FORUM DOCS

Why trim by stern Explain why it is beneficial to have small stern trim when entering dry dock. Small: 1) Smaller the trim, smaller the P force at the CI and therefore smaller the loss of GM prior to taking the blocks fore and aft. The formula for calculating the P force is given by COT(cms) x MCTC LCF foap P X KG (OR) P X KM P 2) It can be clearly seen from above two formulas that small trim will apparently reduce the P force exerted during docking and subsequently the loss of GM Stern: Stern frame is stronger than the bow and therefore better able to bear the P force when the vessel is touching the blocks. Trim: It is much easier to align the vessels keel over the keel blocks in the DD than if the vessel had gone on E.K and also because of the declivity of the DD. PIPE SCHEDULE PIPE SCHEDULE Pipe Schedule is the term used to describe the thickness of a pipe. The outside diameter of a pipe is the same for all Schedules in a particular nominal pipe diameter. Standard standard pipe schedules or pipes sizes as given by ANSI / ASME B36.10M and API 5L. These schedule numbers bear a relation to the pressure rating of the piping. There are eleven Schedules ranging from the lowest at 5 through 10, 20, 30, 40, 60, 80, 100, 120, 140 to schedule No. 160. Regardless of schedule number, pipes of a particular size all have the same outside diameter (not withstanding manufacturing tolerances). As the schedule number increases, the wall thickness increases, and the actual bore is reduced. For example: A 100 mm Schedule 40 pipe has an outside diameter of 114.30 mm, a wall thickness of 6.02 mm, giving a bore of 102.26 mm.A 100 mm Schedule 80 pipe has an outside diameter of 114.30 mm, a wall thickness of 8.56 mm, giving a bore of 97.18 mm. The schedule number is defined as the approximate value of the expression:Schedule Number = (1,000)(P/S)Where,P = the internal working pressure, psigS = the allowable stress (psi) for the material of construction at the conditions of use.For example, the schedule number of ordinary steel pipe having an allowable stress of 10,000 psi for use at a working pressure of 350 psig would be:Schedule Number = (1,000)(350/10,000) = 35 (approx. 40) Method for Determining ScheduleMeasure the inside diameter and divide it by the wall thickness. (inches) R= ID/Thickness Pipe Schedule R Schedule 30 40-50 Schedule 40 29-39 Schedule 60 25-29 Schedule 80 Loss of GM =

FORUM DOCS
20-23 Schedule 100 16-18 Schedule 120 13-15 Schedule 140 11-13 Schedule 160 9-11 babbitting BABBITTING is a process by which relatively soft metals are bonded chemically or mechanically to a stronger shell or stiffener, which supports the weight and torsion of a rotating, oscillating, or sliding shaft. The babbitt, being softer than the shaft and having excellent antifrictional qualities, prevents galling and/or scoring of the shaft over long periods of use. Compositions and selected properties of babbitts are summarized in Tables and and Fig.. Babbitting is named for Isaac Babbitt, who patented the process in the United States in 1863. Babbitt metals, which are more widely known as white metals, are comprised principally of tin alloys (hardened with copper and antimony) or lead alloys (hardened with tin and antimony and, in some cases, arsenic). In the babbitting process, the relatively soft bearing material (babbitt) is bonded to a stronger supporting base metal, typically mild steel, cast iron, or bronze. The base metal may be in the form of mild steel strip unwound from a coil, a half-round mild steel pressing or bushing, or a bronze or iron casting. The bonded bimetal material is shaped and machined to make plain, fluid film lubricated bearings for a wide variety of automotive, industrial, and marine applications. Babbitt is used in small bearings for high-volume applications, such as electric motors and internal combustion engines, and for large rotating and reciprocating machinery with low to modest volume requirements, such as high-speed turbines and low-speed marine diesel engines. In addition, babbitt has been used for jewelry, shot, filler metals, and various other applications. Lead-base alloys enjoy a cost advantage, while tin alloys offer modest technical advantages, particularly in high-speed centrifugal equipment. It should be noted that government regulations now discourage the use of lead-base alloys for health and hazardous waste disposal reasons. Babbitting of bearing shells can be accomplished by three methods: Static babbitting (hand casting) Centrifugal casting Metal spray babbitting Centrifugal casting and static (gravity) casting are the two babbitting methods used in the manufacture and repair of large, low-volume journal (radial) and thrust bearings. Centrifugal casting of journal bearings offers both technical and economic advantages if special spinning equipment is available. Flat shapes (thrust bearings) are usually statically cast. Repairing of industrial and marine babbitted bearings is routinely accomplished by melting off the old metal and rebabbitting the shells with new metal, following the same basic casting methods described below for producing new products. Emergency repair methods using proprietary tinning compounds, babbitt spray, or welding techniques can be employed. Suppliers of such repair equipment should be consulted for operating instructions. Thin-wall babbitted half bearings, rolled bushings, and flat thrust washers are mass produced from bimetal strip stock. The strip stock is produced by continuously feeding coils of low-carbon steel in ribbon form first through appropriate cleaning and tinning baths and then through a stream of molten babbitt, which is gravity cast on the moving strip. The strip is immediately water-chilled from below. After excess babbitt is removed, the stock is recoiled and is ready for press blanking, forming, and finish machining operations. Details of mass production methods for making babbitted bearings are proprietary to the manufacturers involved, and beyond the scope of this article.

FORUM DOCS
All u need to know about Static electricity Static Electricity This Chapter deals with the generation of static electricity during the loading and discharging of cargo and during tank cleaning. In addition the Chapter deals with ship to shore and ship to ship electric currents. 20.1 PRINCIPLES OF ELECTROSTATIC HAZARDS 20.1.1 General Static electricity presents fire and explosion hazards during the handling of petroleum, andtanker operations. Certain operations can give rise to accumulations of electric charge whichmay be released suddenly in electrostatic discharges with sufficient energy to ignite flammablehydrocarbon gas/air mixtures; there is, of course, no risk of ignition unless a flammable mixtureis present. There are three basic stages leading up to a potential static hazard: chargeseparation, charge accumulation and electrostatic discharge. All three of these stages arenecessary for an electrostatic ignition. 20.1.2 Charge Separation Whenever two dissimilar materials come into contact charge separation occurs at the interface.The interface may be between two solids, between a solid and a liquid or between twoimmiscible liquids. At the interface a charge of one sign (say positive) moves from material A tomaterial B so that materials A and B become respectively negatively and positively charged.Whilst the materials stay in contact and immobile relative to one another, the charges areextremely close together. The voltage difference between the charges of opposite sign is thenvery small, and no hazard exists. The charges can be widely separated by many processes, such as: The flow of liquids (e.g. petroleum or mixtures of petroleum and water) through pipes or finefilters. The settling of a solid or an immiscible liquid through a liquid (e.g. rust or water throughpetroleum). The ejection of particles or droplets from a nozzle (e.g. steaming operations). The splashing or agitation of a liquid against a solid surface (e.g. water washing operationsor the initial stages of filling a tank with oil). The vigorous rubbing together and subsequent separation of certain synthetic polymers(e.g. the sliding of a polypropylene rope through PVC gloved hands).When the charges are separated, a large voltage difference develops between them. Also avoltage distribution is set up throughout the neighbouring space and this is known as an electrostatic field. As examples, the charge on a charged petroleum liquid in a tank produces anelectrostatic field throughout the tank both in the liquid and in the ullage space, and the chargeon a water mist by tank washing produces a field throughout the tank.If an uncharged conductor is present in an electrostatic field it has approximately the samevoltage as the region it occupies. Furthermore the field causes a movement of charge within theconductor; a charge of one sign is attracted by the field to one end of the conductor and anequal charge of opposite sign is left at the opposite end. Charges separated in this way areknown as induced charges and as long as they are kept separate by the presence of the fieldthey are capable of contributing to an electrostatic charge. 20.1.3 Charge Accumulation

FORUM DOCS
Charges which have been separated attempt to recombine and to neutralize each other. Thisprocess is known as charge relaxation. If one, or both, of the separated materials carryingcharge is a very poor electrical conductor, recombination is impeded and the material retains oraccumulates the charge upon it. The period of time for which the charge is retained ischaracterised by the relaxation time of the material, which is related to its conductivity; the lowerthe conductivity the greater is the relaxation time.If a material has a comparatively high conductivity, the recombination of charges is very rapidand can counteract the separation process, and consequently little or no static electricityaccumulates on the material. Such a highly conducting material can only retain or accumulatecharge if it is insulated by means of a poor conductor, and the rate of loss of charge is thendependent upon the relaxation time of this lesser conducting material.The important factors governing relaxation are therefore the electrical conductivities of theseparated materials and of any additional materials which may be interposed between themafter their separation. 20.1.4 Electrostatic Discharges Electrostatic breakdown between any two points, giving rise to a discharge, is dependent uponthe strength of the electrostatic field in the space between the points. This field strength, orvoltage gradient, is given approximately by dividing the difference in voltage between the pointsby their distance apart. A field strength of about 3,000 kilovolts per metre is sufficient to causebreakdown of air or petroleum gases.The field strength near protrusions is greater than the overall field strength in the vicinity anddischarges therefore generally occur at protrusions. A discharge may occur between aprotrusion and the space in its vicinity without reaching another object. These single electrodedischarges are rarely, if ever, incendive in the context of normal tanker operations.The alternative is a discharge between two electrodes adjacent to each other. Examples are: Between sampling apparatus lowered into a tank and the surface of a charged petroleumliquid. Between an unearthed object floating on the surface of a charged liquid and the adjacenttank structure. Between unearthed equipment suspended in a tank and the adjacent tank structure.Two-electrode discharges may be incendive if various requirements are met. These include: A discharge gap short enough to allow the discharge to take place with the voltagedifference present, but not so short that any resulting flame is quenched. Sufficient electrical energy to supply the minimum amount of energy to initiate combustion. The nearly instantaneous release of this energy into the discharge gap. GENERAL PRECAUTIONS AGAINST ELECTROSTATIC HAZARDS The most important countermeasure that must be taken to prevent an electrostatic hazard is to bond all metal objects together. Bonding eliminates the risk of discharges between metal objects, which can be very energetic and dangerous. To avoid discharges from conductors toearth, it is normal practice to include bonding to earth (earthing or grounding). On ships bonding to earth is effectively accomplished by connecting metallic objects to the metal structure of the ship, which is naturally earthed through the sea. Some examples of objects which might be electrically insulated in hazardous situations andwhich must therefore be bonded are: Ship/shore hose couplings and flanges if more than one length of non-conducting hose or pipe is used in a string.

