what is gross tonnage, net tonnage, light shipor light weight, dead weight tonnage Gross tonnage (GT) is a function of the volume of all ship's enclosed spaces (from keel to funnel) measured to the outside of the hull framing. The numerical value for a ship's GT is always smaller than the numerical values for both her gross register tonnage and the GRT value expressed equivalently in cubic meters rather than cubic feet. It is calculated by using the formula : , where V = total volume in m3 and K = a figure from 0.22 up to 0.32, depending on the ship’s size (calculated by : ) Net tonnage (NT) is based on a calculation of the volume of all cargo spaces of the ship. It indicates a vessel’s earning space and is a function of the moulded volume of all cargo spaces of the ship. Lightship or Lightweight measures the actual weight of the ship with no fuel, passengers, cargo, water, etc. on board. Deadweight tonnage (often abbreviated as DWT for deadweight tonnes) is the displacement at any loaded condition minus the lightship weight. It includes the crew, passengers, cargo, fuel, water, and stores. Like Displacement, it is often expressed in long tons or in metric tons. -marinenotes.blogspot.in Safety trips simulation of boiler & Boiler mountings Safety trips simulation of boiler: Low - low level trip : isolate steam and water valve then open drain of float chamber. High Pressure trip: reduce settings of high pressure trip or raise steam to trip condition. Flame failure trip: pull out the sensor to simulate flame out condition. FO pressure low: stop FO pump Atomizing steam pressure low: shut atomizing steam pressure Control air pressure low: shut control air valve to boiler controls Flue gas temperature high: open the temp sensor and put in hot oil bath. Boiler mountings: Safety valves Main steam stop valve Burner assembly Soot blowers Air vent Bottom blow down valves Scum blow down valves Furnace drain Gauge glass steam and water valves Main and auxiliary feed water valves Valves to pressure gauges and transmitters Manholes,mudholes and peepholes Valves for remote water level indicator Steam and water valves for lever alarms and trips Water sampling valve Chemical feed valve. How to train juniors on board ? How to train juniors on board ? 1 1 1 1 1 1 1 1 1 1 At first teach him about personal safety and let him know his emergency situations and duties Teach him about emergency signals, various alarms, emergency escape routes etc. Let him familiarize engine room machinery, deck equipment and accommodation. Tell him to prepare a layout of engine room machinery and fire fighting equipment Asses his knowledge and experience Prepare a training program according to TARB (training and assessment record book) Tell him to trace and draw all pipelines one by one including its function and safety Train him for a particular machinery one by one: function of that machinery, safety of that machinery, describe the operation principle, show him how to start , run and stop of that machinery, finally let him start, run and stop of that machinery in front of you. Gradually, teach him preparation and operation of all auxiliary machinery and main machinery Let him carry our overhauling of purifier, air compressor, auxiliary machinery etc with a responsible person. 1 Mercantile Marine Department's MMD in India. MMD MUMBAI Mercantile Marine Department Old C.G.O. Building, 101, Maharshi Karve Road, Mumbai - 400 020, INDIA Tel. No.: 91-22-2203 9881 Fax : 91-22-2201 3307 E-mail :
[email protected] [email protected] MMD CHENNAI Mercantile Marine Department Anchorgate Building, 2nd Floor, P.B.No.5004, Rajaji Salai, Chennai –600 001 Tel No: 044-2525 1107/1108 Fax No: 044-25232929 E-mail :
[email protected] [email protected] MMD KOLKATTA Mercantile Marine Department Marine House, Hastings, Kolkata-700 022 Tel No:033-2223 0236/37/38/0229 Fax No: 033-2223-0853 E-mail :
[email protected],
[email protected],
[email protected] MMD DELHI Mercantile Marine Department A-13,Sector 24,Deep Bhavan,Noida(U.P.), New Delhi Tel No: 0120-2412508/2411168 E-mail :
[email protected] MMD KOCHI Mercantile Marine Department Willington Island, North End PO, Kochi-682 009 Tel No: 0484-2666104 Fax No: 0484-2667424 E-mail :
[email protected] [email protected] MMD HALDIA Mercantile Marine Department Marine House, 1st Floor Haldia Dock Complex PO. Chiranjibpur Dist. Midnapur, Haldia-721604 Tel : 03224 - 252313 / 252968 E-mail : Visakhapatnam-530 035 Tel No: 0891-250148/2525475 Fax No: 0891-2568342 E-mail :
[email protected] vizag@mmd. Tel / Fax No.in MMD VISHAKAPATANAM Mercantile Marine Department New Port Area. Harbour Approach Road. Panambur Mangalore – 575 010.0824-2400430 E-mail: mangalore@mmd. Lab
[email protected] MMD MANGALORE Mercantile Marine Department Q. New Mangalore Port Trust.in Bunkering Guide:commencement of any bunkering operation .in
[email protected]. C.in MMD GOA Mercantile Marine Department Goa-403 803 Tel No:0832-2520617 Fax No:0832-2520739 E-mail:mmdgoa@sancharnet. Bunkering operations are governed in general terms internationally by the IMO’s MARPOL Annexes I & VI. environmental protection SOLAS Chapter VI Regulation 5-1 requires that a Material Safety Data Sheet (MSDS) for MARPOL Annex I type Cargoes and Marine Fuel Oils shall be provided to the ship by the supplier prior to loading or bunkering.00% • 1 January 2012 – Global sulphur cap to be reduced from 4. and even individual ports.50% to 1.1 also requires that a Material Safety Data Sheet be provided for oil products carried on board ships. Safety. have their own regulatory regimes covering bunkering operations. The MARPOL Annex VI sulphur limits and application dates are as follows: • 1 July 2010 – Sulphur cap in Emission Control Area’s (ECA’s) reduced from 1.50% • 1 January 2015 – Sulphur cap within ECA’s to be reduced to 0. Operations Health. a check is made with the local agent and/or bulk supplier for information and guidance pertaining to the local regulations. many states.marine diesel & gas oil Residual fuels are a mix of refinery residual fuel and distillates blended to meet specification requirements. MSDSs might include the following warnings and guidance: Fuel oil and vapours may: • Ignite • Cause dizziness and headaches • Contain hydrogen sulphide which is highly poisonous • Harm or cause irritation to skin .50% to 3. Distillate Fuel (which is product obtained by condensing the vapours distilled from petroleum crude oil or its products) comes in two variants and again. this is to assist shipboard personnel in carrying out their duties under safe conditions. It is of paramount importance that prior to commencement of any bunkering operation. In addition to the IMO regulations. both are available with varying levels of sulphur content: • Marine Gasoil – (MGO) clear and not containing any residual component • Marine Diesel Oil – (MDO) essentially a distillate fuel which may contain a small amount of residual component.10% • 1 January 2020 – Global sulphur cap to be reduced to 0.50 Fuel Types: There are two types of bunker fuel oil: • Residual fuel – available in varying viscosities and high and low sulphur variants • Distillate fuel . SOLAS Chapter VI Regulation 5. . including but not limited to: o Port Authorities o Port State Authorities o Owners/Operators/Managers o Ship’s P&I Club o Oil Spill Contractors/Qualified Individual. • The tanks and pipeline systems on board that will be used during the operation. or other locations where fuel vapours may be given off Safety and Environmental Protection: • Know and use the appropriate Safety Management System checklists and procedures for bunkering. acknowledged and implemented • Any spill in connection with a bunkering operation must immediately and in accordance with the SOPEP/SMPEP be reported to the appropriate bodies. sparks or other sources of ignition • Keep all bunker fuel away from heated surfaces • Do not smoke on deck during bunkering operations • Do not smoke near fuel tanks.• Irritate the mouth and lungs Precautions: • Never enter an enclosed space not approved as safe for entry • Stand to windward when opening tank lids or sampling points • Use goggles • Wear suitable gloves • Wear suitable working protective clothing • Change out of any oil-soaked clothing as soon as possible Fire Precautions: • Keep all bunker fuel away from naked flames. • The anticipated pumping rate and duration of the operation. • Who will be responsible for each aspect of the bunkering. • The order in which the tanks will be filled. for Ship to Ship operations • Know the ship’s Shipboard Oil Pollution Emergency Plan (SOPEP) or Shipboard Marine Pollution Emergency Plan (SMPEP) • Ship’s oil spill equipment is to be ready and available in accordance with the SOPEP/SMPEP • Ensure that proper lines and means of communication internally and externally are established prior to commencing operations. • All involved should review the appropriate requirements of the vessel SMS and SOPEP or SMPEP. Prior to bunkering the staff and crew involved must be aware of: • The quantity and grades of fuel to be received. including particularly agreement on how ship stop or supplier stop instructions will be given. if applicable o Ship’s Flag State Planning for a bunkering operation The following points should be covered in the on board procedures of the vessel however and are restated here for the sake of clarity. and if applicable. • The method of delivery (pipeline. barge or road tanker). . A continuous drip sample is to be taken throughout bunkering at the closest available sampling point to the receiving ship’s bunkering connection/manifold agreed between the supplier’s and receiver’s representatives. checked.Monitoring and watch-keeping As with all shipboard operations. The suppliers may chose to follow good practice as detailed below but this will be a matter controlled by the regulations in that port and the commercial agreement between the seller of the fuel and the buyer of the fuel. SSP. forwarded and filed as appropriate. engine and scrap log books) • Oil record books • All bunker-related communications and exchange of documents including: o Bunker Delivery Note (BDN) o Letters of Protest o Fact Sheets o Sounding reports and measurement calculations sheets o Bunker Quality certificates o Bunker receipts o Sample distribution and records should be carefully completed. monitoring of the operation and watch-keeping is to be carried out in accordance with the Safety Management System. surveys • Procedures In ports which are not in a state which is party to MARPOL Annex VI the suppliers sampling procedure may not be in accordance with that detailed below. Ship Security Plan and good seamanship taking into account the prevailing conditions on board and in the vicinity of the ship. etc. There should be a minimum of one deck watch and one engine-room watch on duty at all times overseeing the: • Safe access between shore or ship to ship • Bunker transfer connection • Bunker transfer progress (transfer rate. in order to avoid overfills. bunkers received versus capacity and agreed quantity to be received on board.) • Sampling Record keeping All events and operations are to be carefully entered in both the Deck and Engine log books respectively and checks made that the appropriate entries in the Engine Room Oil Record Book are also made • Bunker system maintenance and testing • Pre-arrival checklist • Bunker loading plan • Bunker start-up and completion times • Sounding/ullage records • Bunker measurement calculations • Bunker tank gas readings • Compliance with SMS. inclusive procedures and best practices • Completed bunker checklists • Record book entries (deck. estimated time of completion. • Both the supplier’s and receiver’s representatives are to sign the sample labels. the new sampling container and needle valve must be re-sealed. If the vessel is enrolled in a fuel testing programme additional samples will be required over and above the statutory samples. • Sample labels are to be checked against the uniquely-numbered seals. • Sample labels are to be pasted on the sample containers in the presence of the supplier’s and receiver’s representatives. both the supplier’s and receiver’s representatives are to verify and witness the condition of the seals before breaking the seals. • After completion of bunkering. proper sealing of sampling container and needle valve are to be agreed upon and properly recorded. all sample seal numbers must be recorded. • Continuous checks of the sampling container and needle valve seals are to be carried out. • The sampling container is to be shaken in order to promote homogeneity of the sample. including a sampling container. these additional seal numbers should also be included on the BDN. • Sample containers are to be sealed with uniquely-numbered seals. • Prior to commencement of bunkering. if necessary. It is important to remember that in the event of a dispute the samples may be required as evidence in a court of law Minimum information for a Sample label: • Name and IMO number of the receiving ship • Place or port of bunkering • Name of bunker supplier • Name of bunker carrier (barge. • If the sampling container is changed during bunkering. • The BDN is to be signed and countersigned by the supplier’s and receiver’s representatives respectively. is to be checked for proper cleanliness and operation. • All seal numbers are to be recorded on the sample labels and in the Bunker Delivery Note (BDN). truck or installation) • Grade of bunker fuel • Date and time delivery commenced • Sample method used to obtain representative sample • Location at which sample was drawn • Name and signature of the supplier's representative • Name and signature of the receiver's representative • Seal number (and also cross-checked with BDN) Caution • Do not sign any sample seals or labels prior to completion of the bunkering • Do not sign extra seals or sample labels • Do not sign as having received any samples without witnessing the origin of them . • Sampling is to start simultaneously with the bunkering. tanker. • The sample is to be poured into 4 or 5 sample containers. the needle valve must be adjusted to produce appropriate sample flow.• The sampling equipment. Furthermore. either on board the vessel or at a location which is “under the ships control” Testing It is common to have the supplied bunkers tested by an appropriate laboratory before use on board in order to be confident that the bunkers are within the agreed specifications and do not contain any substances that might diminish performance. Laboratory testing is also used to ensure compliance in MARPOL Annex VI’s Emission Control Areas and with local regulations requiring the use of low sulphur fuels.• Always re-check the condition of seals and recorded seal numbers prior to signing the BDN • If the receiving ship is only provided with samples of unknown origin and/or samples which have not been witnessed. the PSCO should report that noncompliance to the appropriate authority responsible for the registration of fuel oil suppliers in accordance with regulation VI/18(8)(a). both the supplying ship’s and receiving ship’s designated fuel tanks for the bunkering operation should be measured and surveyed before commencement in order for supplier’s and receiver’s representative to agree upon the content and condition of the these .5 % or 1. taking into account appendix IV to the Annex. • The samples given to the vessel should be stored in a safe place and retained for a period (usually at least 3 months) before safe disposal. Individual vessel operators may require the samples to be retained for a longer period • The requirements for the MARPOL sample are more stringent. signed without prejudice to acknowledge receipt only” and a letter of protest issued to that effect. such samples and associated documents should be stamped and/or marked and/or signed “sample [or samples if more than one] origin unknown. the master or crew should have documented that fact. Measurements and quantity If possible. these must be retained for a period of 1 year. bunker port administration and supplier according to the requirements of the IMO Port State Control Guidelines for MARPOL Annex VI as set out below: The Port State Control Officer (PSCO) should check whether the quality of fuel oil used on board the ship conforms to the provisions of MARPOL Annex VI regulations 14 and 18*. It is recommended that any indication of sulphur levels above 4.0 % respectivelyshould initiate a notification to the flag administration. or that other equivalent approved means have been applied as required. the PSCO should pay attention to the record required in regulation 14(6) in order to identify the sulphur content of fuel oil used while the ship is within SOx emission control areas. *It should be noted that in the case where the bunker delivery note or representative sample as required by regulation VI/18 is not in compliance with the relevant requirements. Where fuel oil supply was undertaken in a port under the jurisdiction of a Party to MARPOL Annex VI. increase wear and tear of the ship’s engines or otherwise cause harm. In practice. might indicate traces of water and should form the basis of a letter of protest. the so-called “cappuccino effect” Other less sophisticated methods of reducing the quantity of bunker fuel delivered include unauthorised or concealed piping between the storage tanks and other un-nominated tanks. IFO and viscosity. occasionally with material that is not suitable for use as bunker fuel. for example by using the supplying barge’s firepumps or other servicepumps • By adding air to the fuel. usually but not invariably. The water paste if used in HFO. . such as coffer dams or void spaces. Be aware Receiving ship's crew should be alert to the following malpractices: • Shortening or lengthening of measuring tapes used by the supplier • Falsified tank tables for the supplying tank or tanks • Deliberately declaring incorrect densities and temperatures of the delivered fuel or fuels • Adding water. If there is any disagreement related to the quantity. What is fuel oil blending? What is fuel oil blending? Blending is a process for mixing two or more residual fuel oils and/ or distillate fuel oils to achieve a specific end product defined typically by reference to ISO 8217. sulphur content or other parameters. The tank or tanks should be checked for water by water finding paste dipping or by using a tank bottom sampling device.tanks. all bunker fuel is blended at one or more stages of its journey from refinery to ship. this should form a basis for issuing a letter of protest but it should be noted that suppliers’ terms and conditions generally specifically disallow shipboard measurement in connection with any dispute as to quantity delivered. such contamination is uncovered by laboratory analysis of delivery samples. On a worldwide scale the average sulphur level is in the range of 2-4% m/m (by mass). What if there is excess water content in bunker fuel ? .What is sulphur ? What is sulphur ? Sulphur is a naturally occurring element in crude oil. The concentration of sulphur in fuel oil depends primarily on the origin of the crude oil. it becomes concentrated in the residual heavy fuel during the refining process. • Density is the relationship between mass and volume at a given temperature and the unit is kg/m3. including: • Tank condensation • Tank leakage • Heating coil leakage • Deliberate injection Even though not a normal procedure.What if there is excess water content in bunker fuel ? The level of water in bunker fuel is normally low. Normal levels of water in the fuel are usually drained from the ship’s settling tanks with the remaining water being removed by the purifier and centrifuge. The actual amount of water present can normally only be established when the water has settled down at the bottom of the fuel tank. Applying this density at 15°C to the volume gives the weight in vacuum.1-0. The introduction of water can originate from a number of sources. Most ship’s can comfortably handle fuel oil with water content up to about 2% before the purifier.1 kg/m3 should be .2% by volume. 