. Any fuel lines feeding the fire or threatened by it should be isolated. If
practicable, combustible materials adjacent to the Fire should be removed.

After the Fire has been extinguished, precautions should be taken against spontaneous re-
ignition.

Personnel, unless wearing breathing apparatus, should not re-enter a space in which a fire
has occurred before it has been fully ventilated.

Q120) where would you expect to find a Dry Powder Extinguisher?

ANS)It is usually located near Electrical Equipment in the Machinery Space and elsewhere
on the Ship.

Q121) why fire line fitted with relief valve and drain valve?
ANS)Relief valve: - Relief valve is provided if pumps are capable of developing the pressure
exceeding the design pressure of water service pipes, hydrants & hoses. It assists to avoid
any overpressure to develop in any part of the fire main.
The fire line is fitted with relief valve to prevent the damage to pipe in case, the V/L is
fighting fire with the help of shore while in dry-dock.

Drain Valve: - Drain valve is fitted to drain the fire line when not in use & also prevent the
damage to pipe due to icing, while V/L is operating in Sub-zero temperature area.

Q122) Purpose of isolating valve and where situated?

ANS) An isolating valve is fitted to separate the section of fire main within machinery space
containing main fire pumps from the rest of fire main.
Generally Situated in the Fire station

Q123) HOW ENTRY IS MADE AFTER EXTINGUISHING FIRE VIA CO2 IN A SPACE?

ANS)SAFE USE OF CO2 FIRE EXTINGUISHING SYSTEMS

2.1 It is recommended that in the event of any fire breaking out onboard, including one that
requires the fixed CO2 system to be activated, the nearest Coastguard to your position is
informed as soon as practicable.

2.2 Carbon dioxide (CO2), a compound of carbon and oxygen, is a colorless gas with a
slightly astringent smell causing coughing to occur when inhaled; at high concentrations it
is acutely toxic. As it is about 50% heavier than air, it will form a blanket over a fire and
smother it.

2.3 To obtain “total flooding” of an engine room, a CO2 concentration of about 35% by
volume or more is required to be obtained within 2 minutes. This will reduce the oxygen
content of the air in the space to less than 15% to extinguish the fire. At this CO2
concentration human life cannot be supported.

2.4 It is therefore essential that personnel leavethe space as soon as the CO2 warning alarm
sounds. CO2 should not be discharged into a space until all those within have left and a full
head count has been taken.

2.5 Before a space is filled with CO2 it is essential that the compartment ventilation flaps are
properly closed and sealed, ventilation fan emergency stops and all fuel and hydraulic oil
remote quick closing valves are operated.

2.6 Whilst safe navigation is always a priority, in the event of a serious machinery space fire
it is imperative that all machinery within the affected space, e.g. main engine(s) and
generator(s), are shut down to prevent fuel and/or oil feeding the fire.

2.7 Masters, skippers and crew should be fully competent with the remote and local
operation of the fixed CO2 fire extinguishing system.

2.8 Masters, skippers and crew should be fully competent with the operation of the remote
controls for the isolation of fuel oil, hydraulic oil and ventilation systems from the space.

2.9 Masters, skippers and crew should be fully competent with the maintenance of the fixed
CO2 fire extinguishing system.

2.10 Typically, it takes about 15–20 seconds after release of CO2 before the concentration
within the space reaches a dangerous level.

2.11 Personnel inadvertently caught in the space when the CO2 is released are
recommended to hold their breathand leave the space immediately.

3. SAFETY PRECAUTIONS AFTER CO2 RELEASE

3.1 It is strongly recommended that expert advice should be obtained from ashore before
ventilation of the space or any attempt at re-entry is made. The nearest Coastguard to your
position may be contacted who will assist in trying to obtain this advice. Unless specifically
requested, the Coastguard as a request for on-scene fire-fighting assistance will not
interpret this.

3.2 Immediately after activation of the CO2 system checks should be carried out to ensure
that the gas has been correctly released from the cylinders. This can be achieved by feeling
the CO2 cylinders, which should be cold to the touch, and visually checking the individual
cylinder release valves to ensure they are in the open position.

3.3 Crew should keep well clear of the ventilation flaps to prevent the inhalation of noxious
gases.

3.4 Ventilation of the space should not be resumed until it has been definitely established
that the fire has been extinguished. This is likely to take several hours. Monitoring the fire
boundary to confirm that temperatures are falling, especially in way of the seat of the fire if
this is known, may be useful in this regard. Applying controlled amounts of water to the
boundaries, by whatever means, tosee if any steam is given off can also be good indicator of
the temperature inside the space.

3.5 Entry into a space that has contained CO2 should only be attempted by trained
personnel wearing breathing apparatus with safety lines attached and sufficient back up
immediately available should difficulties arise.

3.6 In the event that breathing apparatus is not carried onboard and it is really impossible
to wait for assistance from ashore, to avoid asphyxiation to personnel, entry should only be
attempted when the space has been thoroughly ventilatedwith clean air. This can be
achieved by using mechanical or natural means, with more time given for natural
ventilation, to remove all residues of CO2 and toxic gases from the fire.

3.7 The number of persons entering the space should limited to those who actually need to
be there. An attendant should be detailed to remain at the entrance to the space whilst it is
occupied.

3.8 An agreed and tested system of communication shouldbe established between any
person entering the space and the attendant at the entrance.

3.9 Should an emergency occur to the personnel within the space, under no circumstances
should the attendant enter the space before help has arrived and the situation has been
evaluated to ensure the safety of those entering the space to undertake the rescue.

3.10 Ventilation should continue throughout the period that the space is occupied and
during temporary breaks.
3.11 In the event that the ventilation system fails any personnel in the space should leave
immediately.

3.12 Protection methods, other than a clean source of air, such as smoke filters on an
ordinary gas mask, should not be used, as these will not protect the user against the effects
of CO2.

3.13 If a space is suspected to be deficient in oxygen a smoke hood will offer no respiratory
protection and must not be used for entry.

4. ADDITIONAL RECOMMENDATIONS

4.1 Ensure clear instructions for operating CO2 fixed fire-extinguishing systems are
displayed near the remote operating controls, distribution control valves and the gas
cylinders.

4.2 Ensure remote controls for fuel oil and hydraulic pumps, quick closing fuel oil valves
and closing devices for ventilators, emergency stops for ventilation fans and CO2 fixed fire
fighting systems are clearly marked, regularly tested and maintained in good working
order.

4.3 Audible and visual CO2 alarms within the machinery spaces, for warning personnel
within the spaces that the CO2 fire extinguishing system is about to be operated, should be
automatically activated when opening the door of the CO2 release valves control cabinet(s).
These alarms should be regularly tested, maintained in good working order and the crew
familiar with them.

Q124) EXPLAIN THE SOLAS REGULATION FOR INSTALLATION OF C02 FIXED FIRE
FIGHTING SYSTEM?

ANS)SOLAS Regulations: -

CO2 usage on ships has to abide by few safety regulations, as on ship there are lives at stake
and measure to fight accidents are few .The main regulations are:

* If the CO2 system is installed in the cargo spaces, the quantity of CO2 available should be
sufficient enough to give at least a minimum of 30% of the total volume of the largest
space that is protected by the CO2 system.

* If the CO2 system is installed in machinery spaces, the quantity of CO2 available should
be sufficient to give at least a volume equal to either of the following:

a) 40% of the total volume of the largest machinery spaces that is protected by the CO2
system. (The volume should exclude that part of the casing where the horizontal area of the
casing is 40% or less then the horizontal area of the space taken into consideration and
measured midway, between tank top and lowest part of casing)

b) 35% of the total volume of the largest machinery spaces that are protected by the CO2
system including the area covered by the casing.

It is also a requirement that 85% of the required quantity of gas should be released into the
spaces within two minutes of evacuating the fire-affectedspace.

Q125) EXPLAIN ABOUT THE CONSTRUCTION OF CO2 BOTTLES?

ANS)Construction of CO2 bottles for fixed fire fighting system: -

It is imperative that the CO2 bottles are strong and sturdy due to the high internal pressure
they are going to withstand. For this reason, the bottles are made from solid drawn steel
and are also hydraulically tested up to 228 bars prior to installation.

CO2 is retained inside the cylinder in the liquid form under pressure. A siphon tube is
provided inside the bottle to ensure that the liquid CO2 is discharged from the bottle or else
it would evaporate from the surface, giving a very slow discharge rate and taking away the
latent heat would probably cause the remaining CO2 in the bottle to freeze.

Q126) EXPLAIN THE SAFETY FEATURES OF CO2 SYSTEM?

ANS)Safety Features: -

Some special features are provided to the system in order to increase the safety level and
also to make operation smooth.

The control cabinet doors are installed with a special signaling system. Whenever a person
opens the door of the control cabinet in order to operate the CO2 system, an alarm is
sounded automatically. This is done to signal crewmembers of CO2 flooding on ship. This is
also an indication to leave the fire-affected place and assemble at the muster station.

A master valve is also provided on the main pipe going to the machinery or cargo spaces, in
order to stop the CO2 supply in case of accidental release.

Q127) WHAT ALL CHECKS TO BE DONE ON TOTAL CO2 FLOODING SYSTEM?

ANS)Checks on the system

Pipes leading to the spaces should regularly be blown with air to ensure that they are
not blocked.

The level in the Co2 bottles should be checked on regular basis. If in a particular check,
the difference is 10% of the total volume, the bottle should be replaced as soon as
possible.

Sensors should be checked periodically.

Cabinet door alarms should also be checked on regular interval of time.

All the piping’s and connections at the CO2 bottles should be checked regularly.

Q128) EXPLAIN THE CONSTRUCTION & WORKING OF TOTAL FLOODING SYSTEM?

ANS)CO2 High Pressure Fire Extinguishing System

Characteristics
• Suitable for extinguishing in closed spaces like engine rooms, auxiliary rooms, cargo
holds, etc.
• Extinguish the fire within a short time and leave no residue after extinguishing: shut-
down time after a fire willbe reduced to a minimum
• Suitable for extinguishing fires in combustible liquids, gases and electrical equipment,
and for extinguishingsmoldering fires in wood, paper, textiles, etc.
•Installed as a total flooding central bank system inclusive a number of
distributions
• Normally installed with pneumatic release, but can also be supplied with
mechanical, electrical, and manual release.
Constructions: The CO2 system consists of one or more pressure cylinders containing the
extinguishing agent CO2. The cylinders are connected via a common manifold.
From the main manifold, the extinguishing agent is led through distribution valves to the
protected spaces.
The valve construction, cylinder size, and cylinder pressure, combined with the computer-
calculated pipe and nozzle dimensioning, ensures that the extinguishing agent is
distributed in correct quantities and within the prescribed time. The release is
activated pneumatically, electrically and/or mechanically.
Pressure-operated cylinder valves offer the possibility of connecting CO2 cylinders in
groups operated pneumatically from one or more release cabinets equipped with
CO2 gas cylinders. The release cabinets are equipped with pilot valves for use in
opening cylinders and distribution valves by pipe connections.
For pneumatic operation, the built-in actuator is used for each cylinder valve. These are
connected to the othercylinder valves in the group via series-connected, flexible high-
pressure hoses.

CO2Cylinders: The cylinders are delivered as 67.5-litre steel cylinders filled with 45 kg
of CO2, or alternatively as 80-litre steel cylinders filled with 53.6 kg of CO2. To enable
remote control and quick release, the cylinders are supplied with pressure operated quick
opening valves, which also offer the possibility of manual operation.
The valve construction secures against damaging overpressure in the cylinder, as the
valve has a built-in bursting disc, activated at a nominal pressure of 190 bars.

CO2room: The cylinders are normally stored in a separate, well-ventilated and insulated
room, where thetemperature is kept between 0° and 40°C. The room must have
free access to open air. The room should have a minimum clear height of 2.4 m to
provide adequate space for the mounting of manifolds and weighing beams for check
weighing of the cylinders.
CheckingEquipment. The cylinders can be checked by a weighing device or liquid level
measurement.
SpecialEquipment: To reduce the installation time in CO2 rooms onboard ships, cylinder
arrangements mounted in racks consisting of up to 100 pieces of 45/53.6 kg cylinders,
complete with manifold and fixing equipment, can be supplied.
CO2 Extinguishing System: release System
ThePressureControlledCylinderValve. All release systems are based on the unique pressure
operated cylinder valve. This valve is used in all systems in which pressure cylinders
(CO2and N2) form a part. CO2 cylinders, with contents of up to 60 kg discharge, can be
released within one minute. Valve housings and internal parts are made of brass or
stainless steel, with tightening materials of neoprene or copper.
The valve is constructed as a combined pressure operated quick opening valve with
hand wheel for manual opening.
The valve is designed with a unique function that enables the user to perform a
real check ofthe valve function. By opening the control valve for releasing the
cylinders while leaving the distribution valve closed, the manifold will be pressurized.
It can then be proved that each valve is opened. By closing the control valve, the release
piping system will be relieved and the cylinder valves will close. Some classes and
authorities require this function.
PneumaticreleaseSystem. Total flooding systems require groups of cylinders to be released
simultaneously. For this purpose, pneumatically operated cylinder valves are used in
conjunction with the pilotpressure from the master release box containing control
cylinder(s) (CO2 or N2), two control valves, a pressuregauge, and one or two door switches.
As an option, the system can be supplied with a pneumatic time delay device to delay
the opening of the mainvalve. Manually opening the cylinder valve and then operating the
two local control valves can make emergency release from the CO2 room.
FOR DIAGRAM: http://www.danfoss-semco.com/media/CO2_High_Pressure_Systems.pdf

Q129) EXPLAIN INTERNATIONAL SHORE CONNECTION?