FORUM DOCS
Portable tank cleaning machines. Conducting manual ullaging and sampling equipment. The float of a permanently fitted ullage device if it lacks an earthing path through the metaltape.The most certain method of bonding and earthing is by means of a metallic connection betweenthe conductors. This method should be used whenever possible, although for electrostaticpurposes an adequate bond can in principle be made using a material of intermediateconductivity.Certain objects may be insulated during tanker operations, for example: A metal object such as a can floating in a static accumulating liquid. A loose metal object while it is falling in a tank during washing operations.Every effort should be made to ensure that such objects are removed from the tank, since thereis evidently no possibility of deliberately bonding them. This necessitates careful inspection oftanks, particularly after shipyard repairs. ELECTROSTATIC HAZARDS WHEN HANDLING ETATICACCUMULATOR OILS 20.3.1 Pumping Oil into Tanks Petroleum distillates often have electrical conductivities less than 50 picoSiemens/metre andthus fall into the category of accumulators.Since their conductivities are not normally known, all distillates must be treated as staticaccumulators unless they contain an antistatic additive (see Section 20.3.4). During and forsome time after entry into the tank a static accumulator oil may carry sufficient charge toconstitute a hazard.The charge may arise through one or more of several different processes: Flow of the oil through the pipeline system into the tank. Charge generation is enhanced ifwater droplets are suspended in the oil as it flows through the pipes. Flow through a micropore filter of the kind used for aircraft jet fuels. These filters have theability to charge fuels to a very high level, probably because all the fuel is brought intointimate contact with the filter surface, where charge separation occurs. Turbulence and splashing in the early stages of pumping the oil into an empty tank. The settling of water droplets, rust or other particles entering the tank with the oil or stirredup by it in the tank.The generally accepted method for controlling electrostatic generation in the initial stages ofloading is to restrict the flow rate of the static accumulator oil into the tank until all splashing andsurface turbulence in the tank has ceased.At the commencement of loading an empty tank the linear velocity in the branch line to eachindividual cargo tank should not exceed 1 metre/second. The reasons for such a low rate aretwofold: It is at the beginning of filling a tank that there is the greatest likelihood of water being mixedwith the oil entering the tank. Mixtures of oil and water constitute a most potent source ofstatic electricity. A low loading rate minimises the extent of turbulence and splashing as oil enters the tank;this helps reduce the generation of static electricity and also reduces the dispersal of anywater present, so that it more quickly settles out to the bottom of the tank where it can lierelatively undisturbed when the loading rate is subsequently increased.During subsequent loading, the limitations on flow rate imposed by the design of pipelinesystems, coupled with precautions in the introduction of dipping, ullaging and samplingequipment (see Section 20.5) and the avoidance of electrically isolated conductors, haveproved sufficient to maintain operational safety. If, however, markedly different pipeline orpumping systems

FORUM DOCS
were to be introduced, enabling higher flow rates or velocities to be achieved,then flow rate limitations might have to be imposed throughout loading.The limitation on the initial loading rate for static accumulator oils applies whenever a flammablegas mixture may be present. These situations are fully described in Section 7.4 and aresummarised in Table 7-1.It is not uncommon during loading to encounter water from operations such as water washing,ballasting or line flushing and care should be taken to prevent excess water and unnecessarymixing. For example, cargo tanks and water flushed lines should be drained before loading andwater should not be permitted to accumulate in tanks. Lines should not be displaced with waterback into a tank containing a static accumulator oil. Coarse filters are sometimes used in tanker operations. These generate an insignificant amountof charge provided that they are kept clean. However, if micropore filtration is used on the jetty,sufficient time must be allowed for the charge to relax before the liquid reaches the tank. It isdesirable for the liquid to spend a minimum of 30 seconds in the piping downstream of the filter. 20.3.2 Fixed Equipment in Cargo Tanks Equipment permanently mounted from the top of a tank, such as fixed washing machines orhigh level alarms, may act as isolated probes. A metal probe remote from any other tankstructure but near a highly charged liquid surface will have a high voltage gradient at the probetip. During the loading of static accumulator oils, this high voltage gradient may causeelectrostatic discharges to the approaching liquid surface.An isolated probe configuration can be avoided by installing the device adjacent to a wall orother tank structure to reduce the voltage gradient at the probe tip. Alternatively, a support canbe added running from the lower end to the tank structure so that the rising liquid meets anedge rather than the isolated tip of a probe. Another solution possible in some cases is toconstruct the probe-like device entirely of a nonconductive material. These measures are notnecessary if the vessel is limited to crude, black oil service or the tanks are inerted. 20.3.3 Air Release in the Bottom of Tanks If air or inert gas is blown into the bottom of a tank containing a static accumulator oil a strongelectrostatic field can be generated, especially in the presence of water or particulate matter.Accordingly precautions should be taken to minimise the amount of air or inert gas enteringtanks containing static accumulator oils. 20.3.4 Antistatic Additives If the oil contains an effective antistatic additive, it is no longer a static accumulator. Althoughstrictly this means that the precautions applicable to an accumulator can be relaxed, it is stilladvisable to adhere to them in practice.

Chemical Tanker Types of Chemical Tankers : They are basically of 3 types of Tankers Dedicated Chemical Tanker : These can carry chemicals which are classified as dangerous.Product Tanker : They can carry both non-dangerous chemicals as well as petroleum goods.Parcel Tanker : It is used to carry relatively smaller quantity or parcels of chemicals of different nature instead of carrying only a specific chemical in bulk. Chemical Tankers are designed according to one of the following standards 1. Type 1 ship : It is a chemical Tanker intended to transport chapter 17 of IBC Code products with very severe environmental & safety hazards which require maximum preventive measures to preclude an escape of such cargo. 2. Type 2 ship : It is a chemical Tanker intended to transport chapter 17 of IBC Code products with appreciably severe environmental & safety hazards which require significant preventive measures to preclude an escape of such cargo.

FORUM DOCS
3. Type 3 ship : It is a chemical Tanker intended to transport chapter 17 of IBC Code products with sufficiently severe environmental & safety hazards which require a moderate degree of containment to increase survival capability in a damaged condition Location of Cargo Tanks : Type 1 ship : from the side shell plating not less than the transverse extent of damage B/5 or 11.5m whichever is less & from the moulded line of the bottom shell plating at centreline not less than the vertical extent of damage, B/15 or 6 m whichever is less & nowhere less than 760 mm from the shell plating. Type 2 Ship : from the moulded line of the bottom shell plating at centreline not less than the vertical extent of damage B/15 or 6m whichever is less & nowhere less than 760 mm from the shell plating Type 3 ship : no requirement.. Q. Cargo segregation in Chemical Tankers A. 1,Segregation from other Cargo : The cargoes which react in hazardous manner with other cargoes should be segregated from each other by means of a cofferdam, void space, cargo p/p room, empty tank or a tank containing mutual compatible cargo, or should be loaded in tanks touching other adjacent tanks at only one corner. Compatibility Chart : For information on cargoes which react in a hazardous manner with other cargoes, the compatibility chart of 46 CR 150 of USCG is most popularly used. 2. Segregation from Heat : The cargoes which are easily affected by heat causing such hazards as polymerisation, decomposition, production of dangerous gasshould be loaded in the tanks seperated from other cargoes having high temperature. Associated pipings also should be separated accordingly.If there are such cargoes among the cargoes expected to be loaded, careful consideration should be paid in preparation of loading plan. In case of segregation from heat, adjancy of two tanks is not permitted even though the two tanks is limited to a corner spot or corner line. 3. Segregation from F.O.Tanks : Toxic cargoes should not be loaded adjacent to F.O. tanks in order to avoid possible leakage of toxic cargoes into F.O.tanks. In this case also touching of the two tanks by a corner spot or by a corner line is not permitted. 4. Segregation of cargoes which react with water : The cargoes which react in a dangerous manner with water should be loaded separately from ballast water tanks or fresh water tanks except when the water tank is empty & dry.Touching of the two tanks may be limited to a corner spot or a corner line. 5. Cargo Segregation : Cargo Tanks should be segregatedfrom accomodation, service & machinery spaces & fromdrionking water& stores for human consumption by means of a cofferdam, void space, cargo p/p room, p/p room, empty tank, oil fuel tank, or other similar space. Q. Cargo Tank Venting System A. Cargo Tank venting Systems of chemical Tankers should be planned under consideration for the toxicity & the danger of reactivity of cargoes as well as cargo piping system. Namely, either common line system or independent system should be selected st first. Tank venting system should be designed & operated so as to ensure that neither pressure nor vaccum created in the cargo tanks during loading or unloading exceeds tank design pressure.The main factors to be considered in the sizing of a tank venting system are as follows :a. design loading & unloading rateb. gas evolution during loading: this should be taken account of by multiplying the maximum loading rate by a factor of atleast 1.25c. density of the cargo vapour mixtured. pressure loss in vent piping & across valves & fittingse. pressure/vaccum setting of relief devices.

FORUM DOCS
TYPES OF CARGO VENTING :There are of two types of cargo tank venting open tank venting & controlled type venting 1. Open tank Venting : This type offers no restriction except for friction losses & flame screens if fitted, to the free flow of cargo vapours to & from the cargo tanks during normal operations & should only be used for those cargoes having a flash point above 60 deg. (closed cup test) & not offering a significant inhalation health hazard. An open venting may consist of individual vents from each tank, or such individual vents may be combined into a common header or headers, with due regard to cargo segregation. However in no case should shut off v/v's be fitted neither to idividual vents nor to the header. 2.Controlled Tank Venting : In this type pressure / vaccum v/v's are fitted to each tank to limit the pressure or vaccum in the tank to be used for cargoes other than those for which open venting is permitted. A controlled venting may consist of individual vents from each tank or such individual vents on the pressure side only as may be combined into a common header or headers with due regard to cargo segregation. In no case should shut off v/v's be fitted neither above nor below p/v v/v's . But provision may be made for bypassing a p/v v/v under certain operating conditions provided that the flame arrestor is fitted & that there is suitable indication to show whether or not the v/v is bypassed. VENT OUTLETS The vent outlets of controlled tank venting should be arranged : 1. Vertical position : at a height of not less than 6m above the weather deck or above a raised walkway if fitted within 4m of the raised walkway. If high velocity venting v/v of an approved type directing the vapour air mixture upwards in an unimpeded jet with an exit velocity of atleast 30m/s is fitted, the vent outlet height may be reduced to 3m above deck or a raised walkway. 2. Horizontal position : a. at a distance of atleast 10m measured horizontally from the nearest air intake or opening to accomodation, service & m/cery spaces & ignition sources.b. at a distance of atleast 15m from any opening or air intake to any accomodation & service spaces in case of carriage of toxic products. GAS DETECTION FOR CHEMICAL TANKER Chemical Tanker carrying toxic or flammable products or both should be equipped with atleast 2 instruments designed & calliberated for testing specific vapours in question. 1. Flammable vapour detction instrument : Flammable vapour detection instrument utilizing hit-wires for catalytic combustion is most popularly used for flammable vapour detection for chemical tankers. 2. Toxic Vapour detection instrument ; a. Gas detector tubes are usually used as toxic vapour detection instrument for chemical tankers. Gas Detector tube consists of small diameter glass tibe filled with reagent. The principle of the detection is based on the dry analysis method using chemical reaction & physical absorption. In sampling a gas into a detector tube by aspirating p/p, the discolored layer can be produced by means of reactionof reagent & gas in the tube. As the gas concenteration is proportional to the length of discolored layer, gas concenteration can be easily read off on the top of discolored layer. b. When toxic vapour detection instrument is not available for some products which require such detection, the Administration may exempt the ship from the requirement, subject to additional breathing air supply being provided with. In such instruments are not capable of testing both toxic concenterations & flammable concenterations, then 2 separate sets of instruments should be provided. Vapour Detection Systems may be portable or fixed. If a fixed sysstem is installed, atleast one portable instrument should be provided

FORUM DOCS
VENTILATION PROCEDURE IN CHEMICAL TANKER Cargo residues of substances with a vapour pressure greater than 5000 Pa @ 20 deg (9820880172) may be removed from a cargo tank by ventilation. The procedures for ventilation of cargo residues from atank are as follows :1. The pipelines should be drained & further cleared of liquid by means of ventilation equipment2. The list 7 trim should be adjusted to the minimum level so that evaporation of the residues in the atnk is enhanced3. Ventilation Equipment producing an airjet which can reach the tank bottom should be used4. ventilation equipment should be placed at the tank opening closest to the tank sump or suction point5. ventilation equipment should, when practicable, be positioned so thst the airjet is directed at the tank sump or suction point & impingement of the airjet on tank structural members is to be avidede as much as possible6. ventilation should continue until no visible remains of liquid can be observed in tha tank.