1. The standard reference temperature used in international trade for density calculation of petroleum products is 15°C. it is also an indicator of the energy and ignition quality of the fuel oil. • The relationship between density and weight factor in air for fuel oils is approximately 1. a day or so after delivery.1 kg/m3. What is density ? What is density? Density is important in terms of quantity calculations and correct operation of the purifier. To convert density at 15°C to the weight factor in air at 15°C. about 0. if water is detected. it is possible at least to obtain indications or traces of water in the delivered fuel by use of water paste. a letter of protest should be issued stating that traces of water in the fuel have been found. deducted. What is the purpose of volute casing in a turbocharger? What is the purpose of volute casing in a turbocharger? To change the air velocity into pressure. It also ensures a constant velocity of air leaving the turbocharger by accommodating for the gradual increase in quantity of air that builds up at the circumference of the compressor Bharatiyulam What is the primary function of expansion valve in refrigeration system? What is the primary function of expansion valve in refrigeration system? To regulate the flow of refrigerant from the high pressure side to the low pressure side of the system The pressure drop causes the saturation temperature to drop enabling it to boil off at the low temp of the evaporator . heating should be on ensuring the engine is warmed through circulate by a circulating pump The F.cooling pump Have a good visual check around the engine and check all parameters are correct Inform bridge that you are ready for stand by . engage turning gear and turn the engine ensuring indicator cocks are open J. rocker arm if on 4 stroke. governor. shut off jacket heating and circulating pump If two stroke engine. turbocharger. start auxiliary blower Inform bridge you are ready to start engine Start engine and s.e. booster pump should be running. Note: if maneuvering on high viscosity F. circulating fuel around the system.O.o.w.How would you prepare a main engine for sea? How would you prepare a main engine for sea? This may vary from engine to engine Have a visual check all around the engine Start the engine l..service tank i.o.pump. drain off water/sludge Disengage turning gear Inform bridge that you are about to blow the engine over on air – they will give you permission. close indicator cocks start j.c. the fuel should be heated and circulated around the injectors to give the correct viscosity for the grade of the fuel in use. Operate cylinder lubricators by hand Check f. Drain any water from air start receivers and starting air manifold also control system Check jacket heater tank level Check oil levels.O. Ensure fuel injectors are vented and primed.w . cylinder l.o. Open air start valve from receiver Once engine is blown over on air.c.w pumps. sump.tank. How is medium speed engine reverse (without CPP) How is medium speed engine reverse (without CPP) . The hot well tank is also arranged with internal baffles to bring about preliminary oil separation from any contaminated fuel or drains.heating systems or tank heating system.Describe the boiler hot well and cascade tank. Why is it fitted and how would you trace an oil leak? Describe the boiler hot well and cascade tank. which permits inspection of drain and their discharge to an oily bilge if contaminated. Normally these drains will pass to the hot well via an observation tank. thus indicating which heating coil was leaking. Feed pumps take suction from the hot well to the boiler. To trace an oil leak to the system. The feed water is then passed through charcoal or cloth filters to complete the cleaning process. various heating coils to tanks would be shut off in turn until the leak stopped. This condensate may be contaminated as some of the drains are from f. Any overflow from the hot well passes to the feed water tank which provides additional feed water to the system when required. Why is it fitted and how would you trace an oil leak? The boiler hot well is where the condensate drains return from the condenser.o. Note: in a slow speed.In medium speed diesel engines. Motion of the piston being directly transmitted to the camshaft. reversing is achieved by the use of duplicate cams for the air inlet valves. What could start a scavenge fire? What could start a scavenge fire? The main cause of a scavenge fire is the fouling of scavenge spaces by the blow by products of incomplete combustion caused by incorrect cylinder lubrication. faulty fuel injection equipment. Here some oil will rise to the top of the compartment due to its lower density. Air start distributor timing is also changed by means of camshaft movement or by a directional air supply being admitted to the start air distribution. to reposition cams To engage correct cams for ahead and astern movements the camshaft slides axially in its bearings. only duplicate fuel cams required. . This movement is controlled by the camshaft reversing gear. exhaust valves and fuel pumps. accumulation of such mixtures in the scavenge space can be set alight by sparks or flame blow by How is 15 PPM reached in an oily water separator? How is 15 PPM reached in an oily water separator? 15 ppm is achieved in an oily water separator by normally passing through a 2 stage separator where in the first stage oil/water is passed into the coarse separating compartment. which is normally a servo piston. oil/water mixture leaving this stage at less than 15 ppm. The rotary valve which draces the samples then stops to indicated the suspect crankcase compartment. The first filter stage removes physical impurities present and promotes some fine separation. How does oil mist detector work? How does oil mist detector work? The oil mist detector uses a photoelectric cell to measure small increases in oil density.Heating coils may aid this. An increased meter reading and an alarm will result if any crack case sample contains excessive mist when compared to either clean air or to the other crankcase compartments. The second stage filter uses coalescer inserts to achieve the final deoiling. The alarm will cause an engine slowdown or shut down. . A motor driven fan continuously draws samples of crankcase oil mist through a measuring tube. The remaining oil/water will flow down into the fine separating compartment and moves slowly between catch plates. More oil will separate out onto the underside of these plates and travel outwards until free water (usually being at 100ppm at this stage) will then pass to the second stage of the separator which is filter unit comprising of 2 filter units. held in June 2010. as well as updated standards relating to medical fitness standards for seafarers. • New requirements relating to training in modern technology such as electronic . • New certification requirements for able seafarers. the Philippines. Certification and Watchkeeping for Seafarers (the STCW Convention). with a five-year transitional period until 1 January 2017.STCW Manila seafarer training amendments entered into force on 1 January 2012 STCW Manila seafarer training amendments entered into force on 1 January 2012 Major revisions to the International Convention on Standards of Training. and its associated Code enter into force on 1 January 2012. and are aimed at ensuring that the necessary global standards will be in place to train and certify seafarers to operate technologicallyadvanced ships for some time to come. • Revised requirements on hours of work and rest and new requirements for the prevention of drug and alcohol abuse. The important changes to each chapter of the Convention and Code include the following: • Improved measures to prevent fraudulent practices associated with certificates of competency and strengthen the evaluation process (monitoring of Parties' compliance with the Convention). The “Manila Amendments” were adopted at a Diplomatic Conference in Manila. • Introduction of modern training methodology including distance learning and webbased learning. • Updating of competence requirements for personnel serving on board all types of tankers. a Party may continue to renew and revalidate certificates and endorsements in accordance with the provisions of the Convention which applied immediately prior to 1 January 2012. as well as provisions to ensure that seafarers are properly trained to cope if their ship comes under attack by pirates. • New requirements for marine environment awareness training and training in leadership and teamwork.1. Until 1 January 2017.2. a Party may continue to issue. including new requirements for personnel serving on liquefied gas tankers. . an approved education and training programme or an approved training course before 1 July 2013. recognize and endorse certificates in accordance with the provisions of the Convention which applied immediately prior to 1 January 2012 in respect of those seafarers who commenced approved seagoing service. • New training and certification requirements for electro-technical officers.” .charts and information systems (ECDIS). Until 1 January 2017. Transitional provisions Regulation I/15 Transitional provisions of the amended STCW Convention states that: “. • New training guidance for personnel operating Dynamic Positioning Systems. • New training guidance for personnel serving on board ships operating in polar waters. • New requirements for security training. 16 Clarification of transitional provisions relating to the 2010 Manila Amendments to theSTCW Convention and Code List of amendments expected to enter into force this year and in the coming years. The new SOLAS regulation II-1/310 will apply to oil tankers and bulk carriers of 150m in length and above. along with amendments to Chapter II-1. including collapse. Under the regulation.7/Circ.STCW. List of amendments expected to enter into force this year and in the coming years. Corrosion and fire protection . throughout their life. integrity and stability to minimize the risk of loss of the ship or pollution to the marine environment due to structural failure. 1 January 2012: Entry into force of May 2010 amendments to SOLAS Goal-based standards International Goal based Ship Construction Standards for Bulk Carriers and Oil Tankers. resulting in flooding or loss of watertight integrity. in intact and specified damage conditions. It will require new ships to be designed and constructed for a specified design life and to be safe and environmentally friendly. ships should have adequate strength. Certification and Watchkeeping for Seafarers (the STCW Convention). Amendments to the International Code for Fire Safety Systems (FSS Code). to require all such tanks to be protected against corrosion. 1 January 2012: Entry into force of amendments to the International Convention for Safe Containers. 1 January 2012: Entry into force of June 2010 Manila amendments to STCW Major revisions to the International Convention on Standards of Training.7 on Gas measurement and detection and to SOLAS regulation II-2/7. and to enable them to address issues that are anticipated to emerge in the foreseeable future.1 relating to fixed fire detection and fire alarm systems. the Philippines. Amendments to SOLAS regulation II-2/4. the addition of a new test for containers being approved for operation with one door removed. .5. 1972 The amendments include addition of new paragraphs in Regulation 1 Safety Approval Plate. "The Manila amendments to the STCW Convention and Code" are aimed at bringing the Convention and Code up to date with developments since they were initially adopted in 1978 and further revised in 1995.A new SOLAS regulation II-1/3-11 on Corrosion protection of cargo oil tanks of crude oil tankers. 1 July 2012 Entry into force of 2010 amendments to SOLAS Amendments to SOLAS to make mandatory the International Code for the Application of Fire Test Procedures (2010 FTP Code). held from 21 to 25 June 2010. and the addition of a new annex III Control and Verification. specifying the validity of and elements to be included in approved examination programmes.4. which provides specific control measures to enable authorized officers to assess the integrity of structurally sensitive components of containers and to help them decide whether a container is safe to continue in transportation or whether it should be stopped until remedial action has been taken. and its associated Code adopted at a Diplomatic Conference in Manila. The 2010 FTP Code provides the international requirements for laboratory testing. with related performance standards also adopted. type-approval and fire test procedures for products referenced under SOLAS chapter II-2. 1 January 2013: Entry into force of May 2011 SOLAS amendments A new paragraph 5 of SOLAS regulation III/1 is added to require lifeboat on-load release mechanisms not complying with new International Life-Saving Appliances (LSA) Code requirements to be replaced no later than the first scheduled dry-docking of the ship after 1 July 2014 but. stricter. Other amendments entering into force: • Amendments to SOLAS regulation V/18 to require annual testing of automatic identification systems (AIS). Officers. under MARPOL Annex VI. relating to references to alternative design and arrangements.The Convention is the first attempt to make standards of safety for crews of fishing vessels mandatory internationally. The Convention will apply to crews of seagoing fishing vessels generally of 24 metres in length and above. to update and to improve safety aspects for pilot transfer. It comprehensively revises and updates the current Code. 29 September 2012: Entry into force of STCW-F Convention Entry into force of International Convention on Standards of Training. • Amendments to safety certificates in the SOLAS appendix and SOLAS Protocol of 1988. 1 August 2012: Effective date for North American ECA North American Emission Control Area (SOx. Chapter I contains General Provisions and Chapter II deals with Certification of Skippers. not later than 1 July 2019. safety standards for . Engineer Officers and Radio Operators. and NOx and PM) becomes effective. adopted by the MSC in 1996. in any case. Certification and Watchkeeping for Fishing Vessel Personnel (STCW-F). • Amendments to SOLAS regulation V/23 on pilot transfer arrangements. The STCW-F Convention consists of 15 Articles and an annex containing technical regulations. The SOLAS amendment is intended to establish new. The EEDI is a non-prescriptive. the Administration may waive the requirement for new ships of 400 gross tonnage and above from complying with the EEDI requirements.lifeboat release and retrieval systems. The regulations apply to all ships of 400 gross tonnage and above. aimed at preventing accidents during lifeboat launching. performance-based mechanism that leaves the choice of technologies to use in a specific ship design to the industry. the keel of which is laid or which is at a similar stage of construction four years and six months after the entry into force. four years after the entry into force date. and will require the assessment and possible replacement of a large number of lifeboat release hooks. for new ships. ship designers and builders would be free to use the most cost-efficient solutions for the ship to comply with the regulations. However. Other amendments to Annex VI add new definitions and the requirements for survey and certification. The SEEMP establishes a mechanism for operators to improve the energy efficiency of ships. As long as the required energy-efficiency level is attained. add a new chapter 4 to make mandatory the Energy Efficiency Design Index (EEDI). under regulation 19. 1 January 2013: entry into force of July 2011 amendments to MARPOL Annex VI energy efficiency Amendments to MARPOL Annex VI Regulations for the prevention of air pollution from ships. including the format for the International Energy Efficiency Certificate. This waiver may not be applied to ships above 400 gross tonnage for which the building contract is placed four years after the entry into force date of chapter 4. and the Ship Energy Efficiency Management Plan (SEEMP) for all ships. Annex VI emissions Amendments to MARPOL Annex VI Regulations for the prevention of air pollution from ships to designate certain waters adjacent to the coasts of Puerto Rico (United States) and the Virgin Islands (United States) as an ECA for the control of emissions . the delivery of which is after six years and six months after the entry into force. or in cases of the major conversion of a new or existing ship. 1 August 2013: Entry into force of 2012 amendments to MARPOL Amendments to MARPOL Annexes I. Another amendment makes old steamships exempt from the requirements on sulphur relating to both the North American and United States Caribbean Sea ECAs. except as expressly provided otherwise (the discharges permitted in certain circumstances include food wastes. 