ANS)The international shore connection is a universal hose connection that is to be

provided on all ships as per the SOLAS requirement. The purpose of the International Shore
Connection is to keep a standby hose attachment to get a connection from shore or from
other ships in case there is a total failure of pumps onboard.

While using International Shore Connection the seawater is supplied at a pre-decided

pressure and is connected to ship’s fire main. This coupling is generally kept on the bridge
of a ship so that in case of an emergency it is readily available and used.

As per SOLAS, ships above 500 tons gross tonnage and upwards must have at least one
international shore connection. The international shore connection has a standard size and
is same for all the countries and ships
Basic Requirements for International Shore Connection

The connection should be made up of steel or other suitable material and shall be designed
for 1.0 N/mm2 services. The flange should have flat surface on one side and other side
should be permanently connected or attached to a coupling, which can be easily fitted to
ships hydrant and hose connection.

The connection should be kept onboard with a ready gasket of material, which can handle a
pressure of 1.0 N/mm2 together with four 16mm bolts, 50 mm in length and eight washers
so that the connection can be readily used in case of an emergency situation.
Q130) Purpose of ISM code?
ANS)ISM Code: - As per SOLAS Chapter IX. Management for the Safe Operation of Ship.
ISM is International Safety Management Code for safe operation of ships & for pollution
prevention as adopted.
Purpose of this code is to provide an international standard for safe management and
operation of ships and for pollution prevention.
The objective is to ensure safety at sea, prevention of human injury or loss of life &
avoidance of damage to the environment, in particular to marine environment and to
property.

Q131) what certificate issued for ISM code?

ANS) DOC- Document of Compliance: - Valid for 5 years
SMC- Safety Management Certificate: -Valid for 5 Years
Interim DOC: - Valid for 12 months.
Interim SMC: - Valid for 6 months

Q132) what certificate you appearing for?

ANS) Officer in-charge of an engineering watch at Operational Level.

Q133) Which Imo publication gives you the guidelines for watch keeping?
ANS) STCW’95
Q134) what is CAS?
ANS) CAS- Condition Assessment Scheme
Tanker type 1: - Oil Tankers above 20000 DWT, not having segregated ballast tank (SBT)
Tanker Type 2: - Oil tankers above 20000 DWT have SBT.
Type 1 tankers have already been phased out by 2005.
CAS Applies to only Type 2 tankers. Which are to be phased out in segregated manner by
April 2015.
CAS is a method of checking structural integrity of ship, & its certification by regular
inspection by authority. Authorities carry on the said inspections annually.

Q135) Alarms and trips of boiler and IG system?

ANS)Alarms in IG System: -
a. Scrubber High Level
b. Scrubber low level
c. Deck seal High level
d. Deck seal low level
e. High O2 Content
f. High blower casing temp.
g. Low lube oil pressure alarm.

Trips in IG System: -
a. High Casing Temp. Trip
b. Low lube oil pressure trip.
c. Low/ no flow scrubber water
d. Low / no flow deck seal water.
e. High boiler pressure trip.
f. Low boiler pressure trip.

Alarms in Boiler: -
a. Low water level Alarm
b. Too low water level alarm.
c. High water level alarm
d. High fuel oil temp. Alarm.
e. Low fuel oil temp. Alarm
f. Low boiler pressure alarm.

Trips in Boiler: -
a. Low Low-level water trip
b. High boiler pressure trip.
c. Flame failure
d. Low fuel oil pressure

Q136) VARIOUS ALARMS & TRIPS IN COPT SYSTEM?

ANS)
a) Lube oil Low-pressure alarm & trip.
(b) Lube oil High temperature alarm.
(c) Over speed trip
(d) High back pressure alarm & trips.
(e) High discharge pressure alarm & trip.
(f) Steam inlet low-pressure trip.
(g) Rotor axial movement trip.
(h) I.G. system abnormal trip.
(i) Pump bearing high temperature trip.
(j) Intermediate shaft bearing high temperature trip.
(k) Casing overheat trip.
(l) Emergency trip.

Q137). What entries should be done for bunkers in oil record book?
ANS) Date and time of start & stop of bunkering.
Position of vessel.
Quantity of bunker taken.
Bunker taken in which tank
Any internal fuel transfer did while bunkering.

Q138) What are the entries made in Oil record book?

ANS) As per MARPOL Annex 1 Regulation 17: - Regulation for the prevention of pollution by
oil: - Entries done in Oil Record book are: -
a. Ballasting or cleaning of fuel oil tanks.
b. Discharge of dirty ballast or cleaning water from fuel oil tanks.
c. Collection & disposal of oil residues, sludge & bilge oil.
d. Bunkering of fuel or bulk lubricating oil.
e. Any failure of the Oil Filtering Equipment.
f. Date & time of the operation.

Q139) what is COW?

ANS)COW: - Crude Oil Washing
As per MARPOL Annex 1, Regulation 33: -Regulation for the prevention of pollution by oil.
Every crude oil tanker of 20000 Dwt and above shall be fitted with cargo tank cleaning
system using crude oil washing.
The purpose of COW is to reduce accumulation of sludge in tanks & reduce the amount of
carry over cargo.
During operation of COW, tanks must have oxygen content less than 8 % and under positive
IG Pressure.
The advantage of COW is that tank remains clean & ROB cargo is less & hence increases
cargo carrying capacity.

Q140) what are the safety on Engine room Overhead Crane?

ANS)
* Overload trip.
* Limit switch at fore & aft side.
* Limit switch port & starboard movement.
* Switch button have non-metallic body.
* Emergency stop.

Q141) what was NRT & GRT of your ship and definitions?
ANS) NRT: - Net Registered Tonnage
It is the tonnage obtained by deduction from the Gross Tonnage, the tonnage of spaces,
which are reqd. for the safe working of ship:
(a) Master’s Accommodation
(b) Crew Accommodation and allowance for provision stores.
(c) Wheel House, Chartroom, and Navigation Aids room
(d) Space for safety equipment & batteries.

GRT: - Gross Registered Tonnage

The Gross Registered Tonnage is found by adding to the under deck Tonnage, the tonnage of
all enclosed spaces between the upper & the second deck.

Q142) Emergency Generator- Location & services supplied?

ANS)Location: - Should be on the uppermost continuous deck outside from the engine room
but not located at the forward collision bulkhead.
Services Supplied: -
(a) For a period of 3 Hrs at Emergency lighting at every muster & embarkation station.
(b) For a period of 18 hrs at:-
(i) In all service & accommodation alleyways, stairways & exits, personal lift cars &
personnel lift trunks.
(ii) In the machinery spaces & main generating stations including their control positions.
(iii) In all control stations, machinery control rooms, and at each main & emergency
switchboard.
(iv) At all stowage positions.
(v) At the steering gear.
(vi) At the fire pump & in all cargo pump rooms.
(vii) The navigational lights.
(viii) VHF & MF Radio installation.
(ix) The ship earth radio station.
(x) At all internal communication equipment
(xi) The fire detection & fire alarm system.
(xii) Intermittent operation of the daylight signaling lamp & all integral signals that are
required in an emergency.

Q143) Lifeboat lowering procedure?

ANS)
Minimum of 5 persons are required to lower the L/B.
One person goes inside the L/B and passes the end of toggle painter and plugs the drain.
Check all lifeline and falls are clear of L/B.
Make fast the other end of toggle painter on a strong point forward of the ship.
Remove forward and aft gripes and both person stand by for passing bowing tackle and
tracings pendant.
Remove harbor safety pin.
Make sure the ship’s side is free of everything; no water or garbage is there.
 Now, one-person lift’s the dead mans handle slowly which releases the brake.
The boat along with cradle side’s downward till it comes to the embarkation deck.
By pulling tracings pendant, bring it alongside the embarkation deck.
Persons embark inside the boat.
Now, tracings pendant is removed and the whole load comes on falls.
Now, boat is further lowered with dead man’s handle.
As soon as the boat comes around 1meter above the seawater, it can be released

Q144) what are the lifeboat equipments?

ANS)
Sufficient buoyant oars
2-boat hook.
2 Buckets
6 Hand Flares
2 Rocket parachutes
2 smoke signals.
EPIRB
SART
Food Ration.
1 knife and 3 tin openers.
Hand Pump
Tow line
Anti-sea sickness tablets
1 set of fishing tackles.
Waterproof torch
Daylight signaling lamp.
Radar reflector
First Aid Kit
Tools
Compass
Sea Anchor
1 Whistle
Portable fire extinguisher
Thermal Protective aid

Q145) what is the difference between flame arrester and flame screen?
ANS) Flame Arrester will not let the fire to come out from inside.
Flame Screen will not let the fire to come in from outside.

Q146) WHAT IS REQUIREMENT FOR CO2 STORAGE ROOM?

ANS)Carbon dioxide storage rooms

The following requirements are applicable only for the storage rooms for fire-extinguishing
media of fixed gas fire-extinguishing systems:
1)The storage room should be used for no other purposes;
2) If the storage space is located below deck, it should be located no more than one deck
below the open deck and should be directly accessible by a stairway or ladder from the
open deck;
3)Spaces which are located below deck or spaces where access from the open deck is not
provided, should be fitted with a mechanical ventilation system designed to take exhaust air
from the bottom of the space and should be sized to provide at least 6 air changes per hour;
and
4)Access doors should open outwards, and bulkheads and decks including doors and other
means of closing any opening therein, which form the boundaries between such rooms and
adjacent enclosed spaces, should be gas tight.

Q147) WHAT ALL MAINTENANCE SHOULD BE CARRIED OUT ON CO2 FIXED FIRE
FIGHTING INSTALLATIONS?

ANS) FIXED HIGH PRESSURE CO2 FIRE EXTINGUISHING Installations: -

* CO2 bottles of fixed CO2 fire extinguishing installation shall be hydraulically tested 20
years after the date on which the bottles were put into use, and every 5 years thereafter.

* The quantity of the medium in the CO2 bottles should be checked once every 4 years. This
may be carried out in batches of 25% of the CO2 bottles annually, or 50% of the CO2 bottles
biennially or in accordance with the ship’s maintenance so long as every CO2 bottle is
checked once every 4 years.

* All stop valves should be checked monthly to ensure that they are in their proper open or
closed position.

* The installation should be checked monthly for leakage.

* All CO2 bottle connections for cable operating clips should be checked for tightness every
3 months.

* All control valves should be inspected annually, and internally inspected every
5 years.

• Air should be blown through the piping of the installation annually.

Q148) WHAT ALL MAINTENANCE SHOULD BE CARRIED OUT ON PORTABLE FIRE

FIGHTING EXTINGUISHER?
ANS)PORTABLE FIRE EXTINGUISHERS: -

* Portable fire extinguishers are to be examined by a competent person annually.

* Each portable fire extinguisher is to be provided with a label indicating that it has been
examined and the date of the examination, or the date of next examination.

* Containers of permanently pressurized portable fire extinguishers and propellant bottles

/ containers of non-pressurized portable fire extinguishers shall be hydraulically pressure
tested as follows:
a. Powder extinguishers every 10 years
b. CO2 extinguishers every 10 years
c. Other extinguishers every 10 years

Q149) HOW WATER & MUDS ARE DRAINED OUT FROM CHAIN LOCKER?

ANS) The chain moves through the chain pipe and the hawse pipe as the anchor is raised or
lowered. The chain pipe connects the chain locker to the deck and the hawse pipe runs from
the deck through the hull of the ship. When recovering the anchor, the anchor and chain are
washed off with a fire hose to remove mud, marine organisms, and other debris picked up
during anchoring. Seawater from the fire hose is directed either through the hawse pipe or
directly over the side onto the chain while recovering the anchor.
The top of the chain pipe has a canvas sleeve to keep water from entering the chain locker
through the chain pipe. Under rare circumstances, like heavy weather, rain or green water
(seawater that comes over the bow during heavy weather) gets under the chain pipe canvas
cover and into the chain locker. A diagram of a typical chain locker is provided in Figure 2.
Any fluid that accumulates in the chain locker sump is removed by either drainage eductor
for discharge directly overboard or by draining the chain locker effluent into the bilge.
As the fluid in the chain locker sump is being drained for overboard discharge, the locker is
sprayed with firemain water to flush out sediment, mud, or silt. An eductor is a pumping
device that uses a high velocity jet of seawater from the firemain system to create a suction
to remove the accumulated liquids and solids.
Q150) what are the main components of the hull?
ANS) The main components are the framing or skeleton to which the platting or skin is
attached. The backbone of the skeleton is the keel to which the frames or ribs are
connected. Deck beams are fitted between the side frames across or athwart the hull
and are fastened to it by brackets. The frames are shaped to the hull lines and the deck
beams are given a slight curve or beam round.