Edit Miscellaneous Questions Q. Difference between Product carrier & crude Oil Tanker A. Crude Oil tanker : COW must be there , only one grade of fual is to be carried Product Carrier : Carriage of refined petroleum products, special coatings for tanks, Tankers above 20000 DWT must have COW lesser ones maynot. IG not required below 20000 tonnes (If COW is present IG is mandatory) Q. Steering Gear Safeties A. Alarms : Overload, Hydraulic Tank Low level, Power Failure Alarm, Relief v/v, Bypass v/v, Auto Change over 35 deg : Telemotor limit switch 36 deg : Telemotor Stopper 36.2 deg : Rudder Angle Limit switch 37 deg : Rudder Stop 39 deg : Mechanical Stoppers Q. Stability A. It is a measure of tendency of a ship to return to the upright , if inclined by an external force. Q. Equilibirium A. The wt. of the ship is equal to the thrust & the centre of gravity & centre of buoyancy are in the same vertical line . Q. Reserve Buoyancy A. It is the potential buoyancy of the ship & depends on the intact watertight volume above the waterline Q. Free Surface Effect A. When a tank onboard the ship is not completely full of liquid & the vessel heels, the liquid moves across the tanks in the same direction as the heel, centre of gravity moves away from the centreline, reducing righting lever & increasing the angle of heel. Q. Testing Criteria for Low Expansion Foam A. Freezing & Thawing the Sample : The Foam Conc. should show no signs of Statification & Sedimentation Procedure : 1. Set the temp of freezing chamber to atemp which is 10 deg below the freezing temp. of the sample.

FORUM DOCS
2. Place the sample in the cylinder, cool & maintained at the required temperature for 24 hrs. . At the end of this period thaw the sample for not less than 24 hrs. & not more than 96 hrs. @ 20 - 25 deg C 3. Repeat 3 times to give 4 cycles 4. Examine the sample for statification & sedimentation 5. Condition the sample for 7 days @ 60 deg C followed by one day @ room temp. Q. Green House Effect ; Ozone Depletion Relation A. Effect produced by gases such as CO2 , Water vapour, & other gases which form an envelop around the earth's atmosphere, does not allowing the heat radiation from the earth to escape back, thus causing global warming this effect is called Green house Effect . Ozone Depletion is directly proportional to Green house Effect. Q. Light Wt. of a Ship A. Light Wt. of a ship is the displacement of a ship in tonnes without cargo, fuel, lube oil, ballast water & fresh water in the tanks with consumable stores, passengers , crew & their effects. Q. Dead Wt. of a ship A. It is the Difference in tonnes between the dispalcement of a ship in water of sp. gr. 1.025 at the load water line corresponding to the assigned summer freeboard & the light weight of a ship Q. Advantage of a Keyless Propeller A. 1. The Stress raisers @ the fwd end of the shaft keyway do not exist. The shaft is stronger & has greater resistance to Fatigue Failure. 2. An increase in the coefficient of friction available for Torque Transmission. 3. A contriolled Degree of Interference Fit 4. A reduction in the allowance required for temperature as coefficient of expansion for C.I. sleeve is same as that of the shaft 5. Fitting & Bedding is easy. Q. Advantage of Rhapson Slide Msm. A. 1. It converts the linear motion of the rams to rotary motion of the rudder stock. 2. Rudder Drop Allowance is included so that the drop of rudder along with the tiller does not effect the rams , same way jumping of the rudder is also included 3. Maximum Torque is available at maximum angle whwn Torque requirement is greatest. Q.NOx Emmission key points A. -Temp. of Combustion Chamber & Duration for combustion In 4 S duration is lesser hence Emission is lesser Q. Hull Testing A. Hose Test : 2kg/cm2 @ 1.5m B4 fitting : Bend Test , Tensile Test, Impact Test Water head test : 2.45m After fitting : Hose Test , Hammer Test Air test : 0.14 - 0.2 bar Drill test : 20 mm hole Hammer Test ND Tests. Q. Stainless steel Cutting Problems A. Gas Cutting of S.S. Plate : Oxidising & Blowing Away of the Oxidised metal. If large amt. of Chromium is present, then oxidising the S.S. becomes difficult. Iron rich powder is used in the cutting area to enhance the oxidising capacity.

FORUM DOCS
Q. Windlass Safety A. Electrical : Electromagnetic Brake / Motor overload / Short Circiut Protection / Restart delay timer / Remote Stop Mechanical : Manual / Mechanical Brake / Cable Stopper / Slipping Clutch / Releif V/V Q. Windlass Load Test A. Brake Test : The Hydraulic Jack applies Load to winch Brake thru' winch Drum using a fixture. Amount of Force depends on brake Holding capacity specified by winch manufacturer in 2 minutes. Load Test : (1 cable length = 27.5m : 1 Fathom = 5 feet) Brake is applied after every 15 fathoms (white link) should hold in 2 sec. Q. Windlass Speeds A. Let go speed : 5.75 m/s Lifting : 0.12 ~ 0.2 m/s (9~15 m/min) {@ 4 ~ 6 times load of the anchor} When Mooring light : 0.75 ~ 1.0 m/s Q. Slipping Clutch A. Commonly fitted on Electrically Driven Windlass either between the motor & the gearbox or incorporated in the gear box. This avoids the inertia of the driving motor being transmitted thru' the gar system in the event of shock loading on the cable. Suck shock can occur when the anchor is pulled hard into the Hawse pipe when being housed. Q. Properties required in the Propeller material A. Corrosion Fatigue Resistance Resistance to Cavitation erosion General Corrosion Resistance High strength / weight ratio Good repairability Good Castability Q. Ship is going to sub-zero temperature ~ Precautions Required A. 1. Anti freeze is added to water systems (J.C.W. & P.C.W.) 2. Close skylight 3. Hydraulic system ~ Heaters on 4. Draining fire main line / anti freeze in sprinkler system. 5. Blow thru' the sea chest with steam 6. emergency Generator & Life boat ~ Anti freeze 7. Lifeboat Drinking Water do not keep in Lifeboat 8. D.B. tank F.o. Tank Heating Lines 9. Recirculation of S.W. 10. P.V. Breaker , Dk Seal Anti Freeze 11. Standby Motor ~ External Heating On 12. Winches to be operated Q. Ballast Water Regulation A. 1. Should not pass thru' Cargo Tanks 2. Line should not go from 1/5 th of the breadth of the ship from ship side 3. Sounding pipes / Vent Pipes should not pass than cargo Tanks (very short length with extra protection) 4. It should have an omega loop for thermal expansion also sagging & hogging

FORUM DOCS
Q. Important Clearances A. Jumping Clearance :- 6 mm At Rhapson slide :- 16 ~ 19 mm Propeller Drop :- 1 mm / 160 mm dia of shaft Pintle Clearance :- 1.1 ~ 3.3 mm Q.How vertical movement of Rudder is Restricted ? A. The vertical movement of rudder is restricted by welding a small flat bar to the bottom of the horn. The clearance between the rudder & the flat bar should be less than the X-Hd clearance . Any vertical force on the rudder will hence be transmitted to the stern frame & not to the steering gear. Q. DB Tank plug material A. Silicon Steel Q. CO2 pipeline material A. Solid Drawn seamless galvanised steel Q. Propeller material A. Ni~Al Bronze or Manganese Bronze Q. Shipside Overboard V/V material A. Body :- Ni~Al bronze / Cast steel Stem / Seat / Disc :- Monel metal (Ni~66.6% : Cu~33.4%) Q. Internationaal Shore Coupling A. Bore : 64 mm / PCD : 132 mm / OD : 178 mm / thickness : 14 mm / No. of Holes :04 / Hole dimension : 19 mm slots / Dia of Bolts : M16 X 4 (50 mm long ) / Good Joint to withstand 10.5 bar press. & 8 washers Q. Re-Entry into the Engine Room after CO2 Release A. Re-Entry after the discharge of CO2 is determined by : a. Heat build up due to the scale of Fire & elapsed time after release b. Ship's position, condition & prevailing weather (ship may be taking in water & progressively listing) c. Where the point of entry is situated. Q. Stern Tube Clearance A. Oil~Cooled : 2 mm / Sea water Cooled : 8 mm Bearing length : Oil Cooled ~ 2 X Dia of Shaft S.W. Cooled ~ 4 X dia of shaft Q. Dia of Fire Hose A. 40 mm & 64 mm 1 1/2 " & 2 1/2 " Material : Woven Fabric Canvas reinforced with rubber lining (length of hose 18 mtr for Deck & 12 mtr for m/c spaces) Q. F.O. D.B. Tank survey A. 1. Empty Oil 2. Fill with S.W. 3. Pump out with O.W.S. 4. Ventilate 5. Check with Explosimeter 6. Gas Free Certificate Q. Dry Dock Fire Fighting Arrangements A. 1. International Shore Coupling 2. Charged fire line