1 January 2014: Entry into force of 2010 October MARPOL amendments Revised MARPOL Annex III Regulations for the prevention of pollution by harmful . IV. Annex IV sewage Amendments to MARPOL Annex IV Prevention of pollution by sewage from ships to include the possibility of establishing “Special Areas” for the prevention of such pollution from passenger ships and to designate the Baltic Sea as a Special Area under this Annex. II. and particulars of those ports with only limited facilities. Parties participating in a regional arrangement must develop a Regional Reception Facilities Plan and provide particulars of the identified Regional Ships Waste Reception Centres. The main changes include the updating of definitions.of nitrogen oxides (NOX). cargo residues and water used for washing deck and external surfaces containing cleaning agents or additives which are not harmful to the marine environment). and particulate matter under. the inclusion of a new requirement specifying that discharge of all garbage into the sea is prohibited. developed following a comprehensive review to bring the Annex up to date. expansion of the requirements for placards and garbage management plans to fixed and floating platforms engaged in exploration and exploitation of the sea-bed. Annex V garbage Revised MARPOL Annex V Regulations for the prevention of pollution by garbage from ships. V and VI which are aimed at enabling small island developing Statesto comply with requirements for port States to provide reception facilities for ship waste through regional arrangements. sulphur oxides (SOX). The new ECA takes effect 12 months after entry into force. and the addition of discharge requirements covering animal carcasses. for the purpose of providing operational information to the Master for safe return to port after a flooding casualty. • SOLAS chapter VI to add a new SOLAS regulation VI/5-2. covering transport information relating to the carriage of dangerous goods in packaged form and the .substances carried by sea in packaged form adopted in order for changes to the Annex to coincide with the next update of the mandatory International Maritime Dangerous Goods (IMDG) Code. • SOLAS regulation III/20. to introduce a mandatory requirement for new passenger ships for either onboard stability computers or shore-based support. under MARPOL Annex VI.1047(27) on Principles of minimum safe manning). to establish appropriate minimum safe manning levels following a transparent procedure. specifying that goods should be shipped in accordance with relevant provisions. 1 January 2014: Entry into force of 2012 May SOLAS amendments Amendments to the following: • SOLAS regulation II-1/8-1. 1 January 2014: United States Caribbean ECA becomes effective United States Caribbean Sea Emission Control Area (SOx. to prohibit the blending of bulk liquid cargoes during the sea voyage and to prohibit production processes on board ships. for every ship. to require that the operational testing of free-fall lifeboat release systems shall be performed either by free-fall launch with only the operating crew on board or by a simulated launching. • SOLAS chapter VII to replace regulation 4 on documents. taking into account the guidance adopted by IMO (Assembly resolution A. • SOLAS regulation V/14 on ships' manning.2 regarding the testing of free-fall lifeboats. NOx and PM) becomes effective. and issue an appropriate minimum safe manning document or equivalent as evidence of the minimum safe manning considered necessary. to require Administrations.11. 02 million SDR (up from 2 million SDR).001 to 30. 1966 to shift the Winter Seasonal Zone off the southern tip of Africa further southward by 50 miles. the limits are raised as follows: The limit of liability for claims for loss of life or personal injury on ships not exceeding 2. 453 SDR (up from 300 SDR) . to make mandatory the International Code on the Enhanced Programme of Inspections during Surveys of Bulk Carriers and Oil Tankers. 604 SDR (up from 400 SDR) • For each ton from 30.000 gross tonnage is 1. resolution A.001 to 70.1049(27)).001 to 70. 8 June 2015: Amendments to 1996 LLMC Protocol Amendments to increase the limits of liability in the 1996 Protocol to the Convention on Limitation of Liability for Maritime Claims were adopted in April 2012. For larger ships. 1 January 2014: Amendments to LL Protocol Amendments to regulation 47 of the 1988 LL Protocol to the International Convention on Load Lines (LL).000 tons. 2011 (2011 ESP Code.000 gross tonnage is 3. the following additional amounts are used in calculating the limitation amount: • For each ton from 2.208 SDR (up from 800 SDR) • For each ton from 30. 1.container/vehicle packing certificate. New limits:Under the amendments to the 1996 Protocol. and • SOLAS chapter XI-1 regulation XI-1/2 on enhanced surveys. the following additional amounts are used in calculating the limitation amount: • For each ton from 2.000 tons.000.000 tons.000 tons. 604 SDR (up from 400 SDR).001 to 30. 906 SDR (up from 600 SDR) • For each ton in excess of 70.51 million SDR (up from 1 million SDR). For larger ships. The limit of liability for property claims for ships not exceeding 2. fire detection and fire extinction Chapter III Life-saving appliances and arrangements Chapter IV Radio communications Chapter V Safety of navigation Chapter VI Carriage of cargoes Chapter VII Carriage of dangerous goods Chapter VIII Nuclear ships Chapter IX Management for the safe operation of ships Chapter X Safety measures for high-speed craft Chapter XI-1 Special measures to enhance maritime safety Chapter XI-2 Special measures to enhance maritime security Chapter XII Additional safety measures for bulk carriers . 1974. and the 1988 Protocol Consolidated text of the annex to the International Convention for the Safety of Life at Sea. and the 1988 Protocol relating thereto Chapter I General provisions Chapter II-1 Construction-Structure. 302 SDR (up from 200 SDR).subdivision and stability. 1974. Consolidated text of the annex to the International Convention for the Safety of Life at Sea.machinery and electrical installations Chapter II-2 Construction-Fire protection.• For each ton in excess of 70.000 tons. Electronically controlled without camshaft. 60 cm bore diameter of cylinder liner. bt dont remember) Why the equalising line is provided in thermostatic expansion valve? . compact short two stroke diesel engine).. RT-flex (Wartsila-Sulzer) means Electronically controlled (common-rail) two stroke diesel orals questions of mmd how many EPIRB and SARTare there on ship?? what action u will take if high thrust bearing temp alarm comes??? Why thrust block is not provided near the stern tube? Have u heard abt washer spring in AE? Have u heard abt washer spring in AE? In A/E engine cyl head learance betn spindle and guide increases? what is that term called when spring looses tension? why AE engine pulse type? (this Qs he asked to atleast 10 people) (Man more.nomeclature letter information in MAN B&W engine types nomenclature (L S C E letter)information of MAN B&W engine types L Long (L60MC) S Superlong (S60MC) C Compact (S60MC-C) E Electronically controlled (S60ME-C superlong.. RND & Rt flex types RD series It is the oldest engine series from SULZER and very rarely seen in shipping industry today. RTA series It is the modern day engine design with exhaust valves fitted. It has become very famous in modern shipping as it is a balanced blend of automation and mechanical engineering. fuel cam. The cylinder liner quills were of wet type and placed only at the upper part. It produces more power than the engines of RD series. It has loop scavenging i. RT Flex series It is the latest and the toughest engine from Wartsila Sulzer with maximum automation installed.e. It was fitted with more liner quills at the bottom of exhaust port and is of dry type.Difference between RTA. chain drive etc.It is equipped with rotary exhaust valves and fuel valve with short spindle. It has pulse turbo charging system with no auxiliary blower fitted for supporting the scavenge pressure. It consumes less fuel and produces more power with three fuel valves in one cylinder. exhaust and inlet ports are provided in the liner. Auxiliary blowers are provided and constant turbo charging system is adopted. It consists of a common rail fuel injection method and uses fully integrated electronic system based on a high performance computer eliminating parts like fuel pump. RND series One of the most famous design of SULZER with a slogan of “Our Exhaust valves never burns” as this engine doesn’t have any. some oral questions for class 4 mmd exams . resulting in reduced maintenance. FN-3 WHAT IS FRESH WATER ALLOWANCE AND WHERE IT MARKED WHAT IS FLOOR PROCEDURE FR EMERG STEERING GEAR TEST CO2 SYSTEM WITH FEW CROSS QUESTIONING WHAT IS LCF AND ITS SIGNIFICANCE FN-4B MAIN ENGINE SPECIFICATION OF MY SHIPS ENGINE REVERSING OF MAN B&W ENGINE FUNCTION OF WATER PUMP IN CENT PUMP SURGING CAUSES The nomenclature of MAN B&W in detail The MC/MC-C Programm MAN B&W have explained the nomenclature for their large 2-stroke engines as follows: • The first letter stands for engine stroke – K for short stroke about 2.0 S/B ratio • The next letter M denotes the engine programme • The third letter denotes the type of engine control – C for camshaft control and E for electronic control • An additional fourth letter C is added in the case of a compact version of the engine As for Sulzer RTA engines. I had attended a presentation at the works of Sulzer Winterthur in the 1980s when Sulzer introduced their RTA design for the first .8 Stroke/Bore ratio.2 S/B ratio and S for super long stroke about 4. L for long stroke about 3. Piston diameter or cylinder bore? (Nick) . The actual piston diameter will be slightly less depending on the clearance allowed but for the sake of convenience the difference is disregarded. Above Point is by Ratinkersen . Propulsion machinery of ship . The Chief Designer presented a paper at the seminar when he disclosed that the characters RTA were chosen on recommendation of a phonetic expert on the ground that the combination of characters RTA sounded phonetically very nice!! Conastructional difference (jituraj_r) between SMC and LMC: LMC is bigger (taller and broader) due to larger stroke and crank throw and obviously more powerful than the SMC.The design figure is 90 cm. the MC/MC-C engines are specified with MAN B&W Alpha Cylinder Lubricators.time.both would be correct. Most other details are quite similar. of which only the fuel injection timing can be adjusted while the engine is running if VIT fuel pumps are applied. As standard. MC/MC-C of MAN B&W stands for Mechanically Driven Camshaft Controlled Timing of Fuel Injection. exhaust valves and starting air valves. Alternatively. mechanical cylinder lubricators driven by the engine may be installed.m&k The MC/MC-C Programm of MAN B&W The MC/MC-C Programm of MAN B&W The MAN Diesel two-stroke MC/MC-C engines are characterised by having mechanicallydriven camshaft-controlled timing of fuel injection. So you may call it cylinder bore or piston diameter whatever you like . . They are 1)Direct reversal of engine so that the propeller turns in the opposite direction 2)A controllable pitch propeller (CPP) which changes the angle of the blade as the engine rotates in the same direction 3)There are reverse gear and clutches which causes the propeller to turn in the opposite direction For slow speed diesel engines mostly method 1 is used. For medium speed diesel engines all the three methods can be used. But in case of steam turbine. Coming back to the propeller machineries.Propulsion machinery of ship While describing in terms of marine ships. The arrangement of these propulsion machineries is such that they normally propel in the forward direction. The ahead and astern turbines have their own separate steam stop valves. the propulsion machineries can be described as the machineries that provides the power to drive the propeller of the ship which in turn provides the force (thrust) to move the ship through the water. These are as following: 1) TRANSMISSION SYSTEM This system helps in transferring the power developed in the engine to . there are mainly four things which contributes to the propulsion unit. These propulsion machineries along with the propeller help in the movement of the ship in both forward and astern direction. This astern turbine is mounted on the same shaft as the astern turbine or it can be separately geared to the main shaft. 2) Medium speed engines-Engines having speed between 300 to 1000 rpm 3) High speed engines-Engines having speed above 1000 rpm. There are three principle types of propulsion machineries found on the ship.Engines having speed up to 150 rpm. a separate stern turbine is required to drive the propeller in reverse direction. They are 1)Direct drive slow speed diesel engines 2)Geared medium speed diesel engine 3)Steam turbine Amongst these the diesel engines can be classified on the basis of their speed as: 1) Slow speed engines. To make the ship move in reverse direction. there are following three methods. but sometimes method 2 can also be used. This figure shows the arrangement of the propulsion machineries. but method 2 is most common amongst all. the cell guides in hold include fixed cell guide and removable cell guide. it can improve the efficiency of loading and unloading containers. The fixed cell guides are widely applied onto the container ships carrying 40 feet containers in hold.what is cell guide and Securing guideline for containers on deck and in cargo holds The cell guides on container ships generally include cell guide in hold and cell guide on deck. . Meanwhile. Furthermore. Removable cell guides is necessary on the multi-purpose ship and can be removed to load other forms of cargos. The removable ones will be applied while the cell guides in hold need to be adjusted to load different sizes of containers . Usage of removable cell guide makes it possible to load 40 feet containers with different height without additional lashing gears. transportation capacity of vessel. Where four container corners are adjacent the cell guides may be built into a composite pillar . speed of loading and unloading containers and efficiency. Containers have very little strength in any direction other than vertically through the corner posts thus it is necessary to provide substantial support to the containers when they are on the ship.three containers. Also of course when off loading the fore and aft container is more easily received by road or rail transport. Stowage of containers is with their longer dimension fore and aft since the ship motion transmitted to cargo is greater in rolling than pitching and it is therefore prudent to limit any possible cargo movement within the container to the shorter transverse dimension. Cell guides will improve the stacking weight. Below decks containers are restrained in vertical cell guides which are typically 150 × 150 × 12 angles and they are structurally supported so that any dynamic forces other than purely vertical are transmitted as much as possible through the ships structure and not into the containers. Lloyd’s stipulate a maximum clearance of 25 mm in transverse direction and 40mm in the longitudinal direction. they are to be so designed that they do not carry the main hull stresses. The tolerances are such that the cell guides have to be fitted to an accuracy exceeding normal shipyard practice with the use of jigs to ensure the dimensions are maintained following welding. if it is too large when one container lands on the one below the corner posts and castings which accept a maximum eccentricity may not mate. The clearance between container and cell guide is critical.The deck cell guides are usually installed on the rear deck to insure the maximum stacking weight due to bigger acceleration and higher tiers on the rear. Lead in devices are fitted at the top of the guides. Lloyd’s require that the cell guide not deviate from its intended line by more than 4 mm in transverse direction and 5mm in longitudinal direction. The cell guides are not to form an integral part of the ships structure. The height of the cell guide is normal higher than height of  . If it is too small the container will jam. Above deck cell guides may also be provided there being several patented arrangements . To keep the necessary torsional rigidity. With locking stackers less lashings are required therefore the more expensive twistlock is often favoured. These are not widely used however and many ships carrying containers above deck rely on various deck and hatch sockets with locking and non-locking stackers mating with the standard container corners plus lashings to secure the containers. Deck sockets like the container corner fitting contain the standard ISO hole into which the stackers fit what is a torsion box and where it is in a container ships A container ship has large openings in the upper deck and a high warping stress is expected at the corners of the openings due to the lack of torsional rigidity. .such as the MacGregor-Navire International AB ‘Stackcell’ system. the double hull side structure is usually applied as a torsion box in the upper part of a large container ship. The torsional strength depends on the enclosed cross-sectional area of such plates. as shown in Fig. a container ship cannot usually have enough cross-sectional area. and the designer has no other way but to increase the surrounding plate thickness. However due to design limitation. TORSION : When any body is subject to a twisting moment which is commonly referred to as torque. In most ships these torsional moments and stresses are negligible but in ships with extremely wide and long deck openings they are significant. A particular example is the larger container ship where at the topsides a heavy torsion box girder structure including the upper deck is provided to accommodate the torsional stresses (see Figures ).by hatching. . that body is said to be in ‘torsion’. A ship heading obliquely (45!) to a wave will be subjected to righting moments of opposite direction at its ends twisting the hull and putting it in ‘torsion’. . 