Q151) WHAT IS SHEER STRAKE & WHAT IS ITS IMPORTANCE?

ANS)This is the uppermost strake of side plating which meets the upper deck.

Because when the vessel is subjected to bending the forces alternative from tension to
compression (see Chapter 4) and the sheer strake is subjected to maximum
compressive and tensile stresses. Hence it plays an important part in contributing to
the strength of the hull. The upper edge, which is contoured to the sheer line, must be
smooth and contain no ‘notches’.

Q152) EXPLAIN CORRUGATED WITH HELP OF DIAGRAM?

ANS) Corrugated Type:

As discussed above a lot of extra strengthening is needed to be added to a plain bulkhead to
withstand hydrostatic pressure. By using a corrugated bulkhead the strength is inherently
formed in the construction, this results in a large reduction in weight.

The troughs in the bulkhead on a transverse bulkhead run vertically as shown below

To add additional strengthening on high bulkheads, diaphragm plates are fitted to prevent
the corrugations collapsing in on them.

Additionally, the floors in the double bottom structure below the main watertight bulkheads
must all be watertight. Any penetrating pipe work through a watertight bulkhead must be
fully welded into the bulkhead.
Q153) WHAT IS STRINGER?

ANS)The stiffener used to strengthening the sides surface (hull) of the ship is called
stringers. Without using stringers the hull shape of the ships does not formed.

Q154) Regulation regarding air pollution?

ANS)MARPOL Annex VI:- Regulation for the prevention of pollution by air from ships.
Regulation 12:- Ozone depleting Substance
Any deliberate emissions of Ozone depleting substance shall be prohibited. Deliberate
emissions include emissions occurring in the course of maintaining, servicing, repairing or
disposing of systems or equipments.
New installations, which contain ozone-depleting substance, shall be prohibited on all ships,
except that new installations containing HCFCs are permitted until January 2020.
The substances & equipment containing such substances shall be delivered to appropriate
reception facilities when removed from ships.

Regulation 13:- Nitrogen Oxide (NOx)

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

Regulation 14:- Sulphur Oxide (Sox)

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

Regulation 15: - Volatile Organic Compound

Regulation 16: - Shipboard Incineration

Q155) WHAT IS DOC?

ANS)DOCUMENT OF COMPLIANCE: -
(1) A Company owning or operating a ship to which this Regulation applies shall hold a
Document of Compliance.

(2) The document of compliance shall be issued by the Authority to a Company that
complies with the requirements of Chapter IX of SOLAS and the ISM Code.

(3) The Document of Compliance shall be issued for a period not exceeding five years.

(4) The document of compliance shall only be issued following verification that the Safety
Management System of the company complies with the requirements of the ISM Code and
determination of objective evidence proving that:
(a) A Safety Management System has been effectively implemented; and
(b) The Safety Management System has been in operation for at least three months; and
(c) A Safety Management System has been in operation for at least three months on board at
least one ship of each type operated by the company.

(5) The document of compliance shall be subject to annual verification within three months
before or after the anniversary date to confirm the effective functioning of the Safety
Management System.

(6) The Authority may delegate the evaluation of evidence of compliance with the ISM Code
to the Safety Officer or to an organization recognized by the Authority as being capable of
carrying out such evaluation, or the marine administration of another contracting
government.

(7) The Authority may withdraw the document of compliance if the annual verification is
not requested or if there is evidence of major non-compliance with the ISM Code.

(8) The master of a vessel to which this Regulation applies shall keep on board a copy of the
Document of Compliance and shall, when requested, produce it for verification.

(9) The Authority may issue an interim document of compliance, valid for not more than
twelve months, to facilitate the initial implementation of the ISM Code, where a company is
newly established, or where a new ship type has been added to an existing document of
compliance, provided that the Company has fully demonstrated that it has a Safety
Management System that meets the requirements of the ISM Code.

Q156) WHAT IS SMC?

ANS)
SAFETY MANAGEMENT CERTIFICATE: -
(1) The Safety Officer shall issue a Safety Management Certificate to each ship to which this
Regulation applies, following an initial verification of compliance with the requirements of
the ISM Code, to ensure that the company and its shipboard management system operate in
accordance with the approved safety-management system.

(2) The verification referred to in sub-section (1) shall include:

(a) The verification that the document of compliance for the company responsible for the
operation of the ship is applicable to that particular type of ship; and
(b) An assessment of the shipboard Safety Management System to ensure that it complies
with the requirements of the ISM Code and that it is implemented and has been functioning
for at least three months aboard the ship.
(3) The Safety Management Certificate shall be issued for a period not exceeding five years.

(4) The Safety Officer may delegate the evaluation of evidence of:
(a) Compliance with the ISM Code; and
(b) Maintenance of a Safety -Management System, to an organization recognized by the
Authority as being capable of carrying out such evaluation, or the marine administration of
another Contracting Government.
(5) The Safety Management Certificate shall be subject to at least one intermediate
verification to confirm the effective functioning of the safety management system and that
any modifications carried out since the previous verification comply with the requirements
of the ISM Code.

(6) The Safety Officer may withdraw the Safety Management Certificate if there is evidence
of major non-compliance with the approved Safety-Management System.

(7) The master of a vessel to which this Regulation apply shall keep on board the original
Safety Management Certificate and shall, whenrequested, produce it for verification.

(8) The Safety Officer may issue an interim Safety Management Certificate, valid or not
more than six months, to new ships on delivery, or where a company takes on responsibility
for the management of a ship which is new to the company, provided that –
(a) The company has fully demonstrated that it has a Safety Management System that meets
the requirements of the ISM Code; and
(b) The document of compliance is relevant to the ship; and
(c) The master and senior officers are familiar with the Safety Management System and the
arrangements for its implementation; and
(d) The company has provided essential information and instructions to the master before
sailing; and
(e) The company has provided relevant information on the safety management system in
the working language or languages understoodby the ship's personnel; and
(f) The company plans to audit the ship within t

Q157) WHAT ALL CHECKS DOES PSC INSPECTOR ON SHIP MAKE?

ANS)
• Is the ISM Code applicable to the ship?
• Is ISM certification on board?
• Are certificates and particulars in order?
• Is there a Company safety and environmental protection policy and are
the appropriate crew members familiar with it?
• Is the Safety Management documentation readily available on board?
• Is the relevant documentation on the SMS in a working language or a language understood
by the ship’s crew?
• Can senior officers identify the Company responsible for the operation of the ship and
does this correspond with the entity specified on the ISM certificates?
• Can senior officers identify the “designated person“?
• Are procedures in place for establishing and maintaining contact with shore management
in case of emergency?
• Are programs for drills and exercises to prepare for emergency actions available on
board?
• How have new crew members been made familiar with their duties and are there
instructions available which are essential prior to sailing ?
• Can the Master provide documented proof of his responsibility and authority, which
should include his overriding authority?
• Does the ship has a routine maintenance and is there records available?
• Have non-conformities, accidents, incidents and hazardous situations been reported to the
Company and has timely corrective actions been taken by the Company?
• Are there procedures in place to maintain the relevant documentation?
• Are there procedures in place intended to internal audits and have internal audits been
carried out? (PSC Officer, normally, does not examine the contents of non-conformities
resulting from internal audits).
• If detainable deficiencies and/or many deficiencies are detected, the PSC officer will use
his professional judgment to decide if thismeans a failure of the Safety Management System.

Q158) EXPLAIN MAJOR NON-CONFORMITY?

ANS)Major non-conformity means an identifiable deviation, which poses a serious threat to

crewmembers or to the ship or is a serious risk to the environment and requires immediate
action. In addition, the lack of effective and systematic implementation of an ISM
requirement is considered as major non-conformity.

The ship should correct all the following major non-conformities prior to departure:

• The ISM certificates are not on board.

• The Company mentioned on the DoC is not the same as the Company mentioned on the
SMC.
• The Safety Management documentation is not on board.
• Safety information is not in the working language or in the language understood by the
crew.
• Senior officers are unable to identify the operator and designated person.
(nocommunication ship/shore).
• There is no procedure to contact the Company in emergency situations.
• Drills have not been carried out according to the program.
• New crew-members are not familiar with their duties (within the SMS).
• Master’s overriding authority is not documented and Master is unaware of his authority.
• No records of maintenance kept or no evidence of maintenance has
• No records of maintenance kept or no evidence of maintenance has been carried out as
indicated in the records.

Q159) WHAT ARE ISM & WHAT ALL CERTIFICATES SHIP SHOULD HAVE IN
ACCORDANCE WITH ISM CODE?

ANS)International Safety Management (“ISM”) Code means the International

Management Code for the Safe Operation of Ships and for Pollution
Prevention.

Ships should have ISM certification on board, in accordance with the ISM Code: copy of the
Document of Compliance (“DoC”) issued to the Company and the safety Management
Certificate (“SMC”) issued to the ship. The SMC is not valid unless the operating Company
holds a valid DoC for that ship.
The type of ship indicated on the SMC should be the same as indicated on the
DoC.
The Company’s particulars indicated on the DoC and the SMC should be the same.

Q160) WHAT IS CLEARGROUND?

ANS)If “clear grounds” are detected, the ship will be subject to a more detailed inspection.
Clear grounds include missing or inaccurate ISM certification or detainable deficiencies in
other areas.
Many non-detainable deficiencies may also be an evidence of a deficient management
system.

Q161) WHAT IS CONFORMITY?

ANS) An observed situation where objective evidence indicates the non-fulfillment of a

specified requirement of the ISM Code or the Company's SMS. This deviation or the
identified lack of a plan or instruction for a key shipboard operation. Could endanger the
safety of people, the ship its cargo and the environment.

Q162) Emergency Fire pump-Location, Capacity & how to check performance?

ANS) Location of Emergency Fire pumps: - The space containing the pump should not be
contiguous to the boundaries of machinery space or those spaces containing main fire
pumps.
Normally located at: Steering Gear Compartment, Aft of Collision Bulkhead, Shaft Tunnel,
and Forward part of ship.

Capacity: - Shall have capacity not less than 25 m3/hr & pump should be able to deliver
water at following pressure with two hydrants opens:
Passenger Ship above 4000 GRT: -4 bar
Passenger ship below 4000 GRT: -3 bar
Cargo ship above 6000 GRT: -2.7 Bar
Cargo ship below 6000 GRT: -2.5 bars
The throw at the top most deck should not be fewer 12 meters.

Q163) WHAT IS GARBOARD STRAKE?

ANS) A strake is part of the shell of the hull of a boat or ship, which, in conjunction with the
other strakes, keeps the sea out and the vessel afloat. It is a strip of planking in a wooden
vessel or of plating in a metal one, running longitudinally along the vessel's side, bottom or
the turn of the bilge, usually from one end of the vessel to the other.

GARBOARD STRAKE: -Strake adjacent to the keel on each side of the ship is called Garboard
strake.

Q164) How to calibrate Oxygen Analyzer?

ANS) a. SPAN Gas: - SPAN gas consists of 99.99% Nitrogen. As per it the O2 analyzer should
show 0.01% oxygen.
b. The analyzer is kept in fresh air where it should show 20.97% oxygen.

Q165) EEBD/SCBA checks and operation?

ANS)Checks on SCBA: -self-contained breathing apparatus: -
a. Examine all tubing for any cracks, cuts or any damage.
b. Examine inhalation/ exhalation valve and facemask is clear, clean & dry.
c. Open cylinder valve, listen for audible leaks(with positive pressure sets)
d. Check whether correct pressure is maintained inside the cylinder.
e.To check actual cylinder air pressure & that there are no leaks in the system. Open the
cylinder valve & read the pressure registered on the gauge, compare with full pressure
marked on the cylinder. Close the valve & observe the pressure gauge. Pressure should not
drop more than 10 bars in 1 min.
f. Check correct operation of the audible warning whistle. When 80% of Oxygen is
consumed whistle should blow automatically telling wearer that only 20%( 10 mins) of air
is left inside.

g. Tightness of facemask& wearer’s face is checked for effective tightness of the seal.
h. Pressure gauge to be checked for proper working.
i. Cylinder valve should operate freely

Q166) what is given in SOLAS Chapter 4, 5 & 11-1?

ANS)SOLAS Chapter 4 refers to Radio communication. In this chapter International Navtex,
Sea Area A1, A2, A3 & A4, GMDSS, Digital selective Calling is defined.
SOLAS Chapter 5 refers to Safety of Navigation. This chapter tells about Voyage Date
Recorders, Navigation Bridge visibility, steering gear testing & drills.
SOLAS Chapter 11-1 refers to Special measures taken to enhance maritime safety. In this
chapter, it is told about Ships Identification Number, Continuous Synopsis Record.

Q167) DRAW EXPANSION BELLOW?

ANS)

An expansion piece is fitted in a pipeline, which is subject to considerable temperature

variations. One type consists of a bellows arrangement, which will permit movement in
several directions and absorb vibration. The fitting must be selected according to the
variation in system temperatures and installed to permit the expansion and contraction
required in the system.

Q168) WHAT IS MUD BOX & WHAT IS ITS PURPOSE?