FORUM DOCS
3. Fire Patrol 4. Portable Fire Extinguishers 5. Sand boxes Q. Critical pressure & Critical temperature A. Critical Pressure : It is the pressure at which gas will just liquify at it's critical temperature. Critical Temperature : Temp. above which the gas cannot be liquified under isothermal compression Q. Squat Phenomenon A. It is a venturi effect while vessel is moving in shallow water. A vaccum is created due to which the draught of the ship increases, thereby icreasing the engine load ~ steering ability reduces Q. How CO2 sysytem is protecetd from over pressure ? A. 1. Location of CO2 room is such that the temp of Engine Room causes least effect (room Temp < 55 deg C) 2. CO2 bottle are filled 63 % of their capacities for expansion allowance due to temp rise 3. Bursting Disc is incorporated in the bottle to prevent leakage from the bottle upto 177 bar @ 63 deg C 4. Non return V/V fitted @ the manifold which releases the gas to atmosphere 5. Also, a pressure switch is provided to give alarm in case of leakage / accidental release from the bottles Q. Fire in CO2 Room A. In case of Fire in CO2 room ~ temp. rises above 63 deg C ~ Bursting disc will rupture & pressurise the manifold ~ Rlf V/V will try to release the pressure at the same time .Fire will be extinguished as the Rlf. V/V releases the CO2 in the CO2 room. Q. Functions of Stern Tube A. 1. Support the tailshaft & wt. of the propeller 2. Acts as a gland to prevent entry of Sea Water in the Engine Room Q. Why Draw of a Propeller is required ? A. It is the distance between forward end of the propeller boss & fwd end of the taper of the tail shaft Significance : If propeller draw is diminished, the bedding of the propeller will be unsatisfactory, the contact surface area between the boss & the taper should not be less than 85% . Otherwise the coefficient of Friction between the two will be reached. Diminished prop. draw indicates the worn out taper end of the shaft, thus requires renewal of the propeller sleeve. Q. F.W. Tank inspection / Routines A. 1. 6 Monthly ~ a. F.W. system pipelines to be disinfected with 50 ppm chlorine solution for 4 hrs. b. Tank to be disinfected by 50 ppm solution of chlorine for 12 hrs. c. Tank Drained, Hosed with F.W., Cleaning with Rags 2. Yearly ~ a. manhole door gaskets to be renewed b. Suction / Filling V/V to be O/Hd c. Fill shore filling Pipeline with 100 ppm Chlorine soln. & maaintain for 1 hour d. Disinfection of shore line e. Paint to be observed for cracks f. If Paint is cracked ~ surrounding area to be cleaned, brushing, chipping etc. (base metal to be exposed) g. Epoxy Paint to be used for painting ; sometimes the entire tank needs to be recoated as touch up may not be possible

FORUM DOCS
Q. Instructions For a Newly Joined J/E A. 01. Lifeboat Duties to explain 02. Duties in case of emergencies like Fire , Grounding , Collision 03. Instruction regarding safe working Practices 04. Locations of Emergency exits , manual call points to raise alarm 05. Instructions to operate portable Fire Extinguishers their locations 06. Familiarisation with Alarm Systems : General Alarm, Fire Alarm, CO2 Alarm 07. Location of Fire Station Muster Station 08. How to operate : Em. Fire P/P / Em. Air Comp./ Em. Bilge Injection / Em. Generator & their Locations 09. Fire Line Isolation V/V & it's purpose 10. How to use EEBD 11. Em. Steering 12. Operation of O.W.S. & Incinerator Q. O.W.S. not working ? What is the further course of action . A. 01. Try to contain the leakages (oil & water) 02. Raise the requisition to order the spare 03. Make a note in the O.R.B. date, time of breakdown 04. Make Entry of all oil transfers to Bilge tank. 05. As per ISM Code ~ report to Office 06. shut down Wash basin / arrest steam & water leakages. Q. Vent Pipe Charecteristics A. 1, Cross sectional area must be 25 % more than filling pipe X-sec 2. Safeties : Goose Neck , Float v/v , Flame arrestor Q. Maintainence on a smoke Detection System A. 01. As per Zone we have to check the functioning of the detection system so that in one month all sensors will be checked in round 02. Smoke Cannister is used for smoke detection / Flame Flickering is used for IR Detectors / Hot Blower for Heat Detectors 03. Local LED has to be checked on each sensor whether it is activated or not & raise the alarm. Check for False Alarm Also. 04. Cable resistance must be checked across the ends, If the resistance increases above a level equal to the resistance plus cable resistance then a system fault should activate. Q. Steering checks B4 Departure A. 1. Operate with 100 % Check 35 deg on one side to 30 deg in other side in 28 sec. (50% redundancy :- 28 sec with 2 p/p's running / 100 % redundancy :- 28 sec with single p/p running ) 2. Simulate LL1 alarm & checkk for p/p stopping & closure of required v/v's standby p/p comes in operation or not. 3. Simulate LL2 Alarm Check p/p 2 stops & v/v's change over ~ p/p 1 should start automatically. Q. Alternatives used for Asbestos A. Glass wool & Polyeurethane foam Q, In case of Emergency steering how to operate A. 1. Shut down Auto Pilot 2. Put Steering in emergency mode at W/H 3. Operate the telemotor p/p's solenoid block manually.

FORUM DOCS
Q. Battery rooms Safeties A. a. Provision for Ventilation :- In Case of Lead Acid batteries during charging process Hydrogen & Oxygen is evolved / generated. The rate of evolution of these gases is high in case of overcharging. This H2 & O2 mixture is highly flammable over a wide range of 4% to 74% . Hence the possibility of explosion or fire in battery room is quite high . It is necessary that the accumulation of such gases is avoided & must be extracted from battery room so exhaust fan is provided . H2 being light extraction must be from the top of the room. * Fan should be fitted outside the the battery room. * Material of fan blade should be spark proof in case it may come in contact with the casing. * Outlet of the battery room duct (exh. fan) should be above accomodation level & it should be at the aft of the Engine room blower suction. b. Lighting :- * All Lighting should be explosion proof. * Main Switch for Lighting should be outside the battery room. * It should have 2 independent circuits. Each circuit cabin door is interlocked, If we open the cabin door the power is put 'OFF' & it is not possible to remove the key & same key is used for opening the fitting. Two keys for two cicuits are not interchangeble. c. Distilled water Container :- * Mostly PVC containers are used (Polystyrine or Polyvinyl chloride) * Glass Containers are not used as they may break & also electrolyte in distilled water may attack glass. * Steel Containers are not used DW attacks steel. * If steel containers will get loosened & they will may fall & produce spark. d. Use of Tools & Replacement of Batteries :- * Tools should be insulated type so there will not be sparking & short circuiting if accidentally released from hand. * Aluminium tools are not used as it may produce sparking. * Electrical instruments should be intrinsically safe. * Before carrying out any maintainence it is necessary to check the atmosphere of the battery room. Q. Rudder Repair A. Slot Welding to be carried out. Plates, Welding rods, welders Qualification & procedure of repairing must be approved by class surveyor. Second plate is called Wrapping Plate / Cover Plate. Plate is prepared by marking of the frames on it & then slots are cut. Then the plate is bend on the framework & is welded to the frames. Slots are filled with the weld. These welds are ground & made smooth. * Pressure Testing of Rudder : 1. Gravity method : Fill water in rudder upto 2.46m above top of rudder & observe it. Water level should not drop. * Hose Test : Drain plug has to removed & hose is applied on the slot welds & observe if water is coming from the drain plug. This is to be done before gravity method. * Coating : Open top plug , put bottom plug with cock. Fill 50 % water inside & 20 % with paint. Drain water slowly by cock. This is called float coat painting. Q. Dry Dock Inspections A. Rudder : 1. When Docking is taking place observe rudder if any water is coming out. 2. After completion of docking remove top & bottom plug & check for water. 3. Hammer rudder plate to check sound & condition of rudder plates. 4. If ship is more than 5 yrs. old Class Surveyor may insist on Guaging report. 5. Check condition of Zn block fitted on the rudder. If completely worned out add few more than last time. 6. Coupling between Rudder & Rudder Stock cement to be checked , chip off the cement & check condition of Palm Bolts.

FORUM DOCS
7. Put Rudder in midship position & see actual position of the rudder w.r.t. ship this will help identify twisting of rudder stock. 8. Pintle clearance to check. 9. Jumping Clearance 10. Weardown & Rudder drop to be checked in Dry Dock. 11. Visual inspection for rudder corrosion, pitting, cracks etc. Shell Plating : 01. Check for Buckling, Corrosion, Dents & Cracks. 02. Check condition of Anodes : If completely worn out ~ more is required / If not worn ~ not connected properly 03. Check Sea growth : If high ~ Anti fouling paint was ineffective. Q. Hull Repair A. A Cracked weld : 01. Inform Class surveyor & seek his opinion. 02. Trace the length ok crack by DPT. 03. One inch from both sides drill crack arresting holes. 04. Gas free the tank from inside 05. Guaging of Crack to be carried out by guaging electrode till bottom of the crack is reached 06. Welding electrode, welder & procedure to be class approved. Low Hydrogen Electrodes are used. 07. The affected portion to be heated to 200 deg C by flame torch & temp to be noted by IR sensor. 08. Carry out welding from either side 09. The weld is again to be heated by flame to rleive stress & covered with insulation tapes to reduce cooling rate. 10. Weld to be inspected & arrest holes to be welded 11. Radiography to be carried out. 12. Hose test to be carried out. 13. Primer & paint to be applied. Severe indentation in way of frame : 01. It cannot be tolerated so has to be cropped off alongwith bend frame & renewed. 02. Put 2 small size plates & weld it to frame (tag) with actual size plate. 03. Heating & stress rereleiving to be carried out. 04. Radiograpgy & Hose test of the weld to be carried out. Surfaces suffering from general Corrosion : 01. Guaging to be carried out & if 20 % is eaten away plate needs to be renewed.(decided by class survyr) 02. Only thing to be done is clean the surface, coat with primer, anti fouling & anti corrosive paints. 03. Add Zinc Anodes. Bilge Keel Fractured : 01. Crop the damaged part & renew. Q. What is Rudder locking A. To bring the steering gear to rest speedily all hydraulic ,line valves are closed , thus ensuring Hydraulic lock. Rudder is locked when the ship is being owed. Rudder is locked in midship position to avoid turning due to wake of towing ship. Solas Definitions : Dead Weight : It is the difference in tonnes between the displacement of a ship in water of a specific gravity of 1.025 at the load water line corresponding to the assigned summer freeboard & the light weight of the ship. Light Weight : It is the dispalcement of a ship in tonnes without the cargo, fuel, lub oil, ballast water, fresh water & feed water in the tanks, consumable stores, & passengers & crew & their effects.