5 ft between the hatch opening and the shide shell. the ship is always in motion which leads to a racking effect as well as a diagonal movement which produces a torsion on the main deck. Now.In a container ship the hatch openings are quite big with only a marginal distance on main deck of about 1. This is done so as to maximise the space for stowing containers as they cant be stowed correctly once inside the hold which is not the case with bulk carriers. Since the breadth of the main deck plating in way of the hatch openings is less. there is seriuos concentration of stresses there which cause cracking of the deck plating. In order to prevent the material failure. torsion boxes are fitted with welded joints on the side . main engine safety devices and safety trips MAIN ENGINE SAFETY DEVICES MAIN ENGINE SAFETY TRIPS 1 Crank case relief door 1 Over speed trip 2 Scavenge space relief door 2 Lube oil low pressure trips 3 Cylinder head relief valve 3 Camshaft lube oil low pressure trip 4 Starting air relief valve 4 JCW low pressure trip 5 Starting airline flame trap 5 Piston cooling low pressure trip 6 Oil mist detector 6 Thrust bearing high temperature trip 7 Rotation direction interlock 7 Main bearing high temperature trip 8 Turning gear interlock 8 Oil mist detector alarm 9 Spring air low pressure trip 1 Manual emergency trip .shell as well as on the deck plating which prevent the torsion produced by twisting. DB tank manholde door b.0 CLASS 4 SHIP CONSTRUCTION QUESTIONS 1. Explain how each of the following is made watertight. Explain what is meant by left and right hand propellers. a. If a damaged ship is listing badly. Descrive the usual rotatoin of propellers in twin screw ship . Stern tube against the after peak bulkhead c. state a few differences in the constructional features of a conventional and a double hull tanker? 4. Riveted shell plage d. What are the requirements for maintaining watertight integrity of cargo holds? 7. Describe the action of the rudder in steering a ship? 6. is it always safe to pump out wing tanks? Under what conditions would it be dangerous? 2. What are the forces acting upon a ship among waves which cause her to roll? 3. With regard to the carriage of crude oil and its associated products. stating a suitable jointing materian and compoung reqd. Access to a cargo tank on a bulk oil carrying vesssel 5. What is meant by stability criteria of a ship? 11. Describe the types of the waves formed when shipp moves throu the water? 19. Explain hw continutiy of strenght is maintained in the vicnity of openings in the shell? 9. Describe the construction of chain lockers and how cables are secures in the lockers. What is the significane of GM GZ Curve 10.and why? 8. Explain the term capsizing moment? 20. explain how to secure anchors in preparation for a sea passage? 16. Explain the reasons for damage stability requirements? 17. Describe hw water tightness is achieved at the coamings and crooss joints? 12. Explain the principle of screw propulsion? 14. Explain the purpose of the rudder carrier and pintles? SHIP-CONSTRUCTION QUESTIONS . Describe the function of a stern frame? 13. Explain what is meant by assigned summer freeboard? 18. Explain the purpose of maintaining the watertight integrity? 21. Explain what is meant by synchronous and resonant vibration? 15. (16 marks) 14.a) Enumerate the examinations and tests which should be carried out on the exterior of a ship’s hull when in duty dock. SAGGING 2. (8 marks) ii) The ship side has a disc and lines marked a midships. HOGGING. (8 marks) OR 13. 4) Dead weight. iv) Cut up. What is the difference between a cargo tramp and a cargo liner. GROSS TONNAGE.1. Why water tight bulk heads are required in a ship construction? 8. What is the difference between a balanced rudder and unbalanced rudder ? 4. iii) Flare. 2) Tonnage. 5. What do you understand by the terms “Dynamic positioning system”? 10. 2. 3. (8 marks) 13. DUCT KEEL.a)i) Sketch and describe a cruiser stern. ii) Sheer.a) Explain the meaning of the following with the aid of sketches: 1) Spur ling pipe. What is meant by 1. 9. BILGE KEEL. 2. Make a sketch and explain the meaning of such markings. What are the features of a container ship? 7. 4) Collision bulk head (16 marks) OR 12. 6. 3) Net tonnage. Define the terms mentioned below in a ship construction 1. 3) Coffer dam.b) Sketch and describe the general longitudinal section of a bulk carrier. What is Panting? Sketch and describe the panting arrangement at the fore end of a Vessel? (16 marks) 12.b)i) Define the following: 1) Free board. v) Rise of Floor. What is the highest class of notation given to a ship? 11. Explain the terms 1. Name five different types of off shore drilling platforms. What are advantages and disadvantages? (8 marks) ii) Describe with the aid of sketches: i) Round of beam. Detail the inspection necessary in the region of . DISPLACEMENT 2. 2) Centre Girder. (16 marks) OR 14. In 1934.b) Sketch and describe the different floors used in the construction of a double bottom indicating where each type is employed. Discuss the nature of defects liable to be found in these areas.a) Sketch and describe a transverse section of either an oil tanker or ore carrier having two longitudinal bulk heads.the ship’s hull. meaning "nose". (16 marks) Kort Nozzle Kort Nozzle A Kort nozzle is a precisely engineered duct surrounding a marine propeller. "nozzle" also remains in the English language as a slang term for "nose. providing greater control of the stream of water passing through it. Kort experimentally determined that the use of certain nozzles increased the efficiency (the ratio of power provided by the propeller to power output by the motor) . however. Interestingly. Give details of attachments of the floors to the adjacent structure. (16 marks) OR 15. (8 marks) 15.b)i) Discuss the different types of environmental forces as experienced by a off shore drilling structure? (8 marks) ii) Briefly describe different type of oil drilling platforms with their advantages and limitations. which is adjacent to the machinery spaces." (Nozzle) The idea of surrounding a propeller by a nozzle is a very old one. The term "nozzle" is derived from the Middle English noselle. L. this principle is expressed by the equation of continuity. and thinner at the outlet than at the inlet. . US Navy LCU 1645 Class. Jewett.LCM / LCU. which requires that at every point within a pipe. 2 and in greater design detail in Fig. 3. such as those found at the ends of garden hoses: a decrease in the area of a pipe translates into an increase in the velocity of the fluid passing through it. in a net velocity and energy gain in the flow of water. (Beichner. where the propeller turns. the sum of the pressure. kinetic energy per unit volume. Mechanized and Utility . This results. and Serway. When viewing the figures. (Lewis. supply vessels. An accelerating Kort nozzle can be seen in crosssection in Fig. Kort nozzles today can be found enhancing such vessels as tugboats. 476) Within the bounds of these requirements (the equation of continuity and Bernoulli's equation) the Kort design emerges. The total diameter of the nozzle is approximately twice its length. pushing the propeller to greater efficiency. one should picture the nozzle revolved around a horizontal center line. (Landing Craft.of heavily loaded propellers. trawlers and Navylanding craft utility vehicles (Fig. 1. which states that the product of the cross-sectional area and the speed of the fluid is constant anywhere within a pipe.) The Kort nozzle operates on a similar principle to that of everyday nozzles. and gravitational potential energy per unit volume is the same. thinnest (and hence creating greatest velocity) in the center. It is of widest diameter at the intake. Mathematically. The other physical principle behind the Kort design is Bernoulli's equation. 213) Fig. according to the two governing equations. At this point. 1). ducted propellers came to be commonly used. Fig. 3. and 24 are somewhat more efficient than No. 214. 37 is much better suited for operation both ahead and astern of a craft. 37. the differences between them are relatively small and refined. 215216) Although all four of these nozzle types present a large improvement over a nonducted propeller. No. 22. 19A.8 and 1. 218) . respectively). (Lewis. (Lewis. Nozzles No. Nos. however. MARIN Nozzle No. 219-220) Fig. 19A (not shown) was crafted with a thinner trailing edge for pushing heavy loads. 37. Modified by Kathryn Catlin. (Lewis. For application on pushboats and tugboats.Fig. MARIN Nozzle No. For example. (Lewis. 22 and 24 (not shown) were designed with larger length-diameter ratios (. hence its popularity on pushboats that require movement in two directions. Netherlands) for unique thrust characteristics. 37. 2.) A number of differing nozzle designs have been developed by MARIN (MArine Research Institute. Accelerating Kort nozzle. 3 is a MARIN Nozzle No. its rather thick trailing edge is particularly suited for operation on the stern (back) side of a watercraft. The American Heritage Dictionary of the English Language: Fourth Edition. Volume II: Resistance." May 1999. Propulsion. and Vibration. Main Ozone Depleating AMENDMENTS TECHNICAL INFORMATION Subject: Amendments to MARPOL Annex VI for Control of Emission of Ozone Depleting Substances (ODS) Applicability: All ship owners.bartleby.html>. Orlando. operators and charterers Information: . Online..In its seventy-year history. Physics for Scientists and Engineers with Modern Physics. < http://www. Serway. and Raymond A.de/usnavy/ships/lcm. editor. 20 February 2001. NJ: The Society of Naval Architects and Marine Engineers.com/61/10/N0181000. Fifth edition. 1988. < http://mitglied.htm>. Mechanized and Utility .. Online.. Lewis. "Landing Craft. Jewett. 2000.LCM / LCU. Edward V. John W. "Nozzle. It remains the most efficient method of boosting the thrust of a heavily loaded propeller.tripod. Jersey City. Robert J. 20 February 2001. the Kort nozzle has been repeatedly refined and developed for ever more specific uses. Works Cited Beichner. Principles of Naval Architecture. Jr. FL: Harcourt College Publishers." 2000. and its many incarnations continue to grace the sterns of tugboat fleets worldwide. Second revision. full or partial. The purpose of this ODS data recording is to keep a record of the condition and quantities of ODS on board a ship and serves as the basis for data collection by the relevant Flag State.4 of the Montreal Protocol on Substances that Deplete the Ozone Layer. under Regulation 12. 1987. C or E to the said Protocol in force at the time of application or interpretation of Annex 13 to the Revised MARPOL Annex VI. recording each occasion of actions affecting that equipment such as servicing. deliberate and non-deliberate emission of ODS and the disposing of equipment containing ODS from ships. Ozone depleting substances that may be found on board ships include but are not limited to: Halon 1211 Halon 1301 Halon 2402 CFC-11 CFC-12 CFC-113 CFC-114 CFC-115 The definition of ODS and the phase out dates in the Revised MARPOL Annex VI are aligned with the Montreal Protocol. Entries in the ODS Record Book are to be recorded in terms of mass (kg) of the substance and be completed without delay on each occasion with respect to the following: Recharge.The Revised MARPOL Annex VI enters into force on 1 July 2010. The regulation covers the recording of ODS use. 1987. Key elements of this regulation requirement are as follows: Ozone depleting substances means controlled substances as defined in paragraph 1. B. of equipment containing ODS Repair or maintenance of equipment containing ODS Discharge of ODS to atmosphere .deliberate and non deliberate Discharge of ODS to land-based facilities . and listed in Annexes A. One of the requirements. Each ship is to maintain a list of equipment containing ODS and also an ODS Record Book. calls for all ships to maintain a list of equipment containing ozone depleting substances (ODS) and an ODS record book. maintaining. Regulation 12 does not apply to permanently sealed equipment where there are no refrigerant charging connections or potentially removable components containing ODS. repairing or disposing of the system or the equipment containing ODS. it is up to each EU/EEA Member State to decide whether and how they choose to respond to the EU Recommendation. However. which are available below for download. The Commission also intends to take action to allow LNG carriers to use mixtures of fuels resulting in emissions of sulphur dioxide equal to or lower than required by the Directive.1% sulphur requirement. the EU Commission recommended to EU Member States. The EU Commission has issued a “Recommendation” to EU Member States on 21 December 2009 with respect to implementation/enforcement of the 0. when enforcing the requirement that ships at berth in EU ports use marine fuels with a sulphur content not exceeding 0. to consider the existence of detailed evidence of the steps taken by ships to achieve safe compliance with the Directive. . Supply of ODS to ship The ODS Record Book can be a part of an existing log book or electronic recording system. Click here for the EU Recommendation. ABS has prepared templates for the List of Equipment containing ODS and the ODS Log Sheet for general use. EU Member States may consider the existence of an "approved retrofit plan" when assessing penalties for non-complying ships. To assist owners/operators/charterers in complying with Regulation 12. Downloads: ABS Sample List of ODS Equipment ABS Sample ODS Log-sheet Book Controlled Substance List per MP 87 SULPHUR AMENDMENTS Low-Sulphur Fuel Requirements EU Commission Recommendation on the safe use of low sulphur fuel by ships at berth in EU ports On 21 December 2009. as approved by the Administration.1% by mass from 1 January 2010. introduces 0. as amended. ABS emphasizes that the above “ABS Notes” are to be used for guidance purposes only. non-propulsion] ABS Guidance If operation within affected areas is intended and the vessel is not designed to operate on low sulphur fuels. 2012 [MGO (ISO 8217. owners should evaluate the potential risks associated with such operation.5%S] Phase II . and ABS Notes . ABS has prepared two “Notes” which identify a list of potential risks (this list is not exhaustive) associated with such operation. DMB Grade) at or below 0. Effective Date: January 1. owners are urged to determine whether they intend to operate within areas affected by the below regulations: (1) Article 4b of "EU COUNCIL DIRECTIVE 1999/32/EC of 26 April 1999 relating to a reduction in the sulphur content of certain liquid fuels and amending Directive 93/12/EEC". DMA Grade) or MDO (ISO 8217. b.1% sulphur limit (m/m) for marine fuel. ABS Requirements .January 1. while the CARB Regulations apply to only the auxiliary boilers i. Applies to: All types of marine fuel used by ships within California Waters (within 24NM of the California Baseline).e. 2009 [MGO (ISO 8217. DMB Grade) at or below 0. (2) California Air Resources Board (CARB) a. The ABS requirements that are required to be satisfied for any modified system are specifically delineated in the above “ABS Notes”. [Note: (**) = As for boilers. DMA Grade) at or below 1. unless an approved emission abatement technology is employed or shore power is available. Applies to: All types of marine fuel used by ships at berth for more than two hours in EU ports.As more stringent sulphur requirements are put in place. the EU Directive applies to main and auxiliary boilers. shipyards and designers as appropriate. Effective Dates: Phase I (in force) since July 1. To assist operators in their evaluations. ABS Notes .5%S or MDO (ISO 8217.Use of Low-Sulphur Marine Fuel for Main and Auxiliary Diesel Engines..Use of Low-Sulphur Marine Fuel for Boilers The above "ABS Notes" are developed with a view to assist the owners. 2010. a. [Note: MGO = Marine Gas Oil.1%S] b. MDO = Marine Diesel Oil] Please be advised that all engines and boilers(**) are affected by the above Regulations and it will be mandatory to operate the engines and boilers on the low-sulphur marine fuel with the sulphur content and effective dates as indicated in the respective Regulations noted above. operators. . ddmmyyyy) e. As this is a safety issue. In all cases it is expected that operating procedures. are required to be submitted to ABS for approval so that that class and statutory certification can be maintained. and fr. and boiler(s) to operate on low-sulphur fuel. b. c. rev. boilers and associated fuel oil piping and control systems. port/starboard side. auxiliary engines. will be provided onboard by owners/operators. the Surveyor will verify and report that “The vessel is arranged with a shorepower system as per drawing no. 0. rev. together with the results of the above mentioned design evaluation. Where the owner is satisfied that modifications to the vessels’ installed equipment and systems are not required. The vessel is fitted with dedicated low sulphur fuel oil storage tank(s) with a capacity of xx m3 fitted between fr. 0. as appropriate. Regarding Survey. Owners and operators are reminded that all modifications to engines. Operational procedures for fuel-change-over are provided on board the vessel. Operating procedures for using low sulphur fuel in engines and boilers are provided on board the vessel. The structure. auxiliary engines. ABS is prepared to issue a Statement of Fact (SOF) Certificate(s) as follows: (1) ABS Surveyor will verify fitting of and report on the following: a. rev. (2) For vessels equipped to operate in a cold iron condition in port through the shore-power connection installation. to establish safeguards. no.. no. (doc. Main engine(s).. dated. availability of the proper operating guidance may be verified during ISM audits. no." (3) Issuance of a Statement of Fact for the installation of exhaust gas scrubber / emission abatement technologies will be considered on a case by case basis. 