ANS)Mud boxes: -
Mud boxes are fitted into the machinery space bilge suction piping. The mud box is a coarse
strainer with a straight tailpipe down to the bilge. To enable the internal perforated plate to
be cleaned when necessary, the lid of the mud box is easily removed without disconnecting
any pipe work.
Q169) why emergency bilge suction is BELL MOUTHED?
ANS)The bell end or foot should provide an inlet area of about one-and-a-half times the
pipe area.
It should also be a sufficient distance from the bottom plating and nearby structure to
provide a free suction area, again about one-and-a-half times the pipe area.

Q170) WHAT IS STEAM TRAP & WHAT IS ITS PURPOSE?

ANS)A steam trap does as its name implies and permits only the passage of condensed
steam. It operates automatically and is situated in steam drain lines. Various designs are
available utilizing mechanical floats which, when floating in condensate, will enable the
condensate to discharge. Other designs employ various types of thermostat to operate the
valve, which discharges the condensate.
Q171) where u will find information on code on ship?
ANS) On Navigational Bridge.

Q172) WHAT IS OBSERVATION?

ANS)Observation: -
An observation means a statement of fact made during a safety management audit and
substantiated by objective evidence. The company/ship is not liable to provide evidence of
the corrective action taken for an Observation.

Q173) How aft peak tank is sealed from stern tube?

ANS)The propeller enters the shaft outside from the ship, acting as its barrier. In case of
water-cooled Stern Tube, Gland packing is used to prevent water ingress inside. But incase
of Lignum vitae bearing, some water is allowed to go.
In case of Oil cooled Stern tube, the rubber seals fitted with springs are used.

Q174) WHAT ALL PRECAUTIONS SHOULD BE TAKEN DURING BUNKERING?

ANS)

1) Sawdust is a great absorbent and hence ample amount of sawdust should be kept in
sacks on deck so that if any leakage takes place during the bunkering procedure, it can be
easily controlled by putting sawdust on it.

2) Proper means of communication with the use of hand held radio sets or other means
should be established between the ships crew and the staff at the bunkering installation to
avoid misunderstandings.

3) The scuppers should be closed to make sure that no oil goes overboard.

4) Drips trays should be closed off.

5) The bunkering lines should be properly checked and fuel tank valves should be carefully
checked before commencing bunkering.

6) Valves not in operation should be effectively sealed off.

7) A sounding of all the ship tanks should be done before starting the bunkering operation.

8) Sounding equipment should be checked properly before the bunkering starts.

9) A marker to indicate the filling up of a particular tank should be used.

10) Port authorities should be immediately contacted in case of a major oil spill.

11) There should be no damage to the hose and it should be of a sufficient length. The
couplings should also be checked for any damage.

12) High level alarms of bunker tanks should be properly checked for their functioning.

13) The SOPEP lockers should be checked whether they have sufficient supplies.

14) Oil absorbing apparatus like oil absorbing pads should be kept at important areas to
reduce any oil leaks.

15) Make sure the bunkering plans are agreed upon by all officers onboard the ship.

16) Discuss the procedures to be undertaken in case of an emergency with the supplier.

17) A proper system of signals for communication should be established between the
shipboard crew and suppliers.

18) Fire extinguishers and other fire fighting apparatus should be readily available.

Q175) How u measure rudder drops and purpose?

ANS) Rudder drop is measured by Trammel Gauge.
Purpose: - To know about the rudder jumping.
Q176) what is regulation 13G and 13H?
ANS) For information of all Ship Owners, Operators and Charters of single hull oil tankers
The 50th session of the IMO Marine Environment Protection Committee (MEPC 50) held on
December 1 and 4, 2003 has adopted amendments to MARPOL 73/78 Annex 1 Regulation
13G and introduced a new Regulation 13H together with amendments to the Condition
Assessment Scheme (CAS). These amendments should be deemed to have been accepted by
04-10-2004 and the new Regulation will enter into force on 05-04-2005.

Prevention of Accidental Oil Pollution - Measures for existing Oil Tankers:

Amendments to MARPOL 73/78, Annex I, Regulation 13G:
1. Category 1 oil tankers are to be phased-out by 2005
2. Category 2 and 3 oil tankers will be gradually phased-out from 2005 to 2010 as per their
delivery date.
3. Category 2 and 3 oil tanker of 15 years and over is to be subjected to the Condition
Assessment Scheme (CAS)
4. Category 2 and 3 tankers which are provided with either double bottom or double sides
are permitted to trade beyond their phase-out date until 25 years of age, subject to
acceptance by the flag administration.

5. The amendments introduce a new CAS regime for Category 2 and 3 tankers of 15
years and older by requiring a CAS survey to be held at the first intermediate or renewal
survey after April 5, 2005.
6. Provided that a satisfactory CAS survey is held before the phase-out date, Category 2 and
3 tankers can trade until they reach 25 years of age, or their anniversary date of delivery in
2015, whichever occurs first.

MARPOL 73/78 Annex 1

Regulation 13H
This new Regulation prohibits the carriage, as cargo, of heavy grade oil by Category
2 or 3 tankers of 5000 tonnes deadweight and above after April 5, 2005. All tankers of less
than 5000 tonnes deadweight but more than 600 tonnes deadweight are to be provided
with double bottoms and double sides by 2008.
The Flag Administration may allow carriage of heavy grade oil as cargo beyond the above
dates subject to certain conditions being complied with, for example ships on domestic
voyages, floating storage units operating in areas under a flag administrations jurisdiction
and certain oil densities being transported by tankers that have been subjected to
satisfactory CAS surveys.
Right to deny entry
Both Regulations 13G and 13H contain provisions to permit a Port State to deny
entry into their ports and offshore terminals of all Category 2 or 3 tankers trading beyond
2010 and those carrying heavy grade oil as cargo.
CAS
The Condition Assessment Scheme (CAS) was amended by modifying its application to
include Category 3 tankers age 15 years and older and tankers carrying heavy grade oil as
cargo. Provisions were included in the certification requirements of CAS to cater for the
time required by the flag administration to review the final report and issue a Statement of
Compliance
 Definitions

Category 1: So-called pre-MARPOL single hull oil tankers, being crude oil tankers of
20000 tons deadweight and above and oil product carriers of 30000 tons deadweight and
above having no segregated ballast tanks in protective locations (SBT / PL). These are the
most vulnerable and oldest tankers. Generally constructed before 1982.
Category 2: corresponds to MARPOL single hull tankers, being of the same size as
category 1, but which are equipped with SBT / PL. Generally constructed between 1982
and 1996.
Category 3: corresponds to single hull oil tankers below the size limits of categories 1 and 2
but above 5000 tons deadweight. These smaller tankers often operate in regional traffic.

Heavy grade oi1 means any of the following:

(a) Crude oils having a density higher than 900 kg/m3
(b) Fuel oils having either a density higher than 900 kg/m3 at 150 C or a
Kinematic viscosity higher than 180 mm2 /s at 50 C
(c) Bitumen, tar and their emulsions.

Q177) what happens if allowed rudder drop is not kept?

ANS) The bearings on which rudder weight is coming will wear down fastly.

Q178) WHAT IS TRANSOME POST?

ANS)

A transom
ransom is, at its simplest definition, the back part of a boat or a ship. Transoms come in
many shapes and have different functions based on the size and type of boat.
Types
Transoms are sometimes just the back end of the boat; they can be curved or flat and the
bottom edge of the transom is usually at or just above the waterline.
Function
On smaller ships and boats with outboard motors, the transom is used to attach the motor
to the boat. Wires, cables and the power supply go through the transom.
Significance
Larger boats often use the transom to advertise the name of the boat, and a transom stern
increases the amount of deck space available for the boat. Boats with outboard motors need
a transom to attach the motor to the boat.
Benefits
A transom stern in a larger ship reduces the overall construction cost for the ship; a
traditional convex stern costs more and can restrict deck space.
Identification
Its flat, squarish shape can recognize a transom on larger ships, such as shipping boats and
some cruise ships.
Q179) WHAT IS STREN FRAME?

ANS) Stern frame: -

A large casting attached to the after end of the keel, incorporating the rudder
gudgeons and propeller post in single
single-screw ships

Sternpost: -
The vertical part of the stern frame to which the rudder is attached

Q180) DRAW STIFFNER?

ANS)
Q181) WHAT IS ISGOTT?
ANS)ISGOTT: -International Safety Guide for Oil Tankers and Terminals.

Q182) ENTRY PROCEDURE IN PUMP ROOM?

ANS)Entry Procedures: -
It is strongly recommended that a formalized permit system is employed to control pump
room entry, regardless ofWhether or not a fixed gas detection system is in use, and that
clear procedures are established with regard toundertaking pre-entry checks.
In addition to detailing pre-entry checks, procedures should advocate the use of personnel
gas monitors for thoseentering the space.
Arrangements should be established to enable effective communication to be maintained at
all times betweenpersonnel within the pump room and those outside. Regular
communication checks should be made at pre-agreedintervals and failure to respond should
be cause to raise the alarm.
A communications system should provide links between the pump room and the navigation
bridge, engine room andcargo control room. In addition, audible and visual repeaters for
essential alarm systems, such as the general alarm,should be provided within the pump
room.
The frequency of pump room entry for routine inspection purposes during cargo operations
should be criticallyreviewed with a view to minimizing personnel exposure.

Q183) SAFETIES ON TANKER SHIPS?

ANS)
* Restriction of Smoking, other Burning activities and Naked Lights.
* Prohibition of Using Fire except in Designated Areas and Control of Potential Ignition
Sources

* Standards for Use of Private Electric Appliances and other Portable Electrical Equipment

* No Wiring without Permission

* Closing Portholes and doors

* Control of personnel in cargo tank deck areas

* Attention to Visitors

* Precautions when storing Spontaneously Combustible Materials: - Materials, which may

cause spontaneous combustion (saw dust, oily rags, especially oil of vegetable origin, etc)
must be stored in a well ventilated area to prevent the accumulation of flammable gases.
They are liable to ignite without the external application of heat, as a result of gradual
heating within the material produced by oxidation.

* Precautions against Sparks from Funnel

Q184) PROCEDURE FOR OPERATING CO2 FLOODING SYSTEM IN EVENT OF FIRE?

ANS) In case of a major engine room fire on merchant ships, CO2 fixed fire extinguishing
system is the most common method used for extinguishing fire. The chief engineer of the
ship is responsible for operating the system, after taking all precautionary measures.

There have been several cases in the past; wherein the engine room crew has been killed
not because of the fire but because of suffocation after CO2 was released in the engine room.
Suffocation of the crew combined with re-ignition of fire due to lack of air tight engine room
has resulted in gruesome condition as after using CO2 no more firefighting method is
available (CO2 system can be used only once).
The CO2 operator in-charge i.e. Chief engineer (or 2nd engineer in C/E’s absence) has to be
extremely careful when it comes to following procedure to avoid fire or any casualty.
Following steps are to be followed without fail for extinguishing major find in engine room.
1. On outbreak of fire, the fire alarm will sound and bridge officer will know the location of
fire. If the fire is big enough to fight with portable extinguishers, all crew should be gathered
in muster station for head count.
2. Inform wheelhouse about the situation of the fire and the chief engineer should take
decision in consent with the master to flood the engine room with CO2 to extinguish fire.
3. Emergency generator should be started, as CO2 flooding requires all machineries
including auxiliary power generator to be stopped.
4. Reduce ship speed and stop the main engine at safe location. Captain should inform the
nearest coastal authority if the ship is inside a coastal zone.
5. Open the Cabinet of CO2 operating system in the fire station with the Key provided
nearby in glass case. This will give an audible CO2 Alarm in the engine room.
6. Some systems and machinery like engine room blowers and fans etc. will trip with
opening of CO2 cabinet. Counter checks all the tripped system for surety.
7. Make sure there no one is left inside the engine room by repeating the head count.
8. Operate all remote closing switches for quick closing valve, funnel flaps, fire flaps, engine
room pumps and machinery, watertight doors etc.
9. Air condition unit of ECR should be stopped.
10. Close all the entrance doors of the engine room and make sure the room is airtight.
11. Operate the control and master valve in the CO2 cabinet. This will sound another alarm
and after 60 seconds time delay CO2 will be released for fire extinguishing.
12. If there is need to enter the engine room for rescuing a person (which must be avoided,
SCBA sets and life lines should be used). Safety of personnel should be of the highest
priority during such incidences.

Q185) WHAT IS DUCT KEEL?

ANS)

Q186) How to measure propeller drop?

ANS) Propeller drop is measured with Poker Gauge.
Q187) WHAT IS FLARE?

ANS)Flares: -
There are three types of flare carried on board ships — red hand held, orange smoke and
parachute. These are designed for day or night use and are used to attract attention of other
boat or passing aircraft.
Flares must be regularly inspected (expiry date three years from manufacture) and stowed
in a readily accessible position in a watertight container away from heat.
Again it is vital that all crew know the correct safety precautions and firing procedures.
Operating instructions might differ depending on the manufacturer. Instructions must be
read and carefully followed.
Effective ranges of flares in conditions of good visibility are:
At night
• Parachute flare — 25 to 35 nautical miles.
• Hand flare — five to 10 nautical miles.
By day
• Orange smoke — very limited, up to 1.4 nautical miles, better from air.
• Red (hand and parachute) — may attract attention by day.
• Only flares that are within the manufacturer's expiry date can be considered as part
of the safety equipment complement for your boat.
• You can dispose of flares that have passed the manufacturer's expiry date at these
flare disposal locations.
• There are severe penalties for misuse of flares and any offender may also face the
costs of labour undertaken, risk incurred, or loss sustained in consequence of the
signals.