FORUM DOCS
Q. Condition of Class A. A classification survey is a visual examination that normally consists of: an overall examination of the items for survey, detailed checks of selected parts, witnessing tests, measurements and trials where applicable. When a surveyor identifies corrosion, structural defects or damage to hull, machinery and/or any piece of its equipment which, in the opinion of the surveyor, affects the ships class, remedial measures and/or appropriate recommendations/conditions of class are implemented before the ship continues in service. Recommendation and condition of class are synonymous terms used by IACS societies for requirements that specific measures, repairs, request for surveys etc., are to be carried out by the owner within a specified time period in order to retain class. Q. GRT & NRT A. Various measures of the cargo carrying capacity or the volume of a ship: (1) Gross registered tonnage (GRT) is the total enclosed space of a ship expressed in registered tons of 100 cubic feet (2.832 cubic meters) each. GRT is a measure of the space available for cargo, crew, passengers, and stores, and is usually the basis for computing drydock charges. Also called gross tonnage. (2) Under deck tonnage (UDT) is GRT less a ship's bridge, deck house, forecastle, and poop. (3) Net registered tonnage (NRT) is GRT less space occupied by the crew, engines, fuel, and navigation equipment. In general, GRT and NRT are in the ratio of 3:2 or, in other words, NRT is roughly equal to 60 percent of GRT. Also called net tonnage, it is usually the basis for computing harbor or port charges. (4) Dead weight tonnage (DWT) is the maximum weight (mass) of a ship when loaded up to its summer load line (see Plimsoll line) and is the sum of the weights of the cargo, crew, fuel, passengers, and stores. On average, DWT is about 60 percent of the GRT. (5) Displacement tonnage is the weight of water displaced by a ship computed on the basis that 35 cubic feet of salt water weigh one long ton (2240 pounds). Q. Checks Carried out on a Tailshaft ? A. Corrosion ; Trueness ; Ovality ; Cracks ; Condition of the tapered portion ; Threading on the Shaft ; Condition of the Bush (Check for grooving) ; In case of a keyed propeller check for condition of keyway for cracks by magnetic particle test. Q. What is the purpose of installing a Bulbous Bow ? A. Bulbous Bow is fitted on the forward of the ship in order to reduce the wave making resistance thus resulting in lower wave height. Hence, power required reduces. It also increases the forward bouyancy & reduces the pitching. Q. Bulk Carrier Hatch Coaming Stiffening A. Where the height is 600mm or more the upper edge is stiffened by horizontal bulb flat & supporting stays to the deck are fitted. Coamings less than 600 mm high are stiffened by a cope or similar bar at the upper edge. The steel coamings extend down to the lower edge of the deck beams, which are then effectively attached to the coamings (fig 19.4 page 197 eyeres) Q. Types of Rudders A. Rudders may be of 3 types : a. Semi-balanced rudder : they have a small portion of their lateral area forward of the turning axis (less than 20 %) b. Balanced Rudder : a larger amount of the area forward of the axis (25 to 30%) c. Un balanced Rudder : full area aft of the axis.

FORUM DOCS
Balancing is done to acheive a reduction in torque since the centre of lateral pressure is brought nearer the turning axis . How ever the fully balanced rudder will at low angles tend to drive the gear Q. How are frames spaced in the Cargo Hold ? What are Web Frames ? A. Frame / Spacing of cargo hold fitted at 760 mm & are made of H or I section. Web Frames are deeper & thicker frames, the depth is more than 600 mm & are mostly fitted in the engine room to enhance the strength & avoid vibration. Q. What are the structural defects that can occur in the Cargo Holds ? How often these cargo holds surveyed ? A. Most common defects arising in the holds are : Corrosion , Cracks , Bulging , Thinning Down , Leakages. Holds are usually surveyed every 5 years. Q. What is Camber ? A. It is the upward curvature of ship from ship side to the centre, it helps in drainage of water, also increases the resistance of deflection under load. Q. Types of strake ? A. Sheer strake , Garboard strake , Bilge strake. Q. What is a Kort Nozzle ? A. 1. It is a cylindrical tube like structure fitted around the propeller disc. 2. It increases the thrust without increasing the power consumption. 3. used on shallow draft vessels suvh as supply boats & tugs which are used for towing purposes. 4. It gives better flow of water through the propeller, thus increasing the propulsion efficiency & also steering capability. Q. What is a Gunwale ? A. It is the plate welded on top of the Bulwark, & provides surface for fixing eye pads, cleats etc for lashing ropes & wires. Bulwarks are the one metre height plate fitted on the deck edge to prevent people from falling overboard. Q. What is maximum Rudder Drop ? A. Maximum Rudder Drop allowed is 16 mm & in any case it should not be more than the clearance provided on th X-Hd. If the rudder allowed to drop more then the load would be transferred to the steering rams & it would bend . Q. How is Rudder Drop Measured ? A. 1. It is measured in dry dock between a fixed point on bearing & another point on the rudder spade. 2. Also in the steering platform, one fixed point is made at the time of installation of rudder by the shipyard & one guage is provided for that. The drop down of the rudder stock is measured in that. Q. Safeties on a Steering system ? A. Over load Alarm Single Phasing Alarm No Voltage Trip Short Circuit Trip Hyd. Tk Low Level Alarm Releif / Bypass / Isolating V/V Springs Stoppers Limit Switches. Q. Wake of the Propeller A. Wake is the flow of water because of the friction between the hull of the ship & the surrounding water. This wake is drawn into the propeller & it helps the working of the propeller.

FORUM DOCS
Q. Wheel House informs Engine Room about Bad Weather state the further course of actions. A. 1. Keep standby m/c in ready condition, so they can be used readily. 2. Start one more generator. 3. Start one more steering gear. 4. Maintain L.O. & F.O. tk levels so as to prevent the tripping of the engine by loss of suction. 5. All loose spare parts must be lashed properly. 6. Check the engine room crane is parked. 7. Check the whistle air is ON 8. Call one more standby Engineer Q. Requirements of a UMS ship as per SOLAS ? A. Fire Protection : 1. Fire Detection & Alarm systems in a) Boiler Air supply casings & exhausts & b) Scavenge air systems for the prpulsion m/cery 2. I.C. Engines above 2250 KW & above OR cylinders of bore more than 300 mm shall be fitted with C.C. releif Doors or Brg. temp. monitors. Protection against Flooding : 1. Bilge Well large enough to accomodate the normal drainage during the un attended periods. 2. In case of automatic starting of pumps long run alarms to be provided (in such case smaller bilge wells may be allowed) 3. Em. bilge injection v/v to have a longer spindle to allow for it's operation in case of flooding. Control of M/cery from Bridge 1. Under all sailing conditions, include maneuvering , the speed direction of thrust (pitch of propeller in case of CPP) 2. Emergency stopping Device on Nav. Bridge independent of the Bridge control system. 3. Propulsion m/cery orders from bridge to be duplicated in the m/cery control room. 4. Remote control of the propulsion m/cery to be possible from one location at a time. 5. Indicators on the Bridge for a) propeller speed & direction of rotation in case of fixed pitch propeller. b) propeller speed & pitch position in case of CPP. 6. An alarm to indicate low starting air pressure set at a level which will still permit starting operations of the propulsion m/cery. Means of Communication : 1. Reliable means of vocal communication between nav. bridge - m/cery control room - engineer officer's accomaodation. Alarm System : 1. Alarm System shall be provided a) capable of sounding an alarm in m/cery control room. b) connected to engineer's cabins through a selector switch, to ensure to atleast one of those cabins. c) audio-visual alarm on nav. bridge. 2. Alarm system continously powered automatic change over to standby power in case of power failure. 3. Normal power failure alarm. 4. Alarm to indicate more than one fault & acceptance of one will not interfere with the other. Safety System : 1. Auto matic shutdown of main propulsion m/cery & boiler in case of serious malfunction which may lead to complete breakdown or explosion. Incase over ride function is fitted visual indicators to be provided to indicate that override has been activated. Special Requirements : 1. In case of loss of power automatic starting & coming on load of standby generator. 2. Preferential trip 3. Automatic change over mechanism for all essential auxiliary m/cery required for proplulsion.

FORUM DOCS

Edit Risk Assessment & Management - ISM Code RISK ASSESSMENT TERMINOLOGY. Accident: An unintended event involving fatality, injury, ship loss or damage, other property loss or damage, or environmental damage Consequence: The outcome of an accident Frequency: The number of occurrences per unit time (e.g. per year) Hazard: A potential to threaten human life, health, property or the environment Risk: The combination of the frequency and the severity of the consequence. HAZARD IDENTIFICATION The purpose of this step is to identify and generate a prioritized list of hazards, specific to the problem under review. This purpose is achieved by the use of standard techniques to identify hazards, which can contribute to accidents, and by screening these hazards using a combination of available data and judgment. RISK ASSESSMENT The purpose of Risk Assessment is to determine the significance of the various hazards identified so that they can be placed on a scale. The current best practice is to recognize that there are three levels of risk: Intolerable, As Low As Reasonably Practicable (ALARP) and Negligible. "Intolerable" means that the risk cannot be justified except in extraordinary circumstances, "Negligible" that the risk has been made so small that no further precaution is necessary, and "ALARP" that the risk falls between these two states. Risk assessment could be done qualitatively or quantitatively. Qualitative methods depend on the combined expertise of the risk assessment team and making use of risk matrices. Quantitative methods involve modeling of the system and analysis of statistical data on the consequences and probability of occurrence. This method in general utilizes event trees and fault trees. RISK REDUCTION The purpose of this step is: Eliminate Hazards with intolerable risk at whatever cost. If this is not practicable abandoning the project should be considered. Reducing the risk of those in ALARP region if it is cost effective. Higher costs could be considered acceptable if the risk is close to the intolerable region. Reducing the risk levels of those in the negligible region with minimal effort. Risk reduction options are as follows: Reduce the severity of the consequence. Reduce the probability of occurrence Reduce both Risk reduction methods could be categorized as Management Method: Methods based on development of a safety culture, improved effectiveness of communication, training, etc. Engineering Method: Incorporate additional engineering features to enhance safety. Operational method: Devising right procedures. Combination of all of above.

Edit Delete

FORUM DOCS
Opcon Powerbox Waste Heat Recovery System-Basic Working MAN Diesel & Turbo has signed a cooperation agreement with Swedish energy and environmental technology company, Opcon. The agreement aims to exploit the possibilities arising from the merging of Opcons Powerbox wasteheat-recovery (WHR) technology with MAN Diesel & Turbos market-leading diesel engines for cutting fuel consumption and reducing emissions. Together, MAN Diesel & Turbo and Opcon will examine how best to exploit the possibilities offered by re-using waste-heat energy from low-temperature heat sources utilising the Opcon Powerbox technology. The first, groundbreaking reference, a marine installation that utilises waste heat for electricity production, is currently underway. Here, the Opcon Powerbox is being integrated with a two-stroke MAN B&W 8S60ME-C8 engine aboard a newbuilding owned by Wallenius, the Swedish shipping group.

Opcon Powerbox A waste-heat recovery unit is an energy-recovery heat exchanger that recovers heat from hot streams with potentially high energy-content. Waste-heat recovery is currently considered one of the most promising avenues within the shipping sector for reducing fuel consumption and CO2 emissions by increasing energy efficiency. The Opcon Powerbox is unique in that it caters for low-temperature applications and uses robust technology. Accordingly, it can be integrated with smaller engines in contrast with existing WHR units that are targeted at higher-temperature applications and larger engines. The Opcon Powerbox directly influences the performance of ships by reducing the amount of fossil fuels they consume during operation by 5-10%. It significantly reduces consumption and directly cuts carbon, NOx and sulphur emissions. There are currently around 16,000 registered marine vessels in the world with power outputs above 10 MW, while the global, commercial-shipping fleet is considered to account for between 4 - 5% of global carbon emissions. Basic operation of the Opcon Powerbox ORC waste heat recovery system. Opcon Powerbox is an Organic Rankine Cycle (ORC) waste heat recovery system. The Opcon Powerbox is an ORC implementation. Waste heat is used by a heat exchanger to vaporize a working fluid with a boiling point lower than water (thereby enabling the exploitation of low grade waste heat). The gas expands over an expander, which drives a generator to produce electricity. The fluid is then cooled, and a pump increases its pressure to 30 bar, and circulates it back through the first heat exchanger. The theoretical level of efficiency is controlled by the temperature difference between hot and cold media. A key element in the Opcon Powerbox is the SRM turbine, developed by Opcons Svenska Rotor Maskiner, SRM.