0. (doc. piping and control systems are in accordance with ABS approved drawings. were observed in operation on MGO for a period of (hh:mm) in accordance with operational procedures. including guidance for switching between fuel types. auxiliary boiler(s). ddmmyyyy) d. rev. The fuel oil piping system is arranged to allow main engine(s)..We require each owner/operator conduct a design evaluation of each ship for low sulphur fuel operation by systematically assessing the related systems taking into consideration (but not to be limited to) these identified potential risks in the ABS Notes as applicable to the specific systems and take necessary actions. it is recommended that the results of the design evaluation that has been conducted be maintained on board.. (dwg. with details to be submitted to an ABS engineering review office for review prior to surveyor issuance of . ddmmyyyy) f. . Drain the jacket water. q. Again check all the parameters are within normal range.the statement of fact report. g. n. then start the Stand by generator. Take out the injector using its tool. e. Stop the generator on which work has to be carried out. Shut the air starting valve. Divisional Survey Offices may be contacted for questions pertaining to Survey. i. b. The Statement of Fact will report on what the Surveyor has surveyed. d. f. Put MEN AT WORK tag. Questions regarding engineering submittal requirements should be submitted to the ABS Divisional Engineering Office. Remove high pressure pipe. If so. m. fuel oil inlet & outlet valves and isolate the system. k. r. Open the rocker arm bolts & remove it from its place. Click here to locate the closest appropriate office from the ABS Directory MEP oral KUNDRA 1 Procedure for Overhaul of A/E. Now share the load with the help of synchroscope. Let lube oil priming pump run for half hour after then stop it. l. Remove the cylinder head cover. h. a. Check whether all tools and spares are available or not. p. Open the cylinder head bolts using the Torque spanner or hydraulic jack(As provided on your vessel). o. Check all parameters are normal. c. Disconnect the scavenge & exhaust manifold from the cylinder head. Put full load on the Stand by generator. Remove the Jacket water outlet pipe. j. s. Check that emergency button is working. 1 How do you decide if piston rings should be changed or not? a. Check the limit switches in the forward. so connecting rod can be taken out. e. ii. c. 1 What to do if valve seat damaged? 1 Checks on crankcase inspection in Main Engine? Safety Precautions: 1 Inform bridge and Chief Engineer. a. 1 Put “Men at Work” tag. Visual condition of piston ring. h. iv. Check the condition of wire rope & grease it. 1 Get propeller clearance from the duty officer. g. Bring the piston to BDC and open the bottom-end bolts & remove bottom end bearing. etc. Check for any carbon deposits. Check that safety latch is there on chain block. Check the lifting gear (Crane & chain block. iii. Bring the piston to TDC position & attach eye-bolt on it and Attach hook of chain block to it. Check the visual condition of chain block. axial & radial clearance. Check the butt clearance. Axial clearance increased. Check the piston for any cracks. y. Check the piston top profile. u. take Immobilization certificate. Piston:i. Open the crankcase door. 1 Shut off starting air valve. f. As load of piston is now on Lifting gear. d. Butt clearance increased then its normal range. a. 1 What checks on piston and liner. Check overload trip is working satisfactorily. Lift the cylinder head & put it at a suitable place. Remove the circlip from the gudgeon pin & take out the gudgeon pin. the top part of liner needs to be cleaned) w. . Eye bolt. Check the visual condition of the insulated cover is satisfactory. Remove the piston rings using ring extractor. so take it out & put it on the piston stand. aft. b. 1 If in port.) t. Check the visual condition of chain. no cracks should be there. c. z. Port & starboard direction are working. b. 1 How you check lifting gear. x.(Before bringing Piston to TDC. v. p. i. discoloration. n. Check all bearing for white metal. t. o. Start the lube oil pump & check flow . 1 Ventilate the crankcase door properly. Valve will open early & close late ii. Check the tightness of chain drive. c. l. 1 Open the crankcase door taking it as a shield.(See Ans. s. Check top & bottom of connecting rod bolts. 1) Make sure the piston is on TDC. g. Check piston palm bolts & locking. No paint parts to be there in the sump. Air induced through inlet valve may leak out. Check oil pan area of every unit for any sludge formations. 1 Turning gear should be engaged 1 Wear proper PPE. Check c/case door sealing condition & close it c/case door. Push rod should be free. Inspection: a. b. for any smell. f. k. Loosen the lock nut of the rocker arm. Shoes & helmet. 1 No naked lamp to be taken inside. . 1 Tappet clearances why plus how to check. m. wire mesh & sealing ring. Make sure the engine has cooled down. Check piston rod for any scoring & roughness. j. Make sure no foreign matter or tools should be left inside the c/case. r. So. nuts & locking device. From the marking on the flywheel. less air for combustion. Check c/case relief door spring tension. Now adjust the tappet clearance between the rocker arm & valve stem by tightening or loosing the nut below the lock nut. d. Turn the engine to BDC and under stuffing box area for any black oil. 1 Indicator cocks to open. Check guide shoe end cover bolts. bearing metals & foreign particles. Taking all safety precautions.1 Stop lube oil pump. Tappet clearance is taken to ensure positive closing of the valve & for thermal expansion of the valve.D sampling pipes. 1 No items should be inside the pockets of boiler suit. From the fuel cam. i. Check the teeth of transmission gear. iii. h. Check X-head bearing general condition. Check slippage of web & journal by reference marks. q. Check & clear the O. Check the axial movement of bottom end bearing. degradation. Check the guide shoes and the area around it.M. e. ii. If tappet clearance is less: i. Check the condition of lube oil. Low air bottle pressure or air line valve may be shut. Fuel filter is chocked. 1 What precautions to take to start A/E After overhaul. h.iii. Power will be reduced. In worst condition. h. is not on remote stand. jammed plunger. Control valve for fuel or start is not in it’s end position. valve may remain open. resulting in loss of compression pressure. Lesser heat energy to T/C. Start air pressure insufficient to turn the engine fast enough. Hammering of valve stem-may cause damage to valve stem. b. Compression pressure is too low due to broken piston ring or exhaust valve not closing properly. f. ii. a. Cylinder air start valve defective or sticky. so reduction in scavenge air & hence power. 1 What to check if Engine is not taking load. d. Water tightness to be checked. iv. Fuel pump relief valve leaking. Air to be removed from jacket water outlet line. Bursting diaphragm on start air line damaged. Start air automatic valve jammed. Fuel level on local maneuvering stand. Or fuel pump tripped. Air bottle isolating valve or automatic valve or distributor not functioning. Fuel lever on maneuvering stand not on remote mode. Control air valves faulty or less control air pressure. engine may become unbalanced. Turning gear engaged. n. burning of exhaust valve. m. If tappet clearance is more: i. j. b. l. . Interlock is operated. iii. j. Piston not in firing mode. d. e. Fuel supply pumps not delivering required pressure. Fuel rack stuck. Fuel pump malfunctioning. e. g. g. 1 What to check if Engine is not starting on air and fuel Engine not starting on Air:a. v. Less fuel in service tank. Reversing has not taken place completely. T/C fouling will increase. f. i. iv. i. will be very high. Fuel consumption will increase. b. k. c. Auxiliary blower not running or not on ‘auto’ mode. No proper removal of gases. exhaust temp. Injector nozzle needle sticking or holes blocked. c. Emergency stop has activated. Valve will open late & close early. Engine not starting on fuel: a. . c. Temperature of the oil. Check the flow of lube oil. Pull the fuel rack to zero position. High throughput. e. f. Close the charging valve and the bottle valve. If monogram not there. 1 1 1 1 1 1 1 1 1 1 1 Charging gas in Dom Fridge? Close the receiver outlet valve and collect the gas in the receiver. a. a. if so. b. 1 How to change purifier to clarifier. if it is below L/3. which is drawn with respect to viscosity of oil & which size damn ring to be used. Priming lube oil pump to run before starting the engine. then a. Open the bottle valve slightly and purge the line into the collecting cylinder and then tighten the connection.c. 1 Mostly ships have hand p/p provided which develop more pressure than the inside pressure. b. From the monogram provided with manual. 1 How to select damn ring for purifier. Carry out let detector test. Method 1. Check the weight of the refrigerant bottle & keep it upright. b. Operate any trip. d. Open the charging valve and fully open the bottle valve. i. 1 What to check if purifier over flowing. Size of gravity disc. Check the lube oil level. 1 How to stop Aux Engine if not stopping by stop handle. Hit & trial method to be used. 1 Charging oil in Domestic fridge. Check the liquid level in the sight glass and make sure no air bubble present in the system. Open the receiver outlet valve & start the compressor. Connect the charging line to the connecting point and keep it loose. Charging is reqd. Blow through the engine before starting. Check the liquid level. First use the largest gravity disc and whether oil is overflowing. then use small size gravity disc and follow this process until oil stops overflowing. Chief Engineers experience will come into use. Remove the gravity disc. Method 2. Check flow of gas by seeing sight glass which should show full flow of refrigerant.Lesser gas flow 1 Less gas in system. Expansion valve filter choked. fridge is short cycling/ . 1 Make sure the pipe is diped fully. too low difficult for Cut In.P Cut out is defective.Expansion valves choked/ malfunctioning. Actions:a. d. 1 Run compressor. 1 What to check if Room temp (one room) not coming down? 1 What to check if all room temp not coming down? . Check L. 1 What to do if dom.Room fans not running. f. . . vaccum will develop. unloader defective. valve leaky. e. then purge it in a separate bottle after charging of oil gets completed. . compressor will start sucking the oil.Evaporators frosted.P Cut out setting.P Cut out setting not correct. 1 Dip the pipe inside the c/case of compressor.P. Check level in receiver. 1 Drier Choked. . c.Change it. Cut out setting. 1 Expansion valve filter choked or Expansion valve Malfunction. 1 So.L.Blow-thru evaporator with nitrogen.L. because it has got chances of sucking air. . 1 Reduce the L.Either less gas or drier chocked. 1 Changing pipe join below floor plate without removing pipe. 1 Compressor valves leaking. 1 Overhaul of centrifugal pump.Evaporator blocked. . then clean it. if low.Room insulation is bad. 1 If air gets in. Cut out pressure OK. .Compressor not working satisfactorily. Expansion valve malfunctioning. .Air in system. b. Clean the drier. Evaporator choked.Room doors not shut properly. . then charge gas. rings damagd. 1 Evaporator Choked. . g. If no full flow. 1 Check p/p working properly. The difference between the initial size and final size is the bumping clearance. . Measure the diameter /size of the lead ball. 1 Bridge informs lot of smoke from funnel what to do? 1 Reduce load on engine.W 1 Boiler press coming up and gone above the safety valve lifting pressure. Stop the compressor whose bumping clearance has to be taken. Measure the size of the ball. 1 If hole is in between Inlet v/v and bilge tank outlet v/v. put the cylinder head and tighten it to required torque. 1 Check Bilge tank outlet v/v open or not. then again put S. Isolate the system. vaccum will develop.1 Can not pump out bilges. Bring piston to TDC and put lead ball on centre of it. . again loosen the cylinder head bolt and remove the ball. Put “Men at Work” tag. 1 Drain water from settling & service tank. now remove top of v/v and put water. 1 Bridge informs steering not responding. 1 If vaccum developing that means hole in pipeline. Now. 1 Removal of broken stud. What checks? What to do if pipe holed? 1 Check Sounding of bilge tank. It can be adjusted by either putting a thinner gasket or putting shim on top half of the bottom end bearing. What to do? 1 1 1 1 1 1 1 1 1 1 1 1 Air comp bumping clearance how to check and adjust. 1 Check scavenge air temperature & adjust if reqd. 1 Check P/p inlet v/v open or not. 1 Check purifier operating alright/ reduce throughput to have better purification. Now. 1 If hole is between the inlet v/v and p/p. Loosen the cylinder head bolts and lift it. What to do? Use the easing gear to release the excess pressure. If pipe is holed:1 Carry out Vaccum test by closing inlet valve & opening outlet /v. Start the Stand by compressor. First drill the stud little bit & then use Thread extractor which has left hand thread. 1 Check jacket water inlet & outlet temperature. 1 Check r.1 Soot blow the economizer. 1 If level is still coming up try to protect the motor from short-circuiting . 1 Check. 1 Inform bridge & Chief engineer. 1 Carry out peak pressure.p. 1 Send fuel oil for Laboratory analysis.m. 1 Reduce the engine r. 1 Raise engineers’ call/emergency alarm. Check whether water is there in Service tank due to improper purification. Reasons: 1 Improper combustion. Check whether purifier working properly. 1 Overloading of engine. fuel oil end heater outlet temperature proper corresponding to attain viscosity at the point of injection. if any particular Exhaust temperature is higher than others.w suction to emergency bilge suction. start another pump. 1 Burning of carbon particles collected at EGE. 1 Check Lube oil temperature & pressure. 1 Ensure. 1 1 1 1 1 During running Main Engine stops. if required start emergency bilge suction valve. 1 If situation is not coming in control.m 1 Check load on A/E. 1 Flooding in Engine Room what to do? 1 What checks to be made on Aux Engine when running? Checks: 1 Check scavenge air temperature. . prepare lifeboat for lowering. 1 Before starting bilge pump note down the position of vessel & time of starting. 1 Other engineers will in between try to locate the hole or burst of pipe and repair. 1 Check Exhaust gas temperature. 1 Check all fuel pump timings are correct or not. 1 Dismantle and carry out overhaul of T/C. What checks? Check whether Emergency stop operated by any personnel. 1 If ingress of water very high. Change the injector with a spare overhauled injector. 1 Check for any abnormal noise or vibration. then stop the engine. Check level of fuel oil in Service Tank. 1 Change over main s.p. if so. alarm. c. its is working properly. 1 Leaky solenoid valve. 1 Boiler blow back what to do and reasons? Reasons:1 Insufficient pre-purging. then check functioning of fuel pump. then start the Stand by generator. 1 Start the boiler on “Auto” mode. then clean flame eye. f. Now share the load with the help of synchroscope.O P/p developing correct pressure. Check control air pressure. Put full load on the Stand by generator. check the furnace & overhaul the burner. Action:1 Stop the firing. i. 1 Carry out sufficient pre-purging. b. Again check all the parameters are within normal range. then check pump is developing correct pressure or not . Flame failure trip. oil in service tank. 1 Control air trip operated. 1 Dripping of burner. Check whether all tools and spares are available or not. then overhaul is required.1 Low lube oil pressure trip operated. fuel oil inlet & outlet valves and isolate the system. 1 1 1 1 1 1 1 1 Boiler extinguishes what to do? Accept the alarm. let the steam pressure come down. Check all parameters are normal. then use the heater. Stop the generator on which work has to be carried out. . 1 Blower not working. Fuel oil low pressure alarm . If so. Fuel oil low temp. If Tripped on high pressure. e. d. h. if it is dripping. 1 Overhaul of fuel valve? Safety Precautions:a. Check L. Shut the air starting valve. 1 Check the condition of burner. j. Find out the reason for extinguishing:if too low water level alarm came. 1 Accumulation of oil. Let lube oil priming pump run for half hour after then stop it. g. Put MEN AT WORK tag. 1 Do the inspection of the furnace. r. If go gauge is going then hole size is OK.k. atomization. so as less wear occurs and stress doesn’t comes only at one point. Open the cap nut and take out the needle and guide. it should jump and also check it by tightening in the vice and then releasing. Remove the lock nut of the high pressure pipe. iv. x. s. w. Check the size of injecting holes by using Go or No go gauge. 1 What is dye-pentration test. z. 1 Overhaul of a cylinder head & what all to check? 1 Overhaul of Inlet & exhaust valve of aux. then nozzle needs to be changed. Check the lifting pressure. Check the condition of spring by dropping on the floor plate. Now loosen the compression nut to release the spring pressure. dripping of oil. v. put in a diesel oil & clean it. remove the high pressure pipe.enine? 1 Function of Roto-Cap in valves & how it is overhauled? a. steady fall of pressure and dripping. . o. Loosen the lock nut of the injector. i. Blank one side of valve and put water from the other side. atomization. u.no cracks to be there. Check visually needle. n. ii. there shouldn’t be any scoring marks because it is made of Nitrite material. Take out the fuel injector using it tool. Now assemble the injector and do the lifting pressure setting on test kit by adjusting the compression nut. then it means the size has increased. then take out the spring. no rags or jute to be there. check for any leakage. 1 How pressure testing of Globe Valve is done? a. Put it on the testing kit. Now. Make sure the workshop table should be clean. m. why is it done & how is it done? Dye-Penetration test is a leak test carried out to know about the leakage/ crack in any part. y. Now. Try to insert the needle inside the guide at angle of 45degree. q. the needle should on its own weight. take out the injector from the testing kit. iii. If no go gauge going. Put the injector on the vice and tighten it. It helps to rotate the valve during operation with the help of the exhaust gas. p. Put the parts on the cleaned table. After this check the injector again for its lifting pressure. pressure falling steadily. l. t. The difference in the length. 1 What is the position of bearing in centrifugal pump? Near the impeller. 1 How to take out connecting road? . 1 Position of Unloader in AC & Ref.—B. 1 What is the position of piston when taking bearing clearances .Main Bearing Clearance --B. Shaft and the bush. Add one P.Alkalinity tablet & shake or crush to disintegrate.Alkalinity. 1 Count the number of tablets used and carry out the calculation: P.D. paint is removed where the crack is suspected. 1 Why centrifugal pump is not self –priming? Because of the churning effect it is not be able to remove air positively as mass of air is relatively zero.Cross-head bearing clearance. until the blue colour turns to permanent yellow. If water is coming. Repeat the tablet addition.C 1 How to overhaul gear pump and centrifugal pump? And clearance to take. 1 1 1 1 What all clearances taken in centrifugal pump? The wear ring & impeller. one at a time.C .Alkalinity is present the sample will turn blue. compressor ? Unloader in AC & Ref. first the part or unit is cleaned. ppm CaCO3 = (Number of tablet x 20) -10 f. then it marked on the unit.D.In it. 1 Why water is kept heated in hot-well? 1 To prevent oxidation 1 To avoid thermal stress on boiler. If P. which shows the crack. then colour will change. Record the result obtainied on the log sheet provided.Bottom End bearing clearance—B.D. against the date on which result was obtained.C . 