Q188) Limits of NOx & SO x and why they are not applicable to boilers? What are the
precautionary & prevention measure to reduce? What are the certificates concerning this?
ANS) Limits of NOx: -
a. 17.0 g/Kw-h when n less than 130 rpm.
b. 45.0 x n -0.2 g/Kw-h when is 130 or more but less than 2000 rpm
c. 9.8 g/Kw-h when n is 2000 rpm or more.

Limits of Sox: -
Outside SECA the Sox content in fuel oil should not be more than 4.5 %.
Inside SECA the Sox content in fuel oil should not be more than 1.5 %.
If the fuel oil taken in SECA is having more than 1/5 % Sox content, then Exhaust Gas
Cleaning system be fitted to reduce the total emission of sulphur oxides from ship, including
both auxiliary and main propulsion engines to 6.0 g Sox / Kw-hor less.
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.

Q189) EXPLAIN ALL MARPOL ANNEXS?

ANS)Annex I - Prevention of Pollution by Oil
Annex I allows for specific discharges of oil from tankers only when certain conditions are
met. In addition, the maximum quantity of oil permitted to be discharged on a ballast
voyage of oil tankers is limited and applies equally to both persistent and non-persistent
oils.
Annex I also defines "special areas" which are considered to be so vulnerable to pollution by
oil that oil discharges within them have been completely prohibited, with minor and well
defined exceptions.
Annex I entered into force internationally on 2 October 1983 and for Australia on 14
January 1988. On 15 October 2004 MEPC adopted a revised version of Annex I, which
entered into force both internationally and for Australia on 1 January 2007.
The revised Annex I incorporates the various amendments adopted since MARPOL entered
into force in 1983, including the phasing-in of double hull requirements for oil tankers. It
also separates the construction and equipment provisions from the operational
requirements and makes clear the distinctions between the requirements for new ships and
those for existing ships.
Annex II - Prevention of Pollution by Noxious Liquid Substances in Bulk
Annex II details discharge criteria and measures for the control of pollution by noxious
liquid substances carried in bulk.
Annex II regulates the discharge of the residues of about 250 substances. The discharge of
their residues is allowed only to reception facilities unless certain concentrations and
conditions (which vary with the category of substances) are complied with.
No discharge of residues containing noxious substances is permitted within 12 nautical
miles of the nearest land. More stringent restrictions apply to special areas.
Annex II entered into force internationally on 6 April 1987 and for Australia on 14 January
1988.
On 15 October 2004 MEPC adopted a revised version of Annex II, which entered into force
both internationally and for Australia on 1 January 2007.
The revised Annex II includes a new four-category categorization system for noxious and
liquid substances. In addition, improvements in ship technology, such as efficient stripping
techniques, have made possible significantly lower permitted discharge levels of certain
products.
Annex III - Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Forms
Annex III contains general requirements for the issuing of detailed standards on packing,
marking, labeling, documentation, stowage, quantitylimitations, exceptions and
notifications for preventing pollution by harmful substances.
Annex III entered into force internationally on 1 July 1992 and for Australia on 10 January
1995.
Annex IV - Prevention of Pollution by Sewage from Ships
Annex IV deals with the discharge of sewage into the sea, ships' equipment and systems for
the control of sewage discharge, the provision of facilities at ports and terminals for the
reception of sewage, and requirements for survey and certification.
It is generally considered that on the high seas, the oceans are capable of assimilating and
dealing with raw sewage through natural bacterial action and therefore the regulations in
Annex IV of MARPOL prohibit ships from discharging sewage within a specified distance of
the nearest land, unless they have in operation an approved treatment plant.
Annex IV entered into force internationally on 27 September 2003 and for Australia on
27 May 2004. A revised Annex IV was adopted on 1 April 2004 and entered into force on
1 August 2005.
Annex V - Prevention of Pollution by Garbage from Ships
Annex V deals with different types of garbage and specifies the distances from land and the
manner in which they may be disposed of. The requirements are much stricter in a number
of special areas. The Annex imposes a complete ban on the dumping into the sea of all forms
of plastic.
Annex V entered into force internationally on 31 December 1988 and for Australia on
14 November 1990.
Annex VI - Prevention of Air Pollution from Ships
The Annex sets limits on the emissions of nitrogen oxides (NOx) from marine diesel engines,
requires ships to avoid using fuel with sulphur content exceeding 4.5% by mass, prohibits
deliberate emissions of ozone depleting substances, and prohibits the incineration of
certain products on board ships. Furthermore, if a ship is within a sulphur oxides (SOx)
Emission Control Area, it has to use a fuel with a sulphur content not exceeding 1.5% by
mass, or an exhaust gas cleaning system or any other approved apparatus to limit SOx
emissions.
From 1 January 2012, the global sulphur cap shall be 3.5% and is scheduled to decrease to
0.5% from 1 January 2020. However, the 2020 decrease is subject to a feasibility review to
be completed by the IMO no later than 2018, which shall consider among other issues, the
availability of compliant fuel. The sulphur limit in SOx Emission Control Areas shall be 1.0%
from 1 July 2010 and shall decrease to 0.1% from 1 January 2015.
Reductions in NOx emissions from marine engines also form part of the revised Annex VI.

Q190) EXPLAIN THE REGULATION FOR SEWAGE HOLDING TANK?

ANS)Regulation 11.1.1 of the revised Annex IV of MARPOL 73/78 requires that untreated
sewage, which may be discharged at more than 12 nautical miles from the nearest land,
should not be discharged instantaneously but at a moderate rate of discharge when the ship
is en route and proceeding at a speed not less than 4 knots, while the rate should be
approved by the Administration based upon standards developed by the Organization.
This Recommendation provides the standard and guidance for the approval and calculation
of a moderate rate of discharge.

1.2 A moderate rate of discharge applies to the discharge of untreated sewage that has been
stored in holding tanks.

1.3 This standard does not incorporate the dilution of sewage with water or greywater into
calculations of the discharge rate. Therefore the rate is a conservative estimate and it is
recognized that discharges of sewage in accordance with this standard will present a higher
level of protection to the marine environment due to mixing prior to the actual discharge in
addition to the mixing action of the ship’s wake.

The maximum permissible discharge rate is 1/200,000 (or one 200,000th part) of swept
volume as follows:
DRmax = 0.00926 V D B
Where:
DRmax is maximum permissible discharge rate (m3/h)
V is ship’s average speed (knots) over the period
D is Draft (m)
B is Breadth (m)
3.2 The maximum permissible discharge rate specified in 3.1 refers to the average rate as
calculated over any 24 hour period, or the period of discharge if that is less, and may be
exceeded by no more that 20% when measured on an hourly basis.

Before undertaking a sewage discharge in accordance with this standard, the crew member
responsible for sewage operations should ensure that the ship is en route, is more than 12
nautical miles from the nearest land and the navigation speed is consistent with the
discharge rate that has been approved by the Administration. Ships with high discharge
requirements are encouraged to keep notes of calculations of the actual
discharges to demonstrate compliance with the approved rate.

Q191) what all things are written in BDN (Bunker Delivery Note)?
ANS)a. Name of Barge/Port
b. Position of vessel.
c. Delivery date
d. IMO number
e. Gross tonnage of Vessel
f. Vessel name
g. Time of starting
h. Time of stopping
i. Product name & code
j. Viscosity at 50 Degree C
k. Density @ 15°C
l. Water Content % V/V
m. Flash Point ° C
n. Sulphur Content % m/m
o. Pour Point °C
p. Quantity taken @ 35°C

Q192) EXPLAIN REVISED MARPOL REGULATION 5 FOR GARBAGE?

ANS)Revised MARPOL Annex V text approved: The MEPC approved, with a view to
adoption at its next session, amendments to revise and update MARPOL Annex V
Regulations for the prevention of pollution by garbage from ships, following a
comprehensive review of this Annex.
The main changes include the updating of definitions; the inclusion of a new requirement
specifying that discharge of all garbage into the sea is prohibited, except as expressly
provided otherwise (the discharges permitted in certain circumstances include food wastes,
cargo residues and water used for washing deck and external surfaces containing cleaning
agents or additives which are not harmful to the marine environment); expansion of the
requirements for placards and garbage management plans to fixed and floating platforms
engaged in exploration and exploitation of the sea-bed; and the proposed addition of
discharge requirements covering animal carcasses.

Q193) WHAT ALL IMO CERTIFICATES SHOULD ALL SHIP HAVE?

ANS)
1. International Tonnage Certificate1A
2. International Load Line Certificate2A
3. International Load Line Exemption Certificate3A
4. Intact Stability Booklet1B
5. Damage Control Plans and Booklets2B
6. Minimum Safe Manning Document4A
7. Fire Safety Training Manual3B
8. Fire Control Plan/Booklet4B
9. On board Training and Drills Record1C
10. Fire Safety Operational Booklet5B
11. Certificates for Masters, Officers or Ratings6B
12. International Oil Pollution Prevention Certificate5A
13. Oil Record Book2C
14. Shipboard Oil Pollution Emergency Plan7B
15. International Sewage Pollution Prevention Certificate 6A
16. Garbage Management Plan8B
17. Garbage Record Book3C
18. Voyage Data Recorder System – Certificate of
Compliance7A
19. Cargo Securing Manual9B
20. Document of Compliance8A
21. Safety Management Certificate9A
22. International Ship Security Certificate (or Interim)10A
23. Ship Security Plan and Associated Records10B
24. Continuous Synopsis Record4C
25. Noise Survey Report

Q194) WHAT CERTIFICATES PASSENGER SHIP NEEDS TO CARRY?

ANS)
* Passenger Ship Safety Certificate/Exemption
Certificate11A
* Special Trade Passenger Ship Safety Certificate12A
* Special Trade Passenger Ship Space Certificate13A
* Search and Rescue Co-operation Plan11B
* List of Operational Limitations12B
* Decision Support System for Masters13B

Q195) WHAT CERTIFICATES CARGO SHIP SHOULD CARRY?

ANS)
* Cargo Ship Safety Construction Certificate14A
* Cargo Ship Safety Equipment Certificate15A
* Cargo Ship Safety Radio Certificate16A
* Cargo Ship Safety Certificate17A
* Exemption Certificate18A
* Document of Authorization for the Carriage of Grain19A
* Certificate of Insurance or Other Financial Security inrespect of Civil Liabilities for Oil
Pollution Damage20A
* Enhanced Survey Report File6C
* Record of Oil Discharge Monitoring and Control
* System for the last Ballast Voyage7C
* Cargo Information8C
* Bulk Carrier Booklet14B
* Dedicated Clean Ballast Tank Operation Manual15B
* Crude Oil Washing Operation and Equipment Manual16B
* Condition Assessment Scheme Statement of
Compliance, CAS Final Report and Review Record17B
* Hydrostatically Balanced Loading Operational
Manual18B
* Oil Discharge Monitoring and Control Operational
Manual19B
* Subdivision and Stability Information20B

Q196) WHAT CERTIFICATES TO BE CARRIRED BY A SHIP CARRYING NOXIOUS LIQUID

CHEMICAL IN BULK?

ANS)
* International Pollution Prevention Certificate for theCarriage of Noxious Liquid
Substances in Bulk21A
* Cargo Record Book9C
* Procedures and Arrangements Manual21B
* Shipboard Marine Pollution Emergency Plan forNoxious Liquid Substances22B

Q197) WHAT CERTIFICATE ANY CHEMICAL TANKERS SHOULD HAVE?

ANS) Certificate of Fitness for the Carriageof Dangerous Chemicals in Bulk22A

Q198) EXPLAIN THE REGULATIONS FOR GARBAGE DISPOSAL?

ANS) Under Annex V of the Convention, garbage includes all kinds of food, domestic and
operational waste, excluding fresh fish, generated during the normal operation of the vessel
and liable to be disposed of continuously or periodically.
Annex V totally prohibits of the disposal of plastics anywhere into the sea, and severely
restricts discharges of other garbage from ships into coastal waters and "Special Areas".
The Annex also obliges Governments to ensure the provision of reception facilities at ports
and terminals for the reception of garbage.
The special areas established under Annex V are:
• The Mediterranean Sea
• The Baltic Sea Area
• The Black Sea area
• The Red Sea Area
• The Gulfs area
 • The North Sea
• The Wider Caribbean Region and
• Antarctic Area
These are areas, which have particular problems because of heavy maritime traffic or low
water exchange caused by the land-locked nature of the sea concerned.

The regulation makes it clear that port State control officers can inspect a foreign-flagged
vessel "where there are clear grounds for believing that the master or crew are not familiar
with essential shipboard procedures relating to the prevention of pollution by garbage".

All ships of 400 gross tonnages and above and every ship certified to carry 15 persons or
more, and every fixed or floating platform engaged in exploration and exploitation of the
seabed to provide a Garbage Record Book and to record all disposal and incineration
operations.