Edit Delete Scavenge and Torque limiter Through the years it has been experienced some unlucky cases of rapid cylinder liner wear, also known as scuffing, during and following engine load-up. These unwelcome incidents led to investigate a safer load-up procedure. The research has revealed that loading up with caution and patience is the best way to prevent such costly incidents. MAN B&W engines are designed and manufactured to withstand long-term and constant heavy load. However, as with all other engines, service life and service reliability depend

FORUM DOCS
heavily on how engine load-up is carried out. The most significant load-up issue is the mechanical and thermal load causing deformations of piston crown, cylinder liner and piston ring. These deformations affect the shape of the piston ring running surface, which is designed to adapt to deforming cylinder components. If the load changes too fast, however, the piston ring may lack sufficient time to adapt. The outcome can be excessive cylinder liner wear that, in severe cases, may develop into cylinder liner scuffing. Load control: MAN B&W two-stroke engine load-up is controlled in three ways. All operators should ensure that these three limiters are set and used correctly: P scav limiter: The p scav limiter ensures sufficient scavenge air supply for maintaining an efficient and smoke-free combustion. The p scav limiter balances the air/fuel ratio by limiting fuel injection in case of insufficient air supply. Insufficient air supply is most common below 35% engine load, where the auxiliary blowers are running and the turbocharger not yet has reached sufficient capacity. The purpose of the scavenge air pressure limiter is to ensure that the engine is not being over fuelled during acceleration, as for example during maneuvering. The scavenge air pressure limiter algorithm compares the calculated fuel pump index and measured scavenge air pressure with a reference limiter curve giving the maximum allowable fuel pump index at a given scavenge air pressure. If the calculated fuel pump index is above this curve, the resulting fuel pump index will be reduced correspondingly. The reference limiter curve is to be adjusted to ensure that sufficient air will always be available for a good combustion process Torque limiter: The torque limiter prevents excessive torque/mechanical overload by ensuring that the engine load never exceeds the boundaries of the load diagram. The torque limiter algorithm compares the calculated fuel pump index (fuel amount) and the actually measured engine speed with a reference limiter curve giving the maximum allowable fuel pump index at a given engine speed. If the calculated fuel pump index is above this curve, the resulting fuel pump index will be reduced correspondingly. Load-up program: The load-up program prevents mechanical and thermal overload during load-up and ensures sufficient time for the auxiliary system to adapt, by controlling the load-up rate.

Edit Delete MAGNETITE LAYER IN BOILERS Boiler steel is often protected from the effects of corrosion by a thin layer of magnetite. This thin film is found to be most stable in the pH range 11-12 and provided the film remains intact, the underlying steel will not corrode. Dissolved oxygen constitutes the main danger to this protective sheath. An additional advantageous property of a magnetite film is its excellent thermal conductivity, i.e. heat transfer efficiency is promoted by magnetite. Deposits have a lower thermal conductivity than steel and make it necessary to raise the temperature on the combustion side of the boiler. Thus more fuel is needed to generate steam. The heat transfer efficiency (ratio of fuel consumed to steam generated) reduces. Steam has the very important characteristic that at a specific elevated temperature it reacts with the iron ions on the boiler wall steel on the water side, to form a uniform layer of iron oxide (Fe3O4), known as magnetite. In a reducing atmosphere at temperatures above 100C where the water acts as an oxidizing agent, the electrochemical reaction takes place and a layer of magnetite is formed. This magnetite layer is a typically black, extremely thin adherent film that passivates the steel surface and therefore protects it from corrosion. The layer of magnetite is thus a desirable deposit in a steam boiler and in an ideal situation the water side of a boiler would be coated with

FORUM DOCS
just this thin film of magnetite. This is often achieved by using a boiler water treatment programme. However, in time the magnetite ages, it can become porous or even detached. Then there is a chance of excessively thick localized deposits so that the film is no longer thin and strong. In addition to the negative effect on heat transfer, such irregularities also form a source of adhesion for other undesirable salt deposits such as calcium carbonate. When the efficiency of the steam boiler becomes too low or when there is a possibility of blockages and leaks, the decision is often made to clean the water side of the boiler chemically. An inspection is carried out prior to chemical cleaning. Magnetite is the most important natural protective film formed on boiler surfaces since it resists the influence of water and contaminants to further react with the steel material. However, normal treatment chemicals have nothing, absolutely nothing, to do with the formation, improvement or retardation of the pure magnetite under operational conditions. Magnetite is formed on clean, pickled steel by two reactions: 1. Electro chemical reaction called Schikorr reaction that takes place as follows: 3Fe (OH)2 = Fe3 O4 + H2 + 2H2O The iron hydroxide is initially produced by reaction between iron and water. No other chemicals assist in this process. The reactions start around 100C and increase as the temperature increases. 2. Hot oxidizing reaction when magnetite is formed directly on the steel without hydroxide intermediate phase. This reaction starts at temperatures 300 C or approximately at 30 bar boiler pressure. The reaction follows this route: 3Fe + 4H2O ( 300C+) = Fe3 O4 + 4H2

Edit flash blowdown of a boiler BOILER BLOWDOWN Even with the best pretreatment programs, boiler feedwater often contains some degree of impurities, such as suspended and dissolved solids. The impurities can remain and accumulate inside the boiler as the boiler operation continues. The increasing concentration of dissolved solids may lead to carryover of boiler water into the steam, causing damage to piping, steam traps and even process equipment. The increasing concentration of suspended solids can form sludge, which impairs boiler efficiency and heat transfer capability. To avoid boiler problems, water must be periodically discharged or blown down from the boiler to control the concentrations of suspended and total dissolved solids in the boiler. Surface water blowdown is often done continuously to reduce the level of dissolved solids, and bottom blowdown is performed periodically to remove sludge from the bottom of the boiler. The importance of boiler blowdown is often overlooked. Improper blowdown can cause increased fuel consumption, additional chemical treatment requirements, and heat loss. In addition, the blowdown water has the same temperature and pressure as the boiler water. This blowdown heat can be recovered and reused in the boiler operations. Boiler Blowdown Benefits Less water, fuel and treatment chemicals needed; Less maintenance and repair cost (minimized carryover and deposits); Saves manual supervision for other tasks (with automatic control); Cleaner and more efficient steam; Reduced operating cost (reduction in consumption, disposal, treatment and heating of water); Minimized energy loss from boiler blowdown can save about 2 percent of a facilitys total energy use with an average simple payback of less than one year. Flash Tank System The flash tank system shown in the figure below can be used when expense and complexity must be reduced to a

FORUM DOCS
minimum. In this system, the blowdowns from the boilers are sent through a flash tank, where they are converted into low-pressure steam. This low-pressure steam is most typically used in deaerators or makeup water heaters. see diagrams on post dated 3-02-2011 by me(felix pinto) Flash Tank Heat Exchanger System The system shown below consists of a flash tank and a heat exchanger. The temperature of the blowdown leaving the flash tank is usually still above 220F. The heat of this flash blowdown can be used to heat makeup water by sending it through the heat exchanger, while cooling the blowdown at the same time. Heating boiler makeup water saves on fuel costs. An additional advantage of cooling blowdown is in helping to comply with local codes regulating the discharge of high temperature liquids into the sewer system. see diagrams on post dated 3-02-2011 by me(felix pinto)

Edit Latest Paris MoU The Paris MoU will introduce a new port state control inspection regime from the 1st of January 2011. This New Inspection Regime (NIR) was developed by the Paris MoU following consultation with the industry on a mechanism to focus port State control inspections and to reward quality shipping. The NIR was developed in cooperation with the European Union and with a significant contribution from EMSA and all of the member Authorities of the Paris MoU. The NIR requirements are aligned with the legislative requirements of the new EU Directive on Port State Control and with the national legislation of the PMoU Member States. Under the NIR quality ships will be rewarded with longer inspection intervals. High risk ships will be subject to expanded inspections every 6 months. Ships with 3 or more detentions will be banned for minimum period of 3 months. The new target of full coverage

With the introduction of the NIR the PMoU will change its target of inspecting 25% of individual ships calling at each member State to a shared commitment for full coverage of inspecting all ships visiting ports and anchorages in the PMoU region as a whole. Ship Risk Profile The Target Factor will be replaced by the Ship Risk Profile. The Ship Risk Profile classifies ships into Low Risk Ships (LRS) and High Risk Ships (HRS). If a ship is neither Low Risk or High Risk it is classified as Standard Risk Ship (SRS). The Ship Risk Profile is based on the following criteria, using details of inspections in the PMoU area in the last 3 years: - type of ship; - age of ship; - performance of the flag of the ship, including undertaking Voluntary IMO Member State Audit Scheme (VIMSAS); - performance of the recognized organization(s); - performance of the company responsible for the ISM management; - number of deficiencies; - number of detentions. Low risk ships will be awarded with longer inspection intervals by port State control. Up to 36

FORUM DOCS
months, compared to 6 months in the current system. In order to qualify for low risk ship several criteria need to be met. With regard to flag the following will be decisive: - flag appears in the White List published in the annual report of the Paris MoU, and - flag has informed the Paris MoU Secretariat that a final audit report including, where relevant, a corrective action plan has been drawn up in accordance with the Framework and Procedures for the Voluntary IMO Member State Audit Scheme (VIMSAS). In practice this means that the flag has to write a letter to the Paris MoU Secretariat stating the above and enclosing as evidence the Executive Summary of the final audit report. The secretariat will maintain on the Paris MoU public web site an up-to-date list of flag States which meet the flag criteria for a low risk ship. All ship types, regardless of age, can qualify for low risk ship. Other criteria are: - High performance recognized organization (RO), as listed in annual report; - RO recognized by one or more Paris MoU member States; - High performance company; - 5 or less deficiencies found during each inspection carried out in previous 36 months; and - no detention within previous 36 months. Low risk ships, in principle, may be inspected after 24 months and shall be inspected when calling at a Paris MoU port after 36 months. Company performance The company performance criteria for the calculation of the Ship Risk Profile is a new parameter in the PMoU. The PMoU has established a formula which takes into consideration the deficiencies and detentions in the last 36 months of the companys fleet, based on the IMO company number and compares it to the average of all vessels inspected in the PMoU to determine the performance level. The companies will be ranked into very low, low, medium and high. Any Refusal of Access (Ban) will have a negative impact on the ranking of the company. Inspection Categories, Time Window, Selection Scheme and Inspection Types Recognising the rights of Port States to inspect foreign flagged ships in their ports at any time, the Paris MoU is introducing the following regime. The NIR includes two categories of inspection, a periodic and an additional inspection. Periodic inspections are determined by the time window. Additional inspections are triggered by overriding or unexpected factors depending on the severity of the occurrence. Time Window The time window is set according to the Ship Risk Profile as follows: - HRS: between 5-6 months after the last inspection in the PMoU region; - SRS: between 10-12 months after the last inspection in the PMoU region; - LRS: between 24-36 months after the last inspection in the PMoU region. The time span for the next periodic inspection re-starts after any inspection. Selection Scheme: If the time window has passed a ship becomes Priority I. The ship will be selected for a periodic inspection. When the time window opens a ship becomes Priority II. The ship can be selected for a periodic inspection. If an overriding factor is logged against a ship it becomes Priority I irrespective of the time window and the ship will be selected for inspection. If an unexpected factor is logged against a ship it becomes Priority II irrespective of the time window and the ship can be selected for inspection. Before the window opens for any risk profile and there are no overriding or