1 1 1 1 1 How alkalinity test is carried out? Take 200 ml water sample in the stoppered bottle. The wear ring & the casing. compressor is located near the suction valve of the compressor. 1 Start the stand by compressor. then let the S. 1 Rate of blow down controlled by Valve 3. otherwise Fresh water cooled . Long blow down to be avoided. 1 Valve sequence to be followed. 1 Reasons of Purifier overflow? 1 Procedure for doing boiler blow down? Precautions 1 Ensure nobody is near the ship side blow down valve. 1 How to blow through boiler Gauge Glass? Procedure: 1 Make sure drain line is clear 1 Close the steam outlet valve. 1 Boiler shouldn’t be left unattended during blow down. 1 Close the water outlet valve. 1 Don’t blow down to the E/room bilges. 1 For scum blow down valve 4 & 5 are used. . if available onboard.1 How to test cylinder head relief valve onboard? 1 During maneuvering Bursting disc of air compressor get damaged. Procedure 1 Ship side valve 1 is opened followed by valve 2. 1 Open the water out valve & let water flow thru it and close the valve after blowing down with water.W go into the E/room bilges. 1 Change the bursting disc. 1 If Not available. 1 Open the drain valve. 1 Isolate the compressor whose bursting disc is damaged. then join a flexible hose and put into the expansion tank. if chloride content is excess? Blow down of boiler to be carried out. 1 Action to be taken. 1 How will you test the crankcase relief door? The testing of the C/case relief door is done at shore. 1 Not to be carried out in drydock or alongside. 1 Close steam valve. what action to take? 1 Inform the bridge about the problem and to give lesser kicks. 1 Open the steam out valve and blow thru with steam. 1 Valve 2 is NR which is fully opened to avoid cutting off seat. 1 Monitor the end of blow down. Low specific heat capacity W . Let water fill up 3/4th gauge glass. W . sump quantity and coolers W .Special piping required to get coolant to and from piston without leak O .Coolant drains tank required to collect water if engine has to be drained. Or you can say we first tighten outward bolts of both side & then inward side. Then we move in opposite steps.Pistons often of more complicated design O . Now. Differences betwn Watercooled and Oilcooled piston W . then 7 & 8 equally. 1 Now again tighten 7 & 8. Then 5 & 6. Open the steam valve slowly. then 1 & 2. 1 Tighten bolt 5 & 6. open the water side valve. tighten bolt 1 & 2 equally. i.Larger capacity cooling water pump or separate piston cooling pump and coolers although less so than with oil O .Larger capacity Lube oil pump. 1 Tighten bolt 9 & 10.High specific heat capacity therefore removes more heat per unit volume O . 1 How to tighten boiler gauge glass after overhauling? Procedure of tightening: 1 First tighten all the bolts by hand slightly without putting any pressure. 1 Tighten bolt 3 & 4.e.Thermal stresses in piston generally less in oil cooled pistons W .Increased capacity sump tank required W . 1 Now.Does not require chemical treatment but requires increased separate and purification plant W . Then 3 & 4.Requires chemical conditioning treatment to prevent scaling O . tight inward bolts & then outward bolts.No special means required and leakage not a problem with less risk of hammering and bubble impingement.1 1 1 1 Close the drain valve. O .Cooling pumps may be stopped more quickly after engine stopped O .Large volumes of oil required to keep oxidation down and extended cooling period required after engine stopped to prevent coking of oil . Described how a common plate rudder is connected to the ships hull. Why is the stud link used? How is the bitter end secured? What markings are on the chain and anchor? How are main frames fitted to the shell plating of a ship? Show by sketch. the means generally adopted for attaching the frame to the double bottom. 10 m wide and withstands a load of 9. 13 m wide and floats at a draught of 2. Calculate : 1. Calculate the head of water above the tank top to produce this load. Gross tonnage e. When two turbines are in operation b. tests and care required for anchors and chain cable. When all turbines are in operation the speed of the ship is 20 knots.6 MN due to being filled with sea water of relative density 1.025. Calculate the speed of the vessel. What are pintles? What are gudgeons? Explain how the movement of the rudder is limited to a certain angle or range.025. Net or registered tonnage A triple screw vessel is powered by three turbines which develops 1000 kW.Second Class ME Naval Architecture Discuss requirements. What prevents the rudder from lifting? Define the following : a.5 m in water of relative density 1. Draught in fresh water . A rectangular shaped barge is 70 m long. Registered depth d. Displacement 2. a. When only 1 turbine operates The top of a double bottom tank is 12 m long. Registered breadth c. Registered length b. . per cu. 1-1/2 ins mean draught salt water has a displacement of 2820 tons.5 t/day. find. respectively.the length is equal to 9. 1 when floating in seawater is 0.ft. The area of the immersed midship section is 531 sq. The beam of the ship is 45 ft. 1800.25 knots with a fuel consumption of 35. and is given by the expression. and (c) the co-efficient of the immersed midship section.ft.98 tons greater than when in fresh water at the loaded draught. The draught of the ship after discharging the ballast was found to be 3 ins.1 = value in salt water. and (c) the prismatic co-efficient of fineness. Where D = displacement (tons) T. At this draught the co-efficient of the water-plane area is 0.(a) the displacement in tons.025 has a water plane area of 2000 at the load water line. (b) the area of immersed midship section.ft.427 of the beam. When 850 nautical miles from port there are only 65 t of fuel remaining in the tanks. 40 ft.... (b) the prismatic co-efficient of fineness.. Calculate the original draught assuming the water-plane area is constant. At a certain draught in water of 1028 oz. (a) the block co-efficient of fineness of displacement. respectively.1 x 40. beam and loaded draught of a vessel are in the ratio 16. The length.W. fins.A vessel floating in sea water of relative density 1.P. The vessel now moves to water of 1008 oz.. A ship enters a river from the sea and while in the river 270 tons of water ballast is pumped overboard. the co-efficient of the water-plane area for a certain vessel is 10% greater than the block coefficient of fineness.. 1600. A ship travels at a rate of 15. beam and 14 ft. Prove that this is true when salt water and fresh water densities are 1025 and 1000 oz.P...77.A. If the ..92. Neglecting any volume below 400m2 area find the displacement in tonne. the block co-efficient of fineness of displacement is 0. long.15:1. A vessel has the following proportions. A small coasting steamer 200 ft.” + D/T. Calculate the speed of the vessel so it will arrive in port with 4 t aboard. less than the draught when at sea. and the T. The “fresh water allowance” is the amount a vessel may be loaded in fresh water above the salt water load line.5:1. F.ft.778 of the beam. the mean salt water draught is equal to 0. 1200. and its draught changes 4 ins.P. per cu. The immersed midsection co-efficient of fineness is 0. The area of parallel water planes at 2 m intervals below this one are.635. per cu. Determine the final position of the C.. above the keel are loaded.. and when 120 tons of oil were pumped from a forward tank into an after tank which already contains 320 tons of oil.ft... A vessel displaces 5. of the vessel above the keel and state whether the shift was up or down.. Find the new position of the C.G..35 x 10 to the exponent 6 inch to the exponents 4 units.. 1200 tons of cargo with its CG 7 ft.G. A ship of 11.G. and 300 tons of cargo already on board is lowered 8 ft. when light. weights 1.500 tons has its center of gravity 22-ft.. above keel.. Find the position of the centre of gravity of the vessel relative to the keel if the second moment of area of the water-plane about the longitudinal axis is 4. 200 tons of fresh water with its C. respectively and the water-plane area of the ship was constant at 20700 sq.. After all the oil in the after tank was consumed the final centre of gravity of the ship was 1.5 ft. A structure weighing 300 tons is now added to the ship.000 tons of fuel is now loaded into some double bottom tanks whose centre of gravity is 2 ft. 12 ft.G.800 tons on arrival in port and the centre of gravity is 17 ft. The displacement of a ship was 7. above the keel.5 ft. The centre of buoyancy is 15 ft....G.180 tons of oil with its C. 120 tons of cargo with its C. above the keel are discharged.000 tons. of the ship above the keel.ft. 10. A ship of 7. During fitting the following items were loaded. above the keel and the transverse metacentric height is 2 ft.densities of the sea and river were 1025 and 1006 oz. above the keel..G.. Calculate the original displacement of the ship in tons. 12 ft... 9 ft. above the keel. above the original centre of gravity of the ship.000 tons has a draught of 29 ft. above the keel 250 tons of stores with its C. 1.G.. 10 ft.G.5 ft. Find the respective distance of the tanks from the original centre of gravity of the ship. the centre of gravity of the structure being 16 ft.. per cu. Calculate the new position of the centre of gravity of the ship and also calculate the shift of the centre of gravity when 500 tons of this fuel has been consumed. above the keel.5 ft. and 600 tons of cargo with its C.250 tons and has its C. A ship..G. above the keel. forward of the original position.. 14 ft. above the keel. The vessel is in . above the keel. 1. 200 tons of spare gear with its C.. the ford and aft shift of the centre of gravity of the ship was 2. of the ship. Calculate the values of the BM for draughts of 2 ft. calculate how the fuel was distributed between the tanks. above the keel find the GM when the draught is 11 ft.. at intervals of 2 ft./cu. The capacities of the tanks are 437.500 and the Admiralty constant is 280. aft of A. A box barge is 300 ft...sea water of 64 lbs.. If the speed was increased 17% find the new I. A log of wood of specific gravity 0..000 tons and the speed is 17 knots. B is 54 ft. ‘B’. If the IH. the distance between the C.. ft. The block co-efficient of fineness is 0.. aft of A. A vessel has three empty tanks. the amount pumped into B is twice that pumped into C. Calculate the second moment of area of the water-plane in ft to the exponent 4 units with respect to the longitudinal axis and calculate the metacentric height in ins.8 has a section 3-ft. of the vessel. of P is 36 ft.. and C is 90 ft. ‘P’. If the centre of gravity of the barge is constant at 15 ft. Calculate the fuel consumption per day when the displacement is 13.G.P. 475and 495 tons respectively. forward of the C.. which can be pumped into the tank P and (b) the minimum amount of oil which can be pumped into tank P? A vessel has a displacement of 10. After pumping 475 tons of oil into the tanks the trim of the vessel is unaltered.. and the distance between the C. lettered from ford. Second moment of area of water-plane about the longitudinal axis = Length x Beam³.G. Find (a) the maximum amount of oil. forward of the C.G. ‘A’.G. find the length of the vessel.000 tons and when steaming at 16 knots the fuel consumption is 41 tons per day. The C. to 12 ft. Second moment of area of the water-plane about the ford and aft axis = length x beam³ 12 A ship loads 1.H. . It is floating in fresh water in stable equilibrium with two side’s vertical. and ‘C’ without affecting the trim.’s of Pand Q is 113 ft.8.A is 39 ft. wide. and plot these values against the values of draught. at 15 knots is 5.’s of P and R is 495 ft.. square and a length of 20 ft.78. It may be assumed that the total resistance of the vessel is directly proportional to the speed raised to the power of 1.P. ‘Q’ and ‘R’. long and 40 ft..643 tons of oil fuel into three empty tanks. The centers of the tanks are as follows.G.... 12 A vessel has dimensions such that the length is 8 times the beam and the beam is 3 times the draught.. ) V= speed (knots) vol = underwater volume f = 0. Where L = length D = draught S = wetted surface (sq.320 at a speed of 15 knots. and D Fluid friction (lbs. and a draught of 27 ft. per sq. Find the new speed and the percentage saving in fuel for a voyage of 3.25 lbs.P.. The effective horsepower is 5.consumption per voyage (tons) = Rd v² C Where R = length of voyage in nautical miles. is 6.. Calculate the residuary resistance of the vessel in lbs.. At 12 knots the fuel consumption of a certain ship is 11. find (a) the fuel consumption per I.. and the I.2. If the frictional resistance is directly proportional to the speed raised to the power of ‘n’ find the value of n. hour and (b) the displacement in tons. The wetted surface of the ship was 14.ft.7LD + vol. and at a speed of 15 knots was 26 tons.27 lbs.. and that the resistance varied as the (speed) to the exponent 1.per hour ..ft.P.. it is found that there are only 75 tons left in the tanks...34 tons per day.900. If the Admiralty constant is 273 and the fuel co-efficient is 61. At a speed of 17 knots a vessel consumes 170 tons of fuel per day.. If the beam of the ship was 55 ft. was 0. What must be the reduced speed for this ship to reach port with 10 tons of fuel left.7 find the length of the ship.000 tons displacement has a length of 400 ft. Use the formula given in the data sheet to determine the wetted surface.P.0088. = displacement in tons d = consumption of fuel in tons per I.sec. When the ship is 2016 nautical miles from port.ft. The resistance of a thin plate when drawn through sea water at 10 ft. A vessel has a fuel consumption of 0. given that. per sq. It is decided to reduce the consumption to 117 tons per day.075 tons per nautical mile.) = fsv to the exponent 2. is 0. When a ship is moving at 15 knots 31.H. Prove that. the total fluid resistance of a sip at a draught of 26 ft.H.ft.H.9.000. and the block co-efficient of fineness was 0.sec..Wetted Surface = 1..A vessel of 8.000 nautical miles.tons per minute is required to overcome the frictional resistance.. and what will be the daily consumption at the reduced speed? By experiment it was found that the resistance of a flat plate drawn through sea water at 10 ft.960 sq..000 ft. 000 nautical miles at 15 knots if the displacement of the ship is 12.1. The apparent slip was 15%.P.359 lbs.5% when the ship’s speed is 17 knots and the engine r. where v is the speed in knots. The normal speed of the ship is 15 knots.5 hours and is then reduced to 12.25 knots for 14.. and (b) the tons of oil saved over a voyage of 2400 nautical miles. The Admiralty constant is 250 and the fuel consumption per I.25 knots for 9.000 lbs. If there is a 22% saving of fuel on a voyage of 4.H. Calculate the ships speed in knots. If the thrust horsepower was 5.5 + 0. Calculate the propeller pitch.320 and the resistance due to skin friction was 95. Calculate the normal fuel consumption per day.P.5 knots is 779 tons per day. calculate the normal speed and the normal daily fuel consumption.m.m.001456v³. Find. A twin screw vessel has engines which run at 97 r. hours is 0. When the speed of a vessel is reduced by 2 knots the daily fuel consumption is reduced by 52 tons. The fuel consumption per hour of a vessel is given by the expression.5 hours.4%? When a vessel is travelling at its normal speed of 19 knots the pressure on .. Using the formula calculate the consumption for a voyage of 6. pitch. is 110.p. The fuel consumption of a vessel travelling at 15. .000 tons. If the speed is increased to 17. and when the speed is reduced 21% the consumption per day decreases by 60 tons. calculate the percentage variation in fuel consumption per day and the percentage variation in the distance covered per day. A ship has an apparent slip of -4.(a) the new consumption per day at the reduced speed.p.500 nautical miles. and drive propellers of 19 ft. calculate the residuary resistance of the vessel in lbs.H. If a vessel travels at 3.. If under these conditions the thrust pressure if the horsepower is decreased by 10% and the ship’s speed by 3.5 knots less than the normal speed of 18 knots the fuel consumption per day is reduced by 38 tons.v = speed of ship in knots C = Admiralty constant = v³ I. wide and 20 ft. ft. At this speed the thrust pressure was 267 p. in.s. for the angle the diameter of the rudder stock in inches.i.. apart.g.) = rudder angle. sec.733 ins. engine r.s. If the ship’s speed is 16 knots and the allowable shear stress in the rudderstock is 5 tons per sq. wide. Find the apparent slip when a vessel has a speed of 17 knots. long. if the horse power is increased by 10% and the speed increase 7%. A watertight door measures 4ft.5% and (b) the pitch of the propellers. from the bottom of the bulkhead. what was the new thrust pressure? A bulkhead is 24 ft..the thrust pads was 310 p.fluid pressure (lbs.12AV²Sin . and (b) the shear stress in the rivets at the tank top brackets.i. 6 ins.) V = speed of ship (ft.000 lbs.. With reference to ships. what is meant by the term “Racking”.s.s.. To what depth must the bulkhead be flooded with sea water on one side in order that the tensile stress in the bolts be 2.) = 1. and 17 p. by 2 ft..? A rudder is 280-sq. What members of a ship’s structure are most effective in reducing the effects of racking? ... calculate (a) the shear load in tons at the top of the stiffeners. of the engines was 97.. the r. fins.m. each 7/8 ins. per sq. The doorframe is held in position by 36 bolts each 0. The stiffeners are secured to the tank top by brackets containing 12 rivets. and the apparent slip was -4.p. ft. in area and the centre of fluid pressure is estimated to be 6 ft. A double bottom tank is tested by filling the tank with fresh water to the top of the air pipe while the ship is in dry dock.m. Calculate (a) the depth of the tank in ft. abaft the centre line of the rudderstock when the rudder is turned through the maximum angle of 35 degrees. It was found that the pressure on the inner and outer bottom plating are 15 p. respectively.p.. diameter..5 ft.. and it may be assumed that the rivets are in single shear. 