The date, time, position of ship, description of the garbage and the estimated amount
incinerated or discharged must be logged and signed. The Garbage Record Book must be
kept for a period of two years after the date of the last entry. Thisregulation does not in
itself impose stricter requirements - but it makes it easier to check that the regulations on
garbage are being adhered to as it means ship personnel must keep track of the garbage and
what happens to it. It may also prove an advantage to a ship when local officials are
checking the origin of dumped garbage - if ship personnel can adequately account for all
their garbage, they are unlikely to be wrongly penalized for dumping garbage when they
have not done so.

All ships of 400 gross tonnage and above and every ship certified to carry 15 persons or
more will have to carry a Garbage Management Plan, to include written procedures for
collecting, storing, processing and disposing of garbage, including the use of equipment on
board. The Garbage Management Plan should designate the person responsible for carrying
out the plan and should be in the working language of the crew.

The regulation also requires every ship of 12 meters or more in length to display placards
notifying passengers and crew of the disposal requirements of the regulation; the placards
should be in the official language of the ship's flag State and also in English or French for
ships traveling to other States' ports or offshore terminals.

Q199) EXPLAIN SOLAS?

ANS) The International Convention for the Safety of Life at Sea (SOLAS) is one of the oldest
conventions of its kind. The first version was adopted in 1914 following the sinking of the
R.M.S. "TITANIC" with the loss of more than 1500 lives.
Since then, there have been four more versions of SOLAS – 1929, 1948, 1960, and the
present SOLAS 1974 version, which entered into force in 1980. Parts of the Convention
apply to every ship, including small pleasure craft.
A Protocol of 1978 (SOLAS Protocol 1978) dealing with safety matters relating to tankers
was adopted by the International Conference on Tanker Safety and Pollution Prevention,
and came into force in 1981. Over the last 20 years there have been several amendments to
both treaty documents. These amendments are not just to correct the spelling! Since 1974
the amendments have added extra chapters to SOLAS, for GMDSS, ISM, etc., and in 1988 a
new SOLAS Protocol replaced the Protocol of 1978.
As SOLAS is an agreement between Governments who 'undertake to give effect to the
provisions of the present Convention and the annex thereto', it is ultimately the flag State
under which a yacht is registered who is responsible for interpretations and
implementation of the Regulations. Yacht owners should always contact their national
maritime administrations for guidance and relevant national rules and regulations.
We shall concern ourselves with a look at the consolidated text of the annex to the 1974
SOLAS Convention and the 1988 Protocol, which is divided into 12 chapters. Each chapter
contains Regulations, and the numbering of these Regulations starts again with each
chapter. Some chapters have more than one part, and in this case the Regulation numbers
run on through the different parts.

CHAPTER I: General provisions.

Chapter I, Part A – Application, definitions, etc.
Unless expressly provided otherwise, SOLAS applies only to ships engaged on an
‘international voyage’ – which is defined as ‘a voyage from a country to which the present
Convention applies to a port outside such country, or conversely’. (Note that it is ‘expressly
provided otherwise’ in chapter V. The first part of each chapter gives the details of which
types of ship the chapter will apply).
A ‘passenger’ is defined as ‘every person other than:
(i) the master and the members of the crew or other persons employed or engaged in any
capacity on board a ship on the business of that ship; and
(ii) a child under one year of age.’
A ‘passenger ship’ is a ship, which carries more than twelve passengers.
A ‘cargo ship’ is any ship, which is not a passenger ship.
The regulations, unless expressly provided otherwise, do not apply to:
i. Ships of war and troopships.
ii. Cargo ships of less than 500 gross tons.
iii. Ships not propelled by mechanical means.
iv. Wooden ships of primitive build.
v. Pleasure yachts not engaged in trade.
vi. Fishing vessels.
Although ‘pleasure yacht’ is not defined, it follows that if a pleasure yacht is ‘engaged in
trade’ it is – for the purposes of SOLAS – a ‘cargo ship, and if more than 500 gross tons then
the regulations apply.
Regulation 5 provides for Administrations (the Government of the State whose flag the ship
is entitled to fly) to allow any alternative fitting, material, appliance or apparatus to be fitted
or carried, or any other provision to be made in a particular ship, if it is satisfied by trial
thereof or otherwise that the alternative is at least as effective as that required by the
regulations. This gives Administrations fairly wide powers to accept equivalents, although
they are required to pass particulars of the substitution, together with a report on any trials,
to the IMO for them to circulate to other Contracting Governments.
Chapter 1, Part B: Surveys and Certificates.
This section (Regulations 6 – 20) deals with Safety Certificates - who inspects, the types of
Certificates issued, the duration, and measures to be taken in the case that deficiencies are
found.
The inspections and surveys are to be carried out by officers of the Administration, or
surveyors nominated by them. In either case, the Administration assumes full responsibility
for the certificates.
Until recently, cargo ships were always issued with 3 separate safety certificates, unlike
passenger ships which were issued with a single Passenger Ship Safety Certificate which
was valid for 12 months. This was because the different Cargo Ship Safety Certificates had
different duration’s – one year for the Radio Certificate, two for the Equipment Certificate
and five years for the Construction Certificate. Administrations may now issue a single
Cargo Ship Safety Certificate, valid for up to 5 years, but like the separate certificates (which
still may be issued) subject to various intermediate survey requirements. The surveys are
the same whether 3 separate certificates or the single certificate is issued.
Cargo Ship Safety Radio Certificate – issued after survey of the radio equipment and
installation (including any used in life saving appliances). Valid up to 5 years, but subject to
annual surveys. Supplemented by a Record of Equipment.
Cargo Ship Safety Equipment Certificate – issued after survey of the life saving appliances
and arrangements, navigation equipment, fire safety systems and appliances, fire control
plans, embarkation of pilots, and nautical publications. Lights, shapes and sound signals are
also included in this survey for the purpose of ensuring that they comply fully with the
requirements of SOLAS and the International Regulations for Preventing Collisions at Sea
(COLREGS). Valid up to 5 years, but subject to annualsurvey, and a periodical survey (more
thorough than an annual survey) in place of the second or third annual survey.
Supplemented by a Record of Equipment.
Cargo Ship Safety Construction Certificate – issues after survey of hull, machinery and
equipment, including the arrangements, materials and scantlings of the structure,
machinery, steering gear, control systems, electrical installation and other equipment. Valid
up to 5 years, but subject to annual surveys, and an intermediate survey in place of the
second or third annual survey.
When an exemption is granted to a ship, an Exemption Certificate is issued in addition to the
Safety Certificate(s).
All Safety Certificates cease to be valid on change of flag.
Regulation 19 authorizes officers duly appointed by Governments to control visiting ships
(Port State Control), the circumstances under which ships may be detained, and points out
that all possible efforts shall be made to avoid a ship being unduly detained or delayed.
Ships which are unduly detained or delayed shall be entitled to compensation for any loss
or damage suffered.
Chapter 1, Part C: Casualties.
This part contains only Regulation 21, which obliges Administrations to conduct
investigations of any casualty when it judges that it may assist in determining any changes
in the regulations.
CHAPTER II-1 Construction – Structure, subdivision and stability, machinery and electrical
installations
Chapter II-1, Part A – General.
Like all the chapters, this starts with more detail of ships to which the chapter applies.
Chapter II-1, unless expressly provided otherwise, applies to ships built on or after 1 July
1986. Ships built before need to comply with the earlier version of SOLAS 1974. In this
chapter the expression ‘all ships’ means ships constructed before, on, or after 1 July 1986.
The expression is re-defined in each chapter.
Administrations may exempt individual or classes of ships from any requirements which
may be unreasonable or unnecessary, given the sheltered nature of voyages by ships which
do not proceed more than 20 miles from land.
There are good definitions in this part, including ‘permeability of a space’ which is the
percentage of that space which can be occupied by water, measured only to the height of the
‘margin line’, which is a line drawn at least 76mm below the upper surface of the bulkhead
deck at side. The ‘bulkhead deck’ is the uppermost deck up to which the transverse
watertight bulkheads are carried.
Chapter II-1, Part A1: Structure of Ships.
Regulation 3-1 of this part requires ships shall be designed, constructed and maintained in
compliance to the rules of a classification society (or equivalent national standards).
The rest deals with corrosion prevention of seawater ballast tanks, safe access to tanker
bows, and emergency towing arrangements on tankers.
Chapter II-1, Part B: Subdivision and stability.
This part deals with floodable lengths in passenger ships, permeability in passenger ships,
lengths of compartments, stability of passenger ships in damaged condition and similar
subjects – all with formulae for the computation of criterion of service numeral, which
determines the factor of subdivision.
Watertight bulkheads, double bottoms, watertight doors, openings in shell plating, bilge
pumping arrangements, stability information, damage control plans, and related subjects
are covered. Cargo ships require a watertight collision bulkhead located at a distance from
the forward perpendicular of not less than 5% of the length of the ship. This would normally
be 5% of the ships length back from the bow at the waterline, and no doors or openings
(apart from a single pipe protected with valve) are allowed to penetrate this bulkhead.
Cargo ships built on or after 1 February 1992 are required to have a double bottom
extending from the collision bulkhead to the afterpeak bulkhead, as far as this is practicable
and compatible with the design and proper working of the ship.
Chapter II-1, Part B-1: Subdivision and damage stability of cargo ships.
This part applies to cargo ships over 100m built on or after 1 February 1992, and between
80m and 100m if built on or after 1 July 1998. The regulations are intended to provide ships
with a minimum standard of subdivision, and deals with the calculation of the required
subdivision index R, the attained subdivision index A (this not to be less than R), calculation
of the factors pi (the probability that only the compartment or group of compartments
under consideration may be flooded, disregarding any horizontal subdivision) and si, (the
probability of survival after flooding those compartments, including the effects of any
horizontal subdivision).
Related regulations deal with permeability, stability information, openings in watertight
bulkheads and external openings in cargo ships.
Chapter II-1, Part C: Machinery installations.
This part applies to passenger ships and cargo ships. It deals fully with the safety and
reliability of machinery. Some points from this part:
• It requires Administrations to ‘give special consideration to the reliability of single
essential propulsion components’.
• Main Propulsion is to be retained (or restored) in the event of a breakdown of one of
the essential auxiliaries.
• Means to be provided to ensure that the machinery can be brought into operation
from the dead ship condition without external aid.
• Engines with cylinder diameter of 200mm or a crankcase volume of 0.6m3 to have
crankcase explosion relief valves.
• Stopping times, ship headings and distances on trials, performance with only one
engine etc. to be recorded and available on board.
• Main steering gear to put the rudder from 35deg on side to 30deg on other side in
28 seconds whilst running ahead at maximum service speed.
• Auxiliary steering gear to put the rudder from 15deg on side to 15deg on the other
in 1 minute whilst running ahead at half speed.
• Indicators for propeller speed and direction to be fitted on the bridge (and engine
control room if the ship is built on or after 1 July 1998).
 • At least 2 means of communication (one being an engine-room telegraph) to be
provided between Navigation Bridge and engine control room.
Chapter II-1, Part D: Electrical installations.
This part gives quite general descriptions of much of the installation, and great detail about
emergency lighting, emergency power sources, times emergency equipment is required to
operate, transitional source of emergency power (to operate between shut down of main
power and start of emergency genset), precautions against shock and other electrical
hazards, and type and use of cables. As examples:
• Administrations are required to ensure the uniformity of electrical installations, and
referred to the publications of the International Electotechnical Commission,
especially Publication 92 – Electrical Installations in Ships.
• The main source of electrical power is to be at least two gensets, and any one should
be able to run the ship.
• Emergency source of power and emergency switchboard to be provided, and to be
located above the uppermost continuous deck, remote from the main power and
switchboard and from the engine room boundaries, and with ready access to the
open deck.
• Emergency source of power, which can be either a genset or batteries, to supply
power for given minimum times to emergency services including emergency
lighting, navigation lights, radio equipment, navigation equipment, fire detection
and alarm, fire pump, emergency bilge pump.
Chapter II-1, Part E: Additional requirements for periodically unattended machinery spaces.
The arrangements provided shall be such as to ensure that the safety of the ship in all
sailing conditions, including maneuvering, is equivalent to that of a ship with manned
machinery spaces.
Engines of 2,250 kW and above or having cylinders of more than 300mm bore shall be
provided with crankcase oil mist detectors or engine bearing temperature monitors or
equivalent devices.
Increased requirements apply to bilge pumping, engine controls, communications, alarm
systems, automatic machinery shutdown, and generator operation including load shedding
to ensure the integrity of power for essential services.
CHAPTER II-2 Construction: Fire protection, fire detection and fire extinction.
Chapter II-2, Part A – General.
Unless expressly provided otherwise, this chapter applies to ships built on or after 1 July
1998. Ships built before need to comply with earlier versions of SOLAS. ‘All ships’ means
ships built before or after that date.
The basic principals, which are applied –depending on the type of ship –, are:
• Division of the ship into main vertical zones, and separation of accommodation
spaces, by thermal and structural boundaries.
• Restricted use of combustible materials.
• Detection, containment and extinction of any fire in the zone of origin.
• Protection of means of escapes or access for fire fighting.
• Ready availability of fire fighting appliances.
• Minimization of possibility of ignition of flammable cargo vapour.
Requirements are detailed and provide exact details of equipment and specifications.
Chapter II-2, Part B: Fire safety measures for passenger ships.
Full details of bulkheads and fire test requirements, escape routes, ventilation systems, and
fixed fire fighting systems – for passenger ships.
Chapter II-2, Part C: Fire safety measures for cargo ships.
As above, but for cargo ships. With restricted use of combustible materials.
Chapter II-2, Part D: Fire safety measures for tankers.
As may be imagined, a very detailed chapter.
CHAPTER III: Life-saving appliances and arrangements.
Chapter III, Part A – General.
This chapter applies to ships built on or after 1 July 1998. ‘All ships’ means ships built
before, on or after that date. Ships built prior to that date need to conform to earlier
versions of SOLAS, and phase into the latest requirements as and when equipment is
replaced. There are good definitions in this section, including ‘Length’, ‘Moulded depth’, and
‘Novel life-saving appliance or arrangement’.
Chapter III, Part B: Requirements for ships and life-saving appliances.
SECTION I – PASSENGER SHIPS AND CARGO SHIPS.
The paragraph dealing with Radio life-saving appliances (the requirement to carry VHF
radio and Radar transponders) applies to passenger ships, cargo ships over 500GT, and to a
slightly lesser extent all cargo ships between 300GT and 500GT.
As well as detailing the various appliances to be carried, sections dealing with Muster lists,
Abandon ship drill procedures, Emergency training and drills, Fire drills, On-board training
and instructions, Operational readiness, Servicing and maintenance of life-saving appliances
and related issues give a very good (and easy to understand) overview of the types of
systems which should be in place on board.
Taking section I as basic requirements for all ships, sections II, III and IV give the additional
requirements for passenger ships (II), cargo ships (III), and section IV requires life-saving
appliances to comply with the requirements of ‘the Code’ – which is the International Life-
Saving Appliance (LSA) Code adopted by the Maritime Safety Committee of the IMO by
resolution MSC.48 (66). It is the responsibility of the ship to fit equipment approved by the
flag State Administration, and the responsibility of the Administration to ensure that they
only approve equipment, which meets the standards set out in ‘the Code’.
SECTION V – MISCELLANEOUS
This is a very useful part which gives the format for the compilation of the Training manual
and on-board training aids, Instructions for on-board maintenance, and the Muster List and
emergency instructions.
CHAPTER IV: Radio communications.
This chapter deals with the Global Maritime Distress and Safety System (GMDSS) and is in
three parts:
Chapter IV, Part A – General.
The requirements of this chapter apply to passenger ships and cargo ships of 300 GT and
upwards. There was a phase-in period for ships built before February 1995, but this has
now passed, and since February 1999 all of these ships have needed to comply fully with
this chapter. Whilst other chapters give various degrees of latitude to Administrations to
accept equivalents or allow exemptions, it is noted here that ‘Contracting Governments
consider it highly desirable not to deviate from the requirements of this chapter’. Any
partial or conditional exemptions which may be granted to individual ships needs to be
reported to IMO together with the reasons for granting the exemption.
The four Sea Areas are defined, A1 (VHF coverage), A2 (MF coverage), A3 (INMARSAT
coverage) and A4 (an area outside the other 3).
The actual Functional Requirements are summarized in simple and positive language –
‘Every ship, while at sea, shall be capableof transmitting ship-to-shore distress alerts by at
least two separate and independent means, each using a different Radio communication
serviceof receiving shore-to ship distress alertsand so on.
Chapter IV, Part B: Undertakings by Contracting Governments.
This deals with the undertaking from Contracting Governments to make available shore-
based facilities for space and terrestrial Radio communication services, providing service by
Satellite, VHF, MF and HF as may be appropriate.
Chapter IV, Part C :Ship requirements.
These 14 pages give the detail of the equipment to be carried and service provided on board
so the ship can comply with the Functional Requirements as set out in Part A. The concise
and (in general) non-technical descriptions of Equipment, Power sources, Watches to be
maintained, Maintenance requirements and Certification of personnel, are – apart from
being the prime regulations - a valuable introduction to the whole system of GMDSS to
yachtsmen who may be considering fitting GMDSS as a ‘voluntary fit’.
CHAPTER V: Safety of Navigation.
This chapter, unless otherwise expressly provided for in this chapter, applies to all ships on
all voyages, except ships of war and ships solely navigating the Great Lakes of North
America and their connecting and tributary waters.
SOME PARTS OF THIS CHAPTER THEREFORE APPLY TO ‘PLEASURE YACHTS’ OF ANY SIZE.
The various express provisions within this chapter which effectively exempt certain types
or sizes of ships (including yachts) from compliance to some of the Regulations in this
chapter take a number of different forms and need to be read with great care. Some of the
Regulations apply to ‘every ship to which Chapter I of SOLAS applies’ – that meaning they
apply to passenger ships, and cargo ships over 500GT, engaged on international voyages (so
other ships do not need to comply). Other descriptions used to either include or exclude
ships from particular Regulations include:
• Ships of less than 150 gross tonnage.
• Ships of 150 gross tonnages and upwards.
• All ships of over 150 gross tonnage, when engaged on international voyages.
• On every passenger ship to which chapter I applies.
• Ships engaged on voyages in the course of which pilots are likely to be employed,
• All ships which, in accordance with the present Convention, are required to carry
radio installations.
• Ships of not less than 45m in length.
• And lots more.
Apart from the need to comply with fairly obvious requirements, there are some perhaps
less well-known requirements, which apply to ALL yachts. Some requirements (well known
and not so well known), which apply, to ALL YACHTS are:
• The Master of every ship is bound to report Danger Messages (e.g. meeting
dangerous ice, derelict, or other direct danger to navigation, or tropical storm, etc.).