FORUM DOCS
unexpected factor is logged, the ship has no priority status and member States are not obliged to perform an inspection on such ship but if deemed appropriate may still choose to do so. Inspection types (Initial, more detailed and expanded inspection): The PMoU will not change the inspection types but will extend the expanded inspection to all ship types. In case of a periodic inspection each ship with a HRS profile and each bulk carrier, chemical tanker, gas carrier, oil tanker or passenger ship older than 12 years will have to undergo an expanded inspection. Each ship with a SRS and LRS profile which is not one of the above mentioned ship types, will undergo an initial inspection or if clear grounds are established a more detailed inspection. Any additional inspection shall be, at least, a more detailed inspection. If the ship has a HRS profile or is of one of the above mentioned ship types, the member State may decide to perform an expanded inspection instead. Refusal of access (banning) The PMoU will widen the banning for multiple detentions from certain ship types to all ship types and extend the flag from the black to the grey listed ones. The banning criteria for the first and second ban will be amended as follows: If the ship flies a black listed flag it will be banned after more than 2 detentions in the last 36 months; If the ship flies a grey listed flag it will be banned after more than 2 detentions in the last 24 months. Any subsequent detention after the 2 nd banning will lead to a ban, regardless of the flag. Furthermore a time period until the banning can be lifted will be introduced which is as follows: 1. 3 months after the first ban; 2. 12 months after the second ban; 3. 24 months after the third ban; 4. permanent ban. To lift the 3 rd ban more stringent conditions are applied which have to be fulfilled before the 24 months has elapsed. Reporting obligations With the NIR the PMoU has widened the arrival notifications. The former regime had already a 72 hour pre-arrival (ETA72) message in place. This was only relevant for a few ship types and only in case these were eligible for an expanded inspection. The ETA72 is now widened to all ships with a HRS profile and also to each bulk carrier, chemical tanker, gas carrier, oil tanker and passenger ship older than 12 years eligible for an expanded inspection. Further, as previous, it is required that all ships provide a pre-arrival notification 24 hours in advance (ETA24). Both the ETA72 and ETA24 notifications are obligations for the ship and shall be made to the Port State in accordance with their national arrangements. A new reporting requirement which is introduced with the NIR is the notification of the actual time of arrival (ATA) and the actual time of departure (ATD) of all ships calling at all ports and anchorages in the PMoU region. Implementation of new information system On 1 January the Paris MoU will also launch a new information system Thetis. Named after a Greek goddess of the sea. To facilitate planning of inspections, the new system will be linked to the Port Call information systems of the PMoU Members which includes the SafeSeaNet (SSN) system for the EU Member States. This information from the port call information systems will provide information on ships in, or expected at, all ports of the Paris MoU. THETIS will indicate which ships have priority for inspection and will allow the results of inspections to be recorded. Via THETIS these reports will be made available to all port State control authorities in the Paris MOU. THETIS will also interface with a number of other maritime safety-related databases including those of the recognized organizations, national information systems and other port State control regimes so as to exchange data and provide a full picture for the inspector. Inspection results will also be available through

FORUM DOCS
the Paris MoU website. The European Maritime Safety Agency is responsible for the development, hosting and management of the system.

Edit CO2 system Maintainence routines CO2 system Maintainence :

*** weekly*** * CO2 release box to be opened up - will give alarm & in some ships blowers may trip. * Check CO2 release alarms * There are 2 master cyliders in the release box check their - pressure ; securing arrangement ; piping Checks in CO2 room * make sure that vent is open * open the door - once the door opens blowers must start * Allow for ventilation & then enter inside * Check the 2 pilot, master & bank of cylinders for secure location * Pipe connection between the cylinders & main header to be checked for crack or slackness * Feel each cylinder by hand ; if cylinder leaks it will be cold * Check the bursting disc for each cylinder to be in good condition * Check the pilot cylinder pulleys -n free & greased * Check the pulling wires - greased & no slackness , no strands broken * Check lighting in CO2 room * Main CO2 v/v to E/R - hand operate to ensure it's free usually pneumatically operated * Co2 room is insulated , check it's insulation * Check the temp. of the room

Every 6 months * blow though the lines with compressed air to chk it's free

Every 2 years * Co2 cylinder content to be chkd by weighing or level checking method maximum reduction in weight allowed is 5%

Every 5 years * chek & if required o/h the safety v/v

Every 10 years

FORUM DOCS
* Each cylinder to be pressure tested @ 250 bar * All lines to be pressure tested L.P. pipes - 6 bar M.P. pipes - 80 bar H.P. pipes - 190 bar

Miscellaneous * If Co2 system is used blow through by air

Edit Final Inspection Before UNDOCKING Final Inspection B4 Undocking :-

Check paintwork is completed. Hull repair is completed. All Tank plugs are in place. All Anodes are fitted, grease/paper used to cover them during painting is removed. Echo Sounder Transducer is cleaned of paper & grease. Propeller rope guard is fitted properly in place. Oil is not leaking from stern tube. Propeller is free from paint & free from any other object. Check freedom of movement of rudder with steering gear, smooth movement. Jumping & Pintle clearances taken. Rudder plugs are in place. Sea Grids are in place & secured properly. Ensure all sea v/v's are shut. Ensure all tanks are at same level as when entry ~ to maintain same trim when re-floating. Ballast Water Management Application Dates Clarification regarding the application dates contained in regulation B-3.1 of the BWM Convention 1.The Marine Environment Protection Committee, at its sixty-first session (27 September to 1 October 2010), approved the amendments to BWM.2/Circ.19 regarding the clarification on the application dates of the ballast water performance standard contained in regulation B-3.1 of the BWM Convention. The revised clarification is set out in the annex. 2 Member Governments are invited to bring this circular to the attention of all parties concerned. 3 This circular revokes BWM.2/Circ.19. *** BWM.2/Circ.29 Annex, page 1 I:\CIRC\BWM\02\29.doc ANNEX CLARIFICATION REGARDING THE APPLICATION DATES CONTAINED IN REGULATION B-3.1 OF THE BWM CONVENTION

FORUM DOCS
1 Regulation B-3.1 of the Ballast Water Management Convention provides: "A ship constructed before 2009: .1 with a ballast water capacity of between 1,500 and 5,000 cubic metres, inclusive, shall conduct ballast water management that at least meets the standard described in regulation D-1 or regulation D-2 until 2014, after which time it shall at least meet the standard described in regulation D-2; .2 with a ballast water capacity of less than 1,500 or greater than 5,000 cubic metres shall conduct ballast water management that at least meets the standard described in regulation D-1 or regulation D-2 until 2016, after which time it shall at least meet the standard described in regulation D-2." 2 Regulation B-3.2 of the Ballast Water Management Convention provides: "A ship to which paragraph 1 applies shall comply with paragraph 1 not later than the first intermediate or renewal survey, whichever occurs first, after the anniversary date of delivery of the ship in the year of compliance with the standard applicable to the ship." 3 The "anniversary date of delivery of the ship in the year of compliance" specified in regulation B-3.2, refers to years 2014 and 2016 indicated in regulation B_3.1. Consequently, ships with a ballast water capacity between 1,500 m3 and 5,000 m3, inclusive, are required to comply with the D-2 standard not later than the first intermediate or renewal survey, whichever occurs first, after the anniversary date of delivery of the ship in 2014 under regulation B-3.1.1; and ships with a ballast water capacity of less than 1,500 or greater than 5,000 m3 are required to comply with D-2 standard not later than the first intermediate or renewal survey, whichever occurs first, after the anniversary date of delivery of the ship in 2016 under regulation B-3.1.2. Regulation D-1 Ballast Water Exchange Standard - Ships performing Ballast Water exchange shall do so with an efficiency of 95 per cent volumetric exchange of Ballast Water. For ships exchanging ballast water by the pumping-through method, pumping through three times the volume of each ballast water tank shall be considered to meet the standard described. Pumping through less than three times the volume may be accepted provided the ship can demonstrate that at least 95 percent volumetric exchange is met. Regulation D-2 Ballast Water Performance Standard - Ships conducting ballast water management shall discharge less than 10 viable organisms per cubic metre greater than or equal to 50 micrometers in minimum dimension and less than 10 viable organisms per milliliter less than 50 micrometres in minimum dimension and greater than or equal to 10 micrometers in minimum dimension; and discharge of the indicator microbes shall not exceed the specified concentrations. The indicator microbes, as a human health standard, include, but are not be limited to: a. Toxicogenic Vibrio cholerae (O1 and O139) with less than 1 colony forming unit (cfu) per 100 milliliters or less than 1 cfu per 1 gram (wet weight) zooplankton samples; b. Escherichia coli less than 250 cfu per 100 milliliters; c. Intestinal Enterococci less than 100 cfu per 100 milliliters.

Edit

Crankcase Inspection 20 points CRANK CASE INSPECTION (20 points)

FORUM DOCS
1. Firstly check the oil condition for any smell,discolouration or degradation. 2. Turn the Engine to BDC & start checking from under stuffing box area for any signs of black oil, if so indication of stuffing box leaking. 3. Check piston rod surface for scoring marks & roughness. 4. Check Piston palm bolts & locking device for slackness & fretting. 5. Check guide & guide shoe bearing general condition & area around frame where guide is attached for any visible cracks. 6. Check guide shoe end cover bolts in place & not slack. 7. Check cross head general bearing condition. 8. Top & Bottom end of the con rod bolt, nut & locking devices for slackness,sign of fretting etc. 9. Check sliding of bottom end bearing (floating of con rod). 10. Check for slip of web & journal by checking the reference mark. 11. Check the web in the area of stress concenteration & check tie bolts (bottomside). 12. Check cross girder , area around main bearing & bearing keep for signs of cracks & check the main bearing. 13. All bearings to be checked for silvery colour, (indicates bearing wiping) 14. Check all the surrounding oil pan area of all units for any sludge deposits, bearing metal pieces etc. 15. Check crankcase releif door (wire mesh should be wet, spring tension sealing condition etc.) 16. Check the teeth of transmission gears for signs of wear. 17. Check chain drive for tightness. 18. Oil mist detector sampling pipe to be checked for clear passage. 19. Clear all foreign materials from the C.C. & tools accounted for. 20. Start L.O.p/p & X-Hd p/p & check oil flow & distribution. 21Check C.C.door sealing condition & close the door. BDN contents Bunker delivery notes It is a requirement of Regulation 18 that any fuel oil for combustion purposes delivered to and used onboard shall be recorded by means of a Bunker Delivery Note (BDN). This implies that a bunker delivery note shall be presented for every barge delivery and every grade. Bunker Delivery Notes are required to contain all specific information as follows: -Name and IMO number of receiving ship -Bunkering Port -Date of commencement of bunkering -Name, address, and telephone number of marine fuel oil supplier -Product name -Quantity (metric tons) -Density at 15 oC (kg/m3) -Sulphur content (% m/m) -A declaration signed and certified by the fuel oil supplier's representative that the fuel oil supplied is in conformity with regulation 14 and 18 (I.e. that the fuel supplied has a sulphur level below 4.5% and that the fuel is free from inorganic acid, does not include any added substance or chemical waste which either jeopardises the safety of ships, adversely affects the performance of the machinery, is harmful to personnel, or contributes overall to additional air pollution). Further, Resolution MEPC.96(47) recommends that the seal number of the associated MARPOL Annex VI fuel sample is included in the BDNs for crossreference purposes. The BDNs are to be kept on board and readily available for inspection at all times. It shall be retained for a period of three years after the fuel oil has been delivered on board.