6 ins.i.5%. Calculate (a) the pressure on the thrust pads when the speed increased by 7.5% while the horsepower decreased by 11. in. deep and it is supported by vertical stiffeners spaced 2 ft. (b) the height of the air pipe and (c) the load in tons on the inner bottom plating if the tank was 36 ft.g. 9 ins. If seawater rises on one side of the bulkhead to the full depth. diameter. Given.... The lower edge of the door is 1 ft.. . 88 and propeller pitch 20..i. Where A = area rudder (sq. gross tonnage. deadweight capacity. Give definitions of the following terms pertaining to ships. Floor plate. registered breadth.registered length. apart and the rivets securing them to the inner bottom plating are 7/8 ins. moulded depth and length between perpendiculars. what is meant by the terms “Hogging” and “Sagging”? What parts of a ship’s structure are most effective in reducing the effects of hogging and sagging? Explain the following terms. Give a short description of the following terms used in ship construction. Tank tops. Under these conditions the tensile stress in the rivets is 4. which rises up to the top of the sounding pipe.Frame. The following terms are used in ship construction. and seasons? If so.9.With reference to a ship what is meant by “Panting” and on what part of the ship’s structure does it occur? What is done to minimize the effects of panting? A vessel is in dry-dock and has a double bottom tank filled with oil of specific gravity 0.. The floors are spaced 30 ins.s.i. Gusset and Bilge Bracket. The pressure on the outer bottom plating is 15 p. in. What is meant by the term “Load Lins”? Where is it placed on a vessel? Is there any allowance for different waters. and TumbleHome.. Margin plate. and (b) the length of the sounding pipe in ft. registered depth. Tank Margin Plates.g. are these different Load Lines marked higher or lower than the given Load Line. Deep Frame. Reverse bar.200 lbs. What is meant by the following terms used in ship construction. With reference to ships.. registered tonnage. Calculate (a) the depth of the tank in ft.. Garboard Strake. In ship construction what is meant by the terms “Deck Camber” and “Deck Shear”? Explain briefly the advantages of the camber and shear. . diameter and pitched 7 diameters apart. Shear Strake. per sq. What do they refer to? Keel.(a) .. Keelson. Beam brackets. The answer may be illustrated with sketches. gross tonnage and registered tonnage.. and Why? You may illustrate your answer with a sketch.. (e) Breast hooks. frame and margin plate. net tonnage. and (g) intercostal? Show with the aid of sketches how the deck beams of a steel vessel are connected to the frames. shear strake. showing hoe it is attached to the hull. (e) shear strake. gross tonnage. floor.displacement. Show also the method of attaching the hatch coaming to the deck beams and deck plating. the means generally adopted for attaching the frame to the double bottom tanks. Make a sketch of one of these members. (b) Bilge strake. (c) fore peak. Describe briefly the Isherwood system of longitudinal ship framing. keel plate. deadwseight..(a) Shear strake. Sketch the midship section of a cargo ship showing the following details. (d) tumble home. (c) Keel plate.. Where are the following plates located on the ship’s shell? (A) Sheer strake. (b) camber. Sketch and describe a “spectacle frame” as fitted to a twin screw vessel. Give a general description of a stem post and a stern frame. deck beam. On what type of ships is this method of construction usually used? Explain the following terms. (d) Stealer plate. Describe the construction of a double bottom tank as fitted in a large dry cargo vessel and by means of a sketch show how the tank topis supported . State the purpose of this plate.coaming. (f) hawse pipe. Show it is attached to the hull of the ship. (c) Keel plate. How is a watertight door fitted to the bulkhead of a vessel? How is it opened? What attention does it require to keep it in good working order? Where are the following plates located on the ship’s shell. (d) Floor plate. (b) Garboard strake. How are the main frames fitted to the shell plating of a ship? Show by a sketch. Describe the special strengthening arrangements that are required for the forward end of a ship. with specific reference being made to floors. in the case of a vessel with engines aft. fittings or pipe are fitted to cofferdams? For a vessel of approximately 5. how the rudder is supported. and what prevents the rudder from lifting? Describe the construction of a tailshaft. State the angle the rudder was allowed to turn and explain how further movement was prevented. What are pintles? What are gudgeons? Explain how the movement of the rudder is checked. which is fitted with a continuous .000 tons and with engines amidships. and also how wear down was allowed for. What is the purpose of watertight bulkheads? Make a sketch of a section through a double bottom tank showing a solid floor. Describe how a common plate rudder is connected to the ship’s hull.and how it is secured to the shell plating. Explain how the rudderstock passed through the ship’s counter. What other types of floors are fitted in double bottom tanks? Describe the rudder of your last ship. Explain how a watertight bulkhead is fitted into a ship. and (c) under watertight bulkheads? Describe the construction of a watertight bulkhead. How does the bulkhead contribute to the structural strength of the vessel? What kind of floor fitted in the double bottom tank under a watertight bulkhead. For a dry cargo ship what types of floors would be fitted (a) under engine and machinery spaces. explaining how it is stiffened and made watertight. sketch and describe the watertight bulkhead at the after end of the engine room through which the shafting passes. Note any special arrangements in the way of the shafting. Sketch floors of the solid. how the ship’s structure in way of the machinery space is strengthened. Explain. (b) under hold spaces. girders and inner bottom. bracket and watertight types are fitted in cellular double bottom tanks. Why are double bottom tanks fitted in some vessels? What is a cofferdam? Where are cofferdams located on a ship? What is their purpose? What connections. and you are instructed to examine the stern tube lining. You may illustrate your answer sketches if desired. and describe how the liner is fitted. Explain how you would make this inspection. with the vessel in drydock. and the shaft. with the aid of sketches how the holds of a refrigerate cargo ship are insulated. and the tail end shaft has been removed. What materials are used? Show how the stern tube is fitted in place. how you would find the pitch of a propeller. Your vessel is in dry-dock. Show how the hold is closed up and states the materials used for insulation purposes. Reference . What is meant by the pitch and diameter of a propeller? Describe. Describe and sketch a stern tube and stern bearing as fitted in a single screw steel vessel. Explain how the propeller is fitted to the shaft.liner. How would you inspect the rudder when the ship is in dry-dock? What parts would you normally inspect for wear and what repairs would be necessary if excessive wear was found? Describe. with a sketch. You may illustrate your answer with a sketch if desired. Your vessel is in dry-docking and you are entrusted with the duties of a full underwater inspection. Include in your description the bridge detection unit and explain how this works. Is it possible to alter the pitch of a propeller? Describe a CO2 or stern smothering system as fitted to the holds of a dry cargo vessel. and explain how it is fitted to the ship and how the weight of the rudder is taken up. Describe fully how you would carry this out. for possible defects. Describe a “Balanced” rudder. DESCRIBE the methods to reduce Free Surface Effect. EXPLAIN why Free Communication Effect impairs stability. Given an uncorrected statical stability curve. and size of hole. surface permeability. LOOSE WATER Loose Water is the shifting of liquid from side to side as a ship rolls. EVALUATE shipboard stability by analyzing weight and moment considerations. is Loose Water. ENABLING OBJECTIVES: EXPLAIN why Free Surface Effect impairs stability. drainage. or fire fighting. COMPUTE and DESCRIBE the impairment to stability caused by partial flooding in an off-center compartment which is open to the sea. the liquid flows to the . COMPUTE and DESCRIBE the impairment to stability caused by partial flooding in an intact compartment. When the ship is inclined. CORRECT the curve for Free Surface Effect and Free Communication Effect. FREE SURFACE EFFECT Liquid that only partially fills a compartment is said to have a free surface that tends to remain horizontal (parallel to the waterline). as a result of underwater damage. impact Free Surface Effect and Free Communication Effect.EVALUATE shipboard stability by analyzing weight and moment considerations. DESCRIBE how pocketing. Water that partially fills a compartment. The wedge of water transferred increases as the angle of inclination increases. the surface of the liquid remains horizontal. Background: If the tank contains a solid weight. increasing the inclining moment. the center of gravity shifts a different amount for each inclination.lower side (in the direction of inclination). when the ship is inclined. therefore. . Replacing the solid with a liquid of the same weight." which is equivalent to a horizontal shift of weight. the center of buoyancy shifts in the direction of the inclination and righting arms (GZ) are formed. This results in a transfer of "a wedge of water. and the ship is inclined. causing gravity to shift from G0 to G2. To calculate the virtual rise in the center of gravity due to the Free Surface Effect. Where this line crosses the ships centerline is labeled G3. Movement from G0 to G3 is referred to as a Virtual Rise of the center gravity. Therefore. The righting arm G3Z3is the same length as the righting arm G2Z2. use the following equation: . the righting arm is now G2Z2.Due to the horizontal shift of the center of gravity. To determine the effect on stability. moving the ships center of gravity to position G2 or G3 yields the same effect on stability. a vertical line is projected upward through G2 (see below). Since the effects of pocketing can not be calculated. Pocketing with top of tank. etc) inside a flooded space project through and above the liquid surface. piping systems. Pocketing with bottom of tank. SURFACE PERMEABILITY Impermeable objects (engines. by creating pocketing.B = The breadth (width) of the compartment L = The length of the compartment WF = The ships final displacement (after flooding water added) FACTORS EFFECTING FREE SURFACE EFFECT POCKETING Free Surface Effect can be reduced. Pocketing occurs when the surface of the liquid contacts the top or bottom of the tank. to some extent. These objects inhibit the moving water and the "shifting of the . pumps. it is an indeterminate safety factor. The Free Surface correction will therefore indicate less overall stability than actually exists. reducing the breadth (B) of the free surface area. When large. the flow of liquid from side to side as the ship rolls or heels. reducing the amount of flooding water (movable weight) that can fill the space.wedge" may or may not be complete. partially filled tanks are connected. and the vessel becomes less stable. They are found in tanks. but do not prevent. Sluice Valve Closed: Sluice Valve Open: . these bulkheads are designed to reduce Free Surface Effect. double bottoms. etc. The impermeable objects also occupy volume. SLUICE VALVES Sluice valves allow opposing tanks to be cross-connected. They are longitudinal bulkheads that hinder. Ships like oilers and tenders use these valves to create long. thus reducing Free Surface Effect. SWASH BULKHEADS (BAFFLE PLATES) In addition to some structural support. voids. Free Surface Effect increases. bilges. slow roll periods during ammunition handling and refueling. Displacement prior to flooding was 4530 LT. . Calculate the weight added by the flooding water: 2. This continuous weight addition and removal causes a horizontal shift in the center of gravity. Three conditions must exist for Free Communication Effect: 1.FREE SURFACE EFFECT 1. Calculate the virtual rise in G due to Free Surface Effect: FREE COMMUNICATION EFFECT Free Communication Effect occurs when the ships hull is ruptured. which then equates to another virtual rise in the center gravity. flooding space 1-130-0-L with three feet of saltwater. The compartment must 2. FSE increases with increased length and width of compartment 2. FSE is independent of the depth of the liquid Example Problem The firemain ruptures. allowing sea water to flow in and out as the ship rolls. must be off centerline or centerline. The compartment must 3. FSE increases when displacement decreases (de-ballasting) 3. The dimensions of the space are: L=30FT B=42FT H=8FT 1. The compartment asymmetrical about be open to the sea. be partially flooded. Calculate the new displacement: 3. When the vessel below is inclined. The virtual rise in the center of gravity due to the Free Communication Effect (G3G5) is found using the equation: B = Breadth (width) of the compartment (FT) L = Length of the compartment (FT) . The center of gravity shifts from G0 to G2. it experiences a horizontal weight shift due to the Free Surface Effect. The center of gravity is shifted further from centerline due to the flooding weight addition/removal as the ship rolls. This increase from G3 to G5 is the virtual rise of gravity due to the Free Communication Effect. position G5 is found. This reduces the righting arm from G2Z2 to G4Z4. By extending the line of gravitational force up to the centerline. Flooding depth is 5 FT. Example Problem The vessel below (viewed from stern) has a hole in the starboard side of compartment 3-82-0-L. the closer Free Communication Effect is to its calculated value. surface permeability. How the size of the hole affects Free Communication is not something that can be calculated. less water will be added/removed to/from the ship. if the hole is small. Calculate the virtual rise in G due to Free Surface Effect: . Basically. Displacement prior to damage was 3700 LT. etc) will also minimize Free Communication Effect. Calculate the ship's final displacement: 3. swash bulkheads.Y = The distance from the center of gravity of the compartment to the Centerline of the ship (FT) WF = The ship's displacement following damage (LT) The factors which minimize Free Surface Effect (pocketing. Calculate the total virtual rise in the center of gravity (FSE + FCE). The FCE equation does not account for the hole. Calculate the weight added due to flooding water: 2. Compartment length is 30 FT. The larger the hole. 1. There is one additional factor associated with Free Communication: the size of the hole in the ship. Topics: DESCRIBE function DESCRIBE removal. .4. additions and removals. Determine the distance "Y" for calculating the Free Communication Effect: The center of the compartment is 13. EVALUATE shipboard stability by analyzing weight and moment considerations.5 FT from the inboard bulkhead. and the ships centerline is 9 FT from the inboard bulkhead. the movement of stability reference points as a of weight shifts. additions and removals. 5. or shift of weight. the impact on stability caused by the addition. Calculate the virtual rise in G due to Free Communication Effect: 6. Calculate the total virtual rise in the center of gravity: DESCRIBE the movement of stability reference points as a function of weight shifts. will always cause the ships center of gravity to move in the same direction as the weight shift. no matter where onboard it is. To calculate the height of the ships center of gravity after a vertical weight shift. CALCULATE the sine and cosine corrections caused by a weight addition. PREPARE. removal or shift. CALCULATE the vertical and transverse position of the ship's center of gravity. LABEL. the following equation is used: KGO = The original height of the ships center of gravity (FT) WO = The ship's displacement prior to shifting weight (LT) w = The amount of weight shifted (LT) kg = The vertical distance the weight was shifted (FT) WF = The ships displacement after shifting the weight (LT) = When the weight is shifted up use (+) . Given a ship's DC book. In Detail: VERTICAL WEIGHT SHIFTS Shifting weight vertically.Given a summary of shipboard weight groups and their locations relative to the keel and midships perpendicular. and apply sine and cosine corrections to an uncorrected statical stability curve. Given a specified loading condition and a ship's DC book. the vertical shift in the center of gravity is found using the same equation. KGO = The original height of the ships center of gravity (FT) . What is the new height of the ships center of gravity (KG1)? VERTIC AL WEIGHT ADDITIONS/REMOVALS When weight is added or removed to/from a ship. WO is 3500 LT and KGo is 18.5 FT.When the weight is shifted down use (-) Example Problem 10 LT of ammunition are shifted up 30 FT. . the length of the righting arm is affected.01. What is the new height of the ships center of gravity (KG1)? SINE CORRECTION From Lesson 4. The Sine Correction is applied to the Righting Arm Curve to reflect the increase/decrease in GZ. when the ship's center of gravity is shifted vertically.WO = Ship's displacement prior to adding/removing weight (LT) w = The amount of weight added or removed(LT) kg = The height of the center of gravity of the added/removed weight above the keel (FT) WF = The ships displacement after adding/removing the weight = When the weight is added use (+) When the weight is removed use (-) Example ProblemA 30 LT crate is added 35 FT above the keel. W0 is 3500 LT and KG0 is 18 FT. remember these three rules: 1. The distance the righting arm was reduced is shown by length GT. The value of length GT varies by the sine function of the angle of inclination. therefore the Sine Correction at 30is: . and indicates exactly how much righting arm has been lost due to the higher position of G throughout the range of stability.25FT. therefore the Sine Correction at 0 is: 2. instead of plotting points for all degrees of heel. GG1 is 0.When gravity rises from position G to position G1. the Sine Correction curve is plotted using the equation: The Sine Correction curve is applied directly to the righting arm curve. When plotting the Sine Correction curve. For this example. the righting arm is reduced from length GZ to length G1Z1. Sine 30= 0.5. To correct the righting arm curve. Sine 0 = 0. therefore the Sine Correction at 90 is: Connect the three points with a straight edge. place the upper end on the Sine Correction curve and the lower end on the baseline of the graph. Plot a point at the lower end of the dividers. Repeat this process every ten degrees and connect the dots. There are two methods to draw the corrected righting arm curve: 1) Using dividers. place the upper end on the uncorrected curve and the lower end on the Sine Correction curve. Next. Next.0. The region between the Sine Correction curve and the original curve (known as the uncorrected curve) represents the remaining righting arms. move the lower end of the dividers down to the base line of the graph and plot a point at the upper end of the dividers. move the upper end of the dividers up to the uncorrected curve. Repeat this process every ten degrees and connect the dots. . Sine 90 = 1. 