• The Master of a ship at sea which is in a position to be able to provide assistance, on

receiving a signal from any source that persons are in distress at sea, is bound to
proceed with all speed to their assistance (Note – this Regulation 10 goes on to
provide that in special circumstances, if the master considers it unreasonable or
unnecessary to proceed to their assistance he must log the reasons and inform
search and rescue services accordingly.)

• The Master shall not be constrained by the ship-owner, charterer or any other
person from taking any decision, which, in the professional judgment of the Master,
is necessary for safe navigation, in particular in severe weather and in heavy seas.

• The Contracting Governments undertake, each for its national ships, to maintain, or,
if it is necessary, to adopt, measures for the purpose of ensuring that, from the point
 of view of safety of life at sea, all ships shall be sufficiently and efficiently manned.
(Note – in a footnote attention is drawn to the Principals of safe manning adopted by
IMO by resolution A.890 (21) and to IMO Maritime Safety Committee Circular 242
on single-handed voyages.) Ships to which chapter I of SOLAS apply are required to
carry a Safe Manning Document.)

• Ships engaged on voyages in the course of which pilots are likely to be employed
shall be provided with pilot transfer arrangements. (Note – their follows 4 pages
with the detail of the required arrangements.)

• Within 12 hours before departure, the ship’s steering gear is to be checked and
tested by the ship’s crew. Administrations may waive this requirement for ships
which regularly engage on short voyages, in which case they should be done at least
once a week. Dates of checks and tests to be logged.

• All ships shall carry adequate and up-to-date charts, sailing directions, lists of lights,
notices to mariners, tide tables, and all other nautical publications necessary for the
intended voyage.
CHAPTER VI (Carriage of cargoes) and Chapter VII (Carriage of dangerous goods) deal with
their titled subjects, and have almost no relation to yachts – although they do both apply to
cargo ships of less than 500GT. CHAPTER VIII deals with nuclear ships. The relevant
Nuclear Passenger Ship Safety Certificate and Nuclear Cargo Ship Safety Certificate are valid
for one year.
CHAPTER IX Management for the safe operation of ships.
This chapter brings into effect the requirement for the owner or manager of the ship (the
‘Company) and the ship, to comply with the IMO International Safety Management (ISM)
Code and to be issued with a Document of Compliance (DOC) by the Administration after
satisfactory audit. The ship, which must carry a copy of the DOC, is issued with a Safety
Management Certificate after the Administration verify that the Company and its shipboard
management operate in accordance with the approved safety-management plan.
These regulations already apply to passenger ships and tankers, and come into force for
cargo ships of 500GT and upwards on 1st July 2002. Note also that Resolution 3 of the 1994
Conference of Contracting Governments to the International Convention for the Safety Of
Life At Sea strongly urges Governments to implement as far as practicable the ISM Code for
cargo ships of 150GT and over, and requests Governments to inform IMO of the action they
have taken to implement the ISM Code for those smaller ships.
CHAPTER X Safety measures for high-speed craft.
High Speed Craft – as defined in this chapter and operating no more than 4 or 8 hours
(depending if passenger or cargo craft) from a place of refuge – conforming to the IMO High-
Speed Craft (HSC) Code ‘in its entirety’ shall be deemed to have complied with the
requirements of chapters I to IV and regulation V/12 of SOLAS. The HSC Code is an
alternative to SOLAS in those areas, and drafted to be more suitable for High Speed Craft,
which operate in coastal waters and rely on shore based maintenance. The one and a half
pages of this chapter in SOLAS only give effect to the use of the HSC Code. The actual Code is
a booklet – separately available from IMO –, which gives all the detail.
CHAPTER XI Special measures to enhance maritime safety.
This is a general ‘tidying up’ exercise dealing with Authorization of recognized
organizations, Enhanced surveys (bulk carriers and oil tankers), and Port State Control.
There is one Regulation, which may apply to yachts, and that is the requirement for all cargo
ships (that includes pleasure yachts engaged in trade) of 300 GT and upwards to be
provided with an IMO identification number.
CHAPTER XII Additional safety measures for bulk carriers.
Additional requirements relating to damage stability and structural strength of bulk
carriers.

Q200) WHAT IS ISM?

ANS)
ISM is the short form of International Safety Management, initiated by IMO. ISM code means
International Safety management code for safe operation ships & for pollution prevention.
Solas chapter 9 outlined ISM procedures.Human error & poor management cause majority
of accidents and injury. ISM is organized mainly to reduce this error. ISM is meant for
standard of safety & operation of ships and for pollution prevention. Become mandatory for
all vessels after 1 JULY 2002
ISM Consists of 13 clauses: -
i) General objective, application, functional requirement

ii) Safety & environmental policy & SMS

iii) Company responsibility

iv) Designated person

v) Masters responsibility

vi) Resources & personnel

vii) Developments of plans for shipboard operation

viii) Emergency preparedness

ix) Report & analysis on non conformities, accidents & hazardous occurrence

x) Maintenance of ship equipment

xi) Documentation

xii) Company verification, review & evaluation

xiii) Certification, verification & control

What are the benefits gained from ISM ?

Safety consciousness

Safety culture

Greater confidence
Favorable insurance premium

Cost saving

Purpose Of ISM code & international requirements

To provide an international standard for the safe management and operation of ships and
for prevention of pollution. Main objectives are to ensure safety at sea, prevention of human
injury or loss of life, and avoidance of damage to the environment.

The new chapter IX to SOLAS 1974, Management for the Safe Operation of Ships requires
compliance of Passenger Vessels and high speed Passenger Craft over 500 GRT by 1 July
1998. Oil Tankers, Cargo high-speed craft, Chemical Tankers, Gas Carriers and Bulk Carriers
to comply by 1 July 1998. Other Cargo ships and mobile Offshore drilling rigs of over 500
GRT to comply by 1 July 2002.The MSA will be responsible for the system audit, issue and
renewal of ISM Convention Certificates and the periodic verification.

Certification: The application of the code will lead to the issue of two certificates:

The Document Of Compliance (DOC)

i) will be issued to the company following a successful audit of the shore side aspects of the
Safety Management System

ii) evidence required that the system as been in operation on at least one type of ship in the
companies fleet for a period of three months.

iii) Specific to ship types at time of audit

iv) valid for 5 years

v) subject to annual verification (within 3 months of anniversary date)

The Safety Management Certificate (SMC)

i) issued to each ship following audit

ii) evidence that SMS has been in operation for 3 months prior to audit

iii) valid DOC required

iv) valid for 5 years

Subject to one verification between the second an third anniversaries with a provision for
more frequent audits if necessary. This is more likely in the early days of ISM Code
implementation. Temporary certification- A 12month valid DOC may be issued to a newly
formed company or a company acquiring a new type of vessel as long as they have a SMS
meeting the minimum requirements of the ISM code and can demonstrate plan for full
compliance.

A six-month valid SMC may be issued to a new building or when a company takes of the
responsibilities for the running of a vessel.