2) Using dividers.3. NOTE: A weight shift causing the ships center of gravity to move off centerline will always reduce the stability of the ship. will always cause the ships center of gravity to move in the same direction as the weight shift. the following equation is used: w = The amount of weight shifted (LT) d = The horizontal distance the weight is shifted (FT) . no matter where onboard it is. To calculate the horizontal movement of the ships center of gravity.HORIZONTAL WEIGHT SHIFTS Shifting weight horizontally. the ships center of gravity will move off centerline. WO is 3200 LT. What is the change in the center of gravity (GG2)? HORIZONTAL WEIGHT ADDITIONS/REMOVALS When an off-center weight is added or removed to/from a ship. To calculate the horizontal movement of the ships center of gravity after adding/removing an off-center weight.WF = The ships displacement after the weight is shifted (LT) Example Problem A 50 LT weight is shifted 40 FT to starboard. the ship will develop a list. the same equation is used: . w = The amount of weight added/removed (LT) d = The distance from the center of gravity of the weight to the ships centerline (FT) WF = The ships displacement after the weight is shifted (LT) Example Problem 50 LT of stores is loaded onto the flight deck. 30 FT from centerline. the length of the righting arm is affected. What is the change in the center of gravity (GG2)? COSINE CORRECTION When the ship's center of gravity is shifted off centerline. The Cosine Correction is applied to the Righting Arm Curve to reflect the increase/decrease in GZ. WO is 4800 LT. . When plotting the Cosine Correction curve. For this example. To correct the righting arm curve. therefore the Cosine Correction at 60is: 3. Cosine 0 = 1. and indicates exactly how much righting arm has been lost due G located off centerline. the righting arm is reduced from length GZ to length G2Z2.5. remember these three rules: 1. Cosine 90 = 0. throughout the range of stability. therefore the Cosine Correction at 0 is: 2. instead of plotting points for all degrees of heel.0.50FT. The distance the righting arm was reduced is shown by length GP. the Cosine Correction curve is plotted using the equation: The Cosine Correction curve is applied directly to the righting arm curve. Cosine 60= 0. therefore the Cosine Correction at 90 is: . The value of length GP varies by the cosine function of the angle of inclination.When gravity moves from position G to position G2. GG2 is 0. .Connect the three points with a straight edge. The righting arm curve can be corrected with the Cosine Correction curve using either of the methods listed for correcting the sine curve. The region between the Cosine Correction curve and the original curve (known as the uncorrected curve) represents the remaining righting arms. Whenever weight is added or removed to/from a ship. Next. . the effects are cumulative. calculate the vertical shift in the center of gravity and correct the statical stability curve using the sine correction. First. calculate the horizontal shift in the center of gravity and correct the once corrected statical stability curve with the cosine correction. The result is the final statical stability curve. Fortunately. the ships center of gravity rarely moves in only one direction. in the summary of the loading condition you are closest to. Assumed Center of Gravity (KGA) is found at the top of the cross curves of stability. KGO is found in section II(a) of the DC Book. in the summary of the loading condition you are closest to. The Stability Data Calculation Sheet is a tabular form used to calculate the net vertical and horizontal moments created by several weight movements. (FT) COLUMNS 1 THROUGH 10: 1. Free Surface Effect in the ships tanks is found in section II(a) of the DC Book.STABILITY DATA CALCULATION SHEET It is often desirable to consider the effects of several weights at once when calculating the vertical and horizontal changes of the ships center of gravity. (LT) 2. . Self explanatory. DIRECTIONS FOR USE ORIGINAL CONDITIONS: 1. (FT) 4. (FT) 3. Displacement (WO) is found using the draft diagram and functions of form. For weight additions/removals. For weight shifts. place the answer in column 7b. (LT) 2. (FT) 7. (FT) 9. removal. Multiply columns 4 and 5. (FT) 10. Compartment volume (Length x Breadth x Depth) (FT) 4. or shift would cause the vessel to list to starboard. distance from the ships centerline to the center of gravity of the weight. Weight added. place the answer in column 10b. (FT-Tons) FINAL CONDITIONS: 1. If the weight addition. removed. (FT) . place the answer in column 10a. If the compartment is not flooded 100%. For weight additions or upward weight shifts. If the weight is shifted. (FT-Tons) 3. For weight shifts. NVM is negative (-). Net Vertical Moment (NVM) is the difference between the totals of column 7a and 7b. starboard. the vertical distance shifted. If due to flooding. Solve the KG1 equation using the Net Vertical Moment. For weight additions/removals. divide the compartment volume by 35 FT3/LT for saltwater. (FT-Tons) 8.2. calculate the Free Communication Effect. is open to the sea. indicate the direction shifted. S. Multiply columns 4 and 6. distance from the keel to the center of gravity of the weight. If the total of column 7a is greater. For weight removals or downward weight shifts. and is off centerline or asymmetrical about centerline. If the weight addition. calculate the Free Surface Effect. the horizontal distance shifted. NVM is positive (+). place the answer in column 7a. If the total of column 7b is greater. removal. (LT) 5. (FT) 6. If the compartment is not flooded 100%. or centerline. or shifted. or shift would cause the vessel to list to port. Final Displacement (WF) is found by adding/subtracting the net column 4 weights. or 36 FT3/LT for fresh water. (P. CL) 3. Is the weight added/removed from the port. 4. the ship will list to port. The Cosine Correction (GG2) is the total horizontal change in the ships center of gravity. (FT) 6. The Net Inclining Moment (NIM) is the difference between the totals of columns 10a and 10b. If the total of column 10a is greater. if column 10b is greater. KGF is found by adding KG1 and any virtual rise of gravity. (FT) 5. Calculate Total Virtual Rise in gravity by adding columns 8 and 9 and any Free Surface in the ships tanks. The Sine Correction (GG1) is the total vertical change in the ships center of gravity. (FT) 7. (FT-Tons) 8. (FT) . the ship will list to starboard. This is used to help plot the righting arm curve. . GIVEN: Draft FWD: 14 FT 4 IN AFT: 15 FT 7 IN KGO: 19.0 FT F/STANKS: 0.36 FT FIND: WF Sine Correction (GG1) Cosine Correction (GG2) Final Maximum Righting Arm Angle of List Radar Watchkeeping Radar Watchkeeping The IMO has given the following guidelines for “Officers in Charge of a Navigational Watch”, with regard to the proper use of radar. 1 The officer of the watch should use radar when appropriate and whenever restricted visibility is encountered or expected and at all times in congested waters having due regard to its limitations. 2 Whenever radar is in use, the officer of the watch should select an appropriate range scale, observe the display carefully and plot effectively. 3 The officer of the watch should ensure that range scales employed are changed at sufficiently frequent intervals so that echoes are detected as early as possible and that small or poor echoes do not escape attention. 4 The officer of the watch should ensure that plotting or systematic analysis is commenced in ample time, remembering that sufficient time can be made available by reducing speed if necessary. 5 In clear weather, whenever possible, the officer of the watch should carry out radar practise. Musters and drills Musters and drills A Master must ensure that musters and drills are carried out to enable you and your crew to confidently handle any emergency situation. An emergency muster station must be nominated for every person on board, and this information be displayed where it can be best seen and at the muster station. In planning drills a Master should consider: • • • • • • The relevance of drills to be conducted as they apply to your vessel. The time interval between each type of drill. The schedules which outline how each drill should be conducted. Emergency signals for muster stations and abandon vessel. The required Official Log Book/Record Book entries. Obligations for keeping crew lists. When planning drills make best use of your most qualified and experienced crew. Use their expertise to focus on the specific needs of your vessel which will allow you to concentrate on procedures rather than technical knowledge. Drills must be meaningful to be effective and this means your crew must be enthusiastic. Pick a suitable time when they are not all tired at the end of a long day and make the drills short and relevant. Developing a spirit of teamwork and a general ‘safety ethic’ will make the practical aspect of the drill more rewarding for all. Service and maintenance of life raftsAll life rafts, whether inflatable or rigid, should be serviced by an approved service centre. It is a survey requirement that servicing be completed annually. On board servicing requires checking the lashings are secure and the painter is tied to the vessel Safety Management restricted visibility has long been implemented by sound Masters. bridge. ferry mown down in London’s Thames River. How likely is it to happen. . corrected (eliminated or controlled) and verified can be summarised by the four steps: Identification of all potential hazards. or crew. The SMS manual includes: information necessary for a safe workplace. To improve/update the plan. How to stop it happening. the SMS Manual. In 2002 the IMO published the International Safety Management Code (ISM) to address this problem. investigated. were wake up calls that accidents waiting to happen keep happening. The risk analysis process The process of ensuring that occupational health and safety hazards are identified. The hell of the “Piper Alpha” Oil North Sea oil rig fire and the equally devastating “Marchioness”. but an overall management plan that includes all parties (including the statutory authority) needs the pro-active and coordinated approach. What could happen. contingency plans for emergencies. risk analysed plans for operational. like the OH&S used on land. its birthday party guests washed into the rescuing crafts’ propellers. Monitor & re-evaluation. Elimination or a control plan. It should be available at work stations and be audited and updated in a systematic way. master.Safety Management The process of documented management plans for standing orders. analyzed. The International Regulations for Preventing Collision at Sea in Rule 2 stipulate that the safety of the vessel is the responsibility of the owner. The pro-active coordination required is called a Safety Management System and a designated person or persons are made responsible for the maintenance of its documentation. Assessment of the risk of each hazard. engine room. recorded. Sources for their audit include: incident.Staff training. the vessel’s operational & emergency checklists. staff in-service training. Risk assessment Risk assessment may be informal (intuitively reached) or formal (by audit) and needs to consider the following factors: Risk Level = Consequence X Exposure X (outcome severity) (frequency/duration) Probability (likelihood) The level of risk from a hazard will determine the scale and priorities of control measures required. See more about Safety Management of emergency procedures. staff qualifications and certification validity. . vessel’s record books. While the necessity to monitor and document places a burden on staff. accident and other ships safety reportage documentation. the encouragement of safe attitudes is the foundation of safe practice. inclusion in safety planning and the valuing of safe attitudes are encouraged in order to develop safe procedures. In this context. The audit of an independent surveyor. record of drills and musters. whereas high risk activities will require ceasing operations until the deficiency is rectified. Low risk activities may be suitable addressed over a period of some weeks. Training & staff development: The cooperation of the staff is essential in implementing of an effective control plan. Monitoring and re-evaluation: This is coordinated by the designated person/s with the responsibility for monitoring the safe operation of the vessel. examining “case studies” (such as the Piper Alpha and Marchioness) and relating them to your own operations are a key concept of ISM 2002. or (b) forward of the forward perpendicular at a distance of 1.5 per cent of the length of the ship. or other alternative means. (2) Water ballast should not in general be carried in tanks intended for oil fuel. oily-water separating equipment to the satisfaction of the Administration shall be fitted. This bulkhead shall be located at a distance from the forward perpendicular of not less than 5 per cent of the length of the ship or 10 metres. The administration may accept the use of an electronic loading and stability or equivalent means for this purpose.ALL SHIPS Structural strength (1) On completion of loading of the ship and prior to its departure. (b) The Administration may permit the location of such valves on the after side of the collision bulkhead provided that they are readily accessible under all service conditions and the space in which they are located is not a cargo space. whichever is the least and. In ships which it is not practicable to avoid putting water in oil fuel tanks. and pipes piercing the collision bulkhead shall be fitted with suitable valves operable from above the freeboard deck and the valve chest shall be secured at the bulkhead inside the forepeak. such as discharge to shore facilities. acceptable to the Administration shall be provided for disposing of the oily-water ballast.ALL SHIPS. (2) Where any part of the ship below the waterline extends forward of the forward perpendicular.CONSTRUCTION . or (c) forward of the forward perpendicular at a distance of 3 metres. whichever is the smallest measurement. The determination of the ship’s stability shall always be made by calculation. valves of ordinary cast iron or similar material shall not be fitted. . the distances stipulated in subregulation (1) shall be measured from a position (a) at the mid-length of such extension. not more than 8 per cent of the length of the ship. except as may be permitted by the Administration. the master shall determine the ship’s trim and stability and also ascertain and record that the ship is in compliance with stability criteria in relevant Rules.Structural strength CONSTRUCTION . (3) The provisions of this regulation are without prejudice to the provisions of the International Convention for the Prevention of Pollution from Ships in force. (a) The collision bulkhead may have steps or recesses in it provided that they are within the limits prescribed in subRules (1) and (2). bronze or other ductile material. (c) All such valves shall be of steel. Peak and machinery space bulkheads and stern tubes (3) (1) Every ship shall be fitted with a collision bulkhead which shall be watertight up to the freeboard deck. such as bulbous bow. (4) (d) Doors. (a) In every ship provided with a bow door and a sloping loading ramp that forms part of the extension of the collision bulkhead above the freeboard deck.to reduce the risk of drawing in air and losing suction when the ship is rolling. subject to the requirements of subregulation (5)..? ship side valves can be arranged with high and low suctions or fitted to water boxes. ventilation ducts or any other openings shall not be fitted in the collision bulkhead. (a) In every ship provided with a long forward superstructure the collision bulkhead shall be extended weathertight to the deck immediately above the freeboard deck. a water box should be constructed with a minimum distance of 330mm between the valve and the top.high suctions are intended for shallow water to reduce the intake of sediment. (8) In every ship. (5) (c) The part of the deck. between the collision bulkhead and its extension shall be weathertight. (6) The number of openings in the extension of the collision bulkhead above the freeboard deck shall be restricted to the minimum compatible with the design and normal operation of the ship and all such openings shall be capable of being closed weathertight.for accumulation of any air which is then removed by a vent. manholes. difference between low suction and high suction sea chest for sea water difference between low suction and high suction sea chest for sea water from water box. ship side valve bodies for the sea water inlet must be of steel or other ductile metal. bulkheads made watertight up to the freeboard deck shall be fitted to separate the machinery space from cargo and accommodation spaces. . if any. subject to the approval of the Administration. be located within the limits prescribed in subRules (1) and (2). low suctions are used at sea. stern tubes shall be enclosed in a watertight space (or spaces) of moderate volume and other measures may be taken to minimise the danger of water penetrating into the ship in case of damage to stern tube arrangements.3 metres above the freeboard deck may extend forward of the limits specified in subRules (1) and (2). (b) The ramp shall be weathertight over its entire length. Additional requirements for ships constructed on or after 1 February 1992 (7) In every ship. the part of the ramp which is more than 2. (b) The extension shall. Requirements for ships constructed on or after 1 September 1984 Click the Download and get the complete details in a document.