Safety Management System

Safety Management objectives of the company:

1. Provide for safe working practices and a safe working environment

2. Establish safeguards against possible risks

3. Continuously improve safety management skills of personnel ashore and aboard ships,

A Safety Management system (SMS) meeting the requirements of the ISM code requires a
company to document its management procedures and record its actions to ensure that
conditions, activities and tasks that affect safety and the environment are properly planned,
organized, executed and checked. A SMS is developed and implemented by people and
clearly defines responsibilities, authorities and lines of communication. A SMS allows a
company to measure its performance against set criteria hence identifying areas that can be
improved. The increase in Safety Management skills improves morale and can lead to a
reduction in costs due to an increase in efficiency and a reduction in claims

The safety management system should ensure;

i) compliance with mandatory rules and regulations

ii) applicable codes and guidelines both statutory and organizational are taken into account.

iii) Promulgation and understanding of company and statutory regulations and guidelines.
(It is the task of a visiting surveyor to test the general knowledge of company and statutory
regulations and instructions)

The functional requirements for a safety management system;

1. A safety and environmental policy

2. Instructions and procedures to ensure that safe operation of the vessel in compliance
with relevant international and flag state legislation

3. Defined levels of authority and communication between shore and ship personnel

4. Procedures for reporting accidents and non-conformities with the code

5. Procedures for responding to emergency situations (drills etc)

6. Procedures for internal audits and management reviews

7. A system is in place for the on board generation of plans and instructions for key
shipboard operations. These tasks may be divided into two categories:

a) Special operations-those where errors only become apparent after a hazardous situation
or accident has occurred. E.g. ensuring watertight integrity, navigational safety (chart
corrections, passage planning), maintenance operations, bunker operations

b) Critical shipboard operations- where an error will immediately cause an accident or a

situation that could threaten personnel, environment or vessel. e.g. navigation in confined
waters, operation in heavy weather, bunker or oil transfers, cargo operations on tankers.

Safety and environmental protection policy: -

The company should establish a safety and environmental protection policy, which
describes how objectives listed above will be achieved.

The company should ensure that the policy is implemented and maintained at all levels of
the organization both ship based as well as shore based.

The ISM guideline is in the Chapter IX of SOLAS. It is mandatory for all vessels after 1st July
2002. There are two parts in ISM

i) Part-A: Implementation.
ii) Part-B: Certification and Verification

Part-A:

1. General, objective, application, functional requirements

2. Safety & environment protection policy.
3. Company responsibility & authority.
4. DPA.
5. Master responsibility and Authority.
6. Resource & personnel.
7. Development of plan for shipboard operation.
8. Emergency preparedness.
9. Report & analysis on non-conformities, accidents & hazardous occurrence
10. Maintenance of ship equipments
11. Documentation.
12. Company verification, review and Evolution.

Part-B:

13. Certification and periodical verification

14. Interim certification.
15. Verification.
16. Form of certification.
Objective of ISM: -

1. Safety at sea.
2. Prevention of human injury or loss of life.
3. Avoidance of damage to the environment & to the property.

Certificate under ISM:

1) Document of compliance (DOC).

2) Safety management certificate (SMC).

DOC: Issued to company, which comply with the requirement of ISM.

SMC: Issued to the ship. Which company shipboard management operate in accordance
with the SMS.

Issuing authority of DOC & SMC:

Flag state administration or authorized classification societies on their behalf.

SMS - Safety management system enabling the company personal to effectively implement
company safety & environment protection policy.

DPA means Designated Person Ashore. A person who is provides a link between the
company & the ship. He has a direct assess to the highest level of management.

Duties of DPA: -

1. Monitoring the safety & pollution prevention aspect of ship & to ensure adequate
resources & shore base support for ship.

2. A person or persons who has direct access to the highest levels of management providing
a link between the company and those on board.

The responsibility and authority of the designated person is to provide for the safe
operation of the vessels. He should monitor the safety and pollution prevention aspects of
the operation of each vessel and ensure their are adequate shore side resources and
support

Master responsibilities

Master responsibilities are to implement the SMS on board ship.

1) Implement of safety & environment protection policy.

2) Motivation of crew in observing the policy.

3) Issue order & instruction.

4) Review SMS & report.

Resources and Personnel:

1. The company should ensure that the Master is suitably qualified and fully conversant
with the SMS. They should also ensure that the ship is correctly manned.

2. The company should ensure that there is adequate familiarization with safety and
protection of the environment for new personnel. They should ensure that the personnel
have an adequate understanding of the relevant rules, regulations, guidelines and codes.

3. Training is to be provided where necessary. Relevant information for the SMS should be
promulgated and be written in an easy to understand method.

Development of plans for shipboard operations: -

1. The company should establish procedures for the generation of shipboard plans and
instructions with regard to the prevention of pollution and that these should be generated
by qualified personnel

Emergency Preparedness:

The company should establish procedures for the response actions to potential emergency
situations. Programmes for drill should be established and measures taken to ensure that
the company's organization can respond to hazards and accidents.

Reports and analysis of non-conformities, accidents and hazardous occurrences

The company should ensure there is a procedure for the reporting and analysis of accidents,
hazardous occurrences and non-conformities, and for the corrective action. Maintenance of
the ship and equipment

The company is to ensure that the vessel is properly maintained. Procedures within the SMS
should be in place to identify, record and plan for repair defects. A system of preventive
maintenance should be in operation.

Regular inspections integrated with the ships operational maintenance routine should take
place to ensure that the vessel is in compliance with relevant regulations.

Documentation

1. The company should establish and maintain procedures for the control of all
documentation relevant to the SMS. This should include;

1. Valid documents are available at all relevant locations

2. Changes to documents are reviewed and approved to authorized personnel

3. Obsolete documents are promptly removed

All documents, carried in a company approved relevant form, should be present on board

Company verification, review and evaluation

1. The company should carry out periodic audits to verify that safety and pollution
prevention's are complying with SMS. The audits and corrective actions should be carried
out as per laid down procedures.

2. Personnel carrying out the audits should be independent of the areas that they are
carrying out the audit unless size of the company is such that this is impractical.

3. Deficiencies or defects found should be brought to the attention of the personnel in that
section and the management team so effective corrective action can be carried out

Certification, verification and control

The following documentation is issued by whichever administration, complying with ISM, is

relevant to the shipping company:

1. A DOC is issued to all company's who can demonstrate that they have complied with the
code should be held. A copy of the DOC should be held on board to allow the Master to
produce it to the relevant authorities is required.

2. An SMC is issue to the ship following verification that the ship and company comply with
the requirements of SMS.

Future verification that compliance with SMS should be carried out by the administration.

Requirements on board ship

1. Proof that the vessel is being maintained in a satisfactory condition at all times, and not
only at the time of surveys-objective evidence in the form of no overdue surveys, no
overdue recommendations from port or flag state inspections and that planned
maintenance is being carried out and records kept.

2. Applicable codes and guidelines are being taken into consideration when operating the
vessel. Vessels staff must be able to demonstrate that operations are carried out in a
controlled manner utilizing information contained in these codes, guidelines and standards.

3. That emergency situations have been identified and drills are conducted to ensure the
vessel and company are ready to respond to emergency situations.

The master is expected to be fully conversant with Company safety management system.
Officers and crew would be expected to be familiar with the parts of the system relevant to
their safety responsibilities as well as a thorough understanding of their operational
responsibilities- auditors will ensure compliance.

Examples of the type of documentation the auditor will wish to see to verify compliance
with the ISM are as follows;

Log books

Safety and management meeting minutes and follow up actions

Medical log

Company circular letters

Planned maintenance records

Records of verification

Records of masters review of the system

Records of internal audits and follow up

Records of chart corrections

Class quarterly listings

Records of passage planning

Oil record books

Garbage logs

Company manual and forms

Pollution prevention and OPA 90

Tied into the ISM code are the requirements to meet OPA90 to wit a Federal Response Plan.
Each company that trades in US coastal waters must have in place a suitable response plan.
They must have a designated person resident in the United States ready to act as consultant.
There is an IMO regulation which is equivalent to OPA90. A company must be in possession
of a valid DOC to trade, and it must be able to clearly demonstrate its ability to respond to
situations such as oil spillage.

Non conformity (NC)

An observed situation where objective evidence indicate the non-fulfillment of a specified

requirement.

Non-conformance report (NCR) raised by department managers. Any one can inform his
superior of a non-conformance.
DCR means Document Change Request. It is a recommendation for change/correction of
company SMS documents.

Q201) What is IG System Requirement. Why IG System not used on ships which are
less than 20000 dwt?
ANS) Every oil tanker of 20000 DWT or above should be provided with an IG System.
IG System is not used on ship which are less than 20000Dwt because COW is not applicable
to ship which are lesser than 20000 DWT.

Q202) EXPLAIN ISPS?

ANS)

ISPS:
Chapter XI of SOLAS describes ISPS regulations. ISPS code means International ship & port
facilities security code, enforced in July 2004. There are two parts in it:

1) maritime safety & 2) maritime security

There are 19 chapters in ISPS:

a. General
b. Definition
c. Application
d. Responsibilities of contacting government
e. Declaration of security
f. Obligation of company
g. Ship security
h. Ship security assessment
i. Ship security plan
j. Record
k. Company security officer
l. Ship security officer
m. Training, drill and exercise
n. Port facility security
o. Port facility security assessment
p. Port security plan
q. Port facility security officer
r. Training, drill and exercise at port
s. Verification and certification for ships

OBJECTIVE:
2) International connection to detect security threats.
3) Provide adequate guideline against breach of security

There are three levels in ISPS:

LEVEL-1: Background level of threat that is normal operating condition. Maintaining
minimum appropriate protective security measure at all time.

LEVEL-2: Heightened threat but no defined target. Maintain additional protective security
measure for period of time.

LEVEL-3: High level of threat against a specific target. Further high level of security measure
maintained for a limited period of time.

SECURITY MEASURE:

Level -1

1) Adequate deck & over side lighting.

2) Crew member should be issued photo identification.
3) Access on & off the vessel should be control & all person identify.
4) Access to certain area of the vessel to be limited with key control.
5) Unused room or space should be kept locked.
6) Periodic inspection/patrol should be made a regular interval.

Level -2

In addition to level -1

1) Occasional search should be made at random interval.

2) Access of all visitors to the vessel should strictly control.
3) Close security to be paid on deliveries and stores.
4) Baggage should not be unattended.
5) Check should make on seal on container & other cargo.
6) No person other than crew member should be allowed on bridge or E/R.
7) Maintain close liaison with shore concerned.
8) All crewmembers should be reminded of bomb alert security of the vessel.

Level-3
In addition to level 1 & 2:
1) Limiting access to a single & controlled access.
2) Granting access only to those responding to the security incident.
3) Carry out full or partial search of the ship.
4) Suspending cargo-handling operation.
5) Tighten security patrol of the vessel.
6) Crew member should be briefed on seriousness of the situation.

RESTRICTED AREA:

1) Navigation room
2) Radio room
3) Engine room
4) Steering room
5) Emergency generator area
6) Bow thruster
7) Fire control room
8) Crew accommodation area
9) Ventilation, air conditioning equipment room,
10) Similar key area which is essential to safe operation of ship.

SSO means Ship Security Officer (person accountable to master, designated by company.

CSO means Company Security Officer.

PFSO means Port Facility Security 0fficer.

SSP means Ship Security Plan.

MAR SEC means Maritime Security.

Q203) Meaning of Panting & Pounding?

ANS)Panting: - As the waves pass along the ship they cause fluctuations in water pressure,
which tend to create an in- and- out movement of the shell plating. The effect is mostly
found to be greatest at the ends of the ship, particularly at the fore end. Such effect is
termed as Panting.

Pounding: - When a ship meets heavy weather and commences heaving and pitching, the
rise of the fore end of the ship occasionally synchronizes with the trough of the wave. The
fore end then emerges from the water and re-enters with a tremendous slamming effect
known as pounding.

Q204) What are the regulation regarding use of Low Expansion Foam system on
deck?
ANS) The ratio of low expansion foam system used on deck should not have ratio more than
1:12.

Q205) EXPLAIN THE PRINCIPLE OF REFRIGERATION?

ANS)The principle of refrigeration is to remove heat from one area (i.e. inside your fridge)
and locate it to another area (i.e. outside of your fridge).

Air is not brought in from the outside of the fridge the heat is absorbed by the evaporator
inside the fridge which has refrigerant inside it, this refrigerant at low pressure is at low
temperature inside the evaporator so the heat from the product inside the fridge is
absorbed by the evaporator (as heat always transfers from the hotter object to the colder
object) which has a fan to circulate the air around the fridge.

Then the refrigerant is pushed around the pipe work by the compressor to the condenser
where the refrigerant is hot from the heat out of the fridge, because the outside air will be
lower than that of the pressurized refrigerant the heat is absorbed by the ambient air which
leaves the refrigerant cooler and lower pressure so when its back into the evaporator it can
absorb more heat and expel it into the ambient air.

There are 5 main components in a normal refrigeration system like on your fridge:-

Compressor
Condenser
Expansion Device or Capillary tube
Evaporator
Thermostat

The compressor compresses the refrigerant gas. This raises the refrigerant's pressure and
temperature, so the heat-exchanging coils outside the refrigerator allow the refrigerant to
dissipate the heat of pressurization. As it cools, the refrigerant condenses into liquid form
and flows through the expansion valve.

When it flows through the expansion valve, the liquid refrigerant is allowed to move from a
high-pressure zone to a low-pressure zone, so it expands and evaporates. In evaporating, it
absorbs heat, making it cold. The coils inside the refrigerator allow the refrigerant to absorb
heat, making the inside of the refrigerator cold. The cycle then repeats.