FORUM DOCS

Chemicsl Carrier Tank Coatings Coatings for Tanks in Chemical Carriers Stainless Steel is an ideal material for construction of cargo tanks, pipe lines & pumps because it has the greatest overall resistance to corrosive attack by chemicals. However it is expensive & is vulnerable to attack by a few substances. The tanks of some chemical tankers are of plain steel but for greater resistsnce to corrosion,ease of cleaning & reduction of iron absorption by some chemicals & solvent tanks may be of steel with a protective coating of epoxy ,polyeurethane , zinc silicate or phenolic resins.

1. Some Tanks are constructed with Stainless Steel Cladding. 2. Epoxy Coatings : They are suitable for alkalis, glycols, animal fats 7 vegetable oils but the acidity of the last two should be limited. 3. Polyeurethane Coatings : They are suitable for the same types of cargoes as epoxies & some of the solvents compatible with Zinc Silicate. 4. Zinc Silicate : It is used for Aromatic Hydrocarbon solvents, alcohols & ketones but not for acids or alkalis. 5. Phenolic Resins : They have good resistance to strong solvents & most of the substances acceptable to the other coatings Edit rudder stock & propeller shaft straightening PROPELLER SHAFT & RUDDER STOCK STRAIGHTENING Large diameter shafts, such as, for example, propellor shafts, rudder stocks etc. are subject to bending which can occur during manufacturing, processing or in subsequent use. Such bending can occur in the rough forging of the shaft and when machining to final dimensions. In lively forgings the final cut for a keyway or the like can create bends. Under some circumstances, such shafts will become bent after period of use or if a propellor, for example, strikes an obstruction. Acceptable limits of bend or eccentricity have been established and as a norm, a permissible eccentricity has been established at 7.4 thousandths of an inch for some operational uses. Above such a figure, mechanical and technical difficulties arise. Heretofore, methods for the straightening of shafts have been devised including a "hot spot" method and a "peening" method. The hot-spot method involves quickly heating a local spot (on the outside of a bend) to an elevated temperature. As a result of the local heat, the heated region tends to expand, but also due to the elevated heat, the yield strength of the material is reduced. Due to these combined effects, the metal yields such that the shaft bulges slightly in the heated region. When the heat is removed, the metal then hardens and remains in the bulged position and the residual tensile stresses introduced into the outside of the bend of a shaft tend to straighten the shaft. The hot-spot method is characterized by the following intrinsic disadvantages: 1. The heating process is not accurately controllable. There is no precise method of determining the amount of heat applied to the shaft. 2. The metallurgy of the shaft can be adversely affected. 3. The process is extremely slow; after each heating the entire shaft must be allowed to cool to a uniform temperature before the results can be assessed. With the peening method, a hammer or equivalent technique is used to hammer or peen the shafting surface on the inside of a shaft bend. The residual compressive stresses thereby introduced into the shaft tend to straighten the shaft. The peening method entails the following intrinsic disadvantages: 1. The magnitude of the peening effort required to straighten shafts of large diameter, especially those of high tensile strength, exceeds that which can be accomplished with the usual peening techniques.

FORUM DOCS
2. The residual stresses introduced into the shaft are distributed non-uniformly. 3. Peening subjects the shafting surface to possible damage. 4. Due to the superficial nature of the compressive residual stresses introduced, efforts to improve the surface finish of the shafting after peening by cutting a small amount of metal from the shaft will tend to destroy the effect achieved because the residual stresses in the metal removed from the shaft will not be uniform around the circumference of the shaft. The selective cold rolling method involves the use of cold rolling equipment such as is commonly used in connection with propellor shafts & rudder stocks on ships, however, instead of using a constant roller load and introducing residual compressive stresses uniformly around the circumference of a shaft, the roller load is varied selectively so as to use a higher roller load, with consequent higher residual compressive stresses, on the inside of a bend thereby tending to straighten the shaft. The selective cold rolling of a shaft is accomplished by pressing a small roller against the shaft with alternating loads as the shaft is slowly rotated. A specified length of the shaft is rolled by slowly advancing the roller along the shaft as it rotates. The roller has a crowned face and is sized with radii of curvature which are much smaller than those of the shaft such that a very small elliptical contact area exists between the roller and the shaft. The combination of a heavy roller load on the shaft and the small contact area results in very large contact stresses between the shaft and roller. These stresses cause a yielding of the shaft material near the surface which then leaves a residual compressive stress in the material adjacent to the surface. By controlling the roller load, the magnitude and depth of the residual stress can also be controlled. The residual stress over the yielded depth actually produces a residual force in the area adjacent to the shaft surface and it is this residual force which is utilized to straighten a shaft. Advantages associated with the selective cold rolling method include the following: 1. The variables required to straighten a shaft can actually be calculated. 2. The method is easily controlled such that predictable results can be achieved. 3. The residual stresses introduced in the shaft are not distributed erratically. 4. The results achieved can be assessed immediately after a rolling operation. 5. The straightening can be accomplished by introducing residual compressive stresses completely around the shaft circumference but more deeply on one side of the shaft than the other; this permits a small amount of metal to be removed from the shaft without affecting the straightening results achieved. 6. The metallurgy of the shaft material is not adversely affected.

Edit Nox Technical File Contents CONTENTS Description A. General B. Summary C. Particulars of the Engine D. Particulars of the Technical File E. Specifications for the On-board NOx Verification Procedures for the Engine Parameter Survey F. List of the NOx Relevant Components and Settings G. Guideline for Components Replacements H. Measurements for IMO Compliance Test at Test Bed I. On Board Verification Procedure J. Concept of Parent, Member Engine and Engine Group

FORUM DOCS
K. Marking of Identification Number of the NOx Relevant Components L. Test Report and Certificates M. Engine General Information N. Engine Group Information O. Test Cell Information (For Information) P. Ambient and Gaseous Emission Data E3 (For Information) Ambient and Gaseous Emission Data E2 (For Information) Q. Results of NOx Emission (For Information) R. Fuel Analysis (For Information) S. Engine Performance Data (20 sheets)

Edit Hazards in Chemical Tanker Hazards in a chemical Tanker 1.Health Hazard : Toxicity ; Skin reaction ; Suffocation 2.Environmental Hazard : Air Pollution ; Spillage 3.Reactivity Hazard : Reactivity with other chemicals ; Reactivity with tank coating ; Reactivity with itself (polymerization) 4.Flammability & Explosibility Hazard : Mixing 0f fumes with air during venting ; inter mixing of cargo vapour ; Electrostatic discharge ; Auto-ignition temperature

Edit Damage Stability of Bulk Carriers Damage stability requirements applicable to bulk carriers 1 - Bulk carriers of 150 m in length and upwards of single side skin construction, designed to carry solid bulk cargoes having a density of 1000 kg/m3 and above, constructed on or after 1 July 1999 shall, when loaded to the summer load line, be able to withstand flooding of any one cargo hold in all loading conditions and remain afloat in a satisfactory condition of equilibrium, as specified in paragraph 3. 2 - Bulk carriers of 150 m in length and upwards of single side skin construction, carrying solid bulk cargoes having a density of 1780 kg/m3 and above, constructed before 1 July 1999 shall, when loaded to the summer load line, be able to withstand flooding of the foremost cargo hold in all loading conditions and remain afloat in a satisfactory condition of equilibrium, as specified in paragraph 3. This requirement shall be complied with in accordance with the implementation schedule specified in regulation 3. 3 - Subject to the provisions of paragraph 6, the condition of equilibrium after flooding shall satisfy the condition of equilibrium laid down in the annex to resolution A.320(IX) - regulation equivalent to regulation 27 of the International Convention on Load Lines, 1966, as amended by resolution A.514(13). The assumed flooding need only take into account flooding of the cargo hold space. The permeability of a loaded hold shall be assumed as 0.9 and the permeability of an empty hold shall be assumed as 0.95, unless a permeability relevant to a particular cargo is assumed for the volume of a flooded hold occupied by cargo and a permeability of 0.95 is assumed for the remaining empty volume of the hold. 4 - Bulk carriers constructed before 1 July 1999 which have been assigned a reduced freeboard in compliance with regulation 27(7) of the International Convention on Load Lines, 1966, as adopted on 5 April 1966, may be considered as complying with paragraph 2.

FORUM DOCS
5 - Bulk carriers which have been assigned a reduced freeboard in compliance with the provisions of paragraph (8) of the regulation equivalent to regulation 27 of the International Convention on Load Lines, 1966, adopted by resolution A.320(IX), as amended by resolution A.514(13), may be considered as complying with paragraphs 1 or 2, as appropriate. 6 - On bulk carriers which have been assigned reduced freeboard in compliance with the provisions of regulation 27(8) set out in annex B of the Protocol of 1988 relating to the International Convention on Load Lines, 1966, the condition of equilibrium after flooding shall satisfy the relevant provisions of that Protocol.

Edit Flame Arrestor & Flame Screen as per FSS Code & Class Requirement Flame Arrestor & Flame Screen as per FSS Code & Class Requirement Flame Arrestor : It is a device to prevent the passage of flame in accordance with a specified performance standard. It's flame arresting element is based on the principle of Quenching. Flame Screen : It's a device utilizing wire meshto prevent the passage of unconfined flames, in accordance with a specified performance standard. Requirements for a Flame Screen : Flame Screens should be 1.designed in such a manner such that it cannot be inserted improperly in the opening. 2.securely fitted in openings so that flame cannot circumvent the screen 3. able to meet the requirements of these standards 4. be protected against mechanical damage. Marking of devices : Each device is to be permanently marked, or have a permanently fixed tag made of stainless steel or other corrosion-resistant material, to indicate: a) the manufacturers name or trade mark b) the style, type, model or other manufacturers designation for the device c) the size of the outlet for which the device is approved d) the approved location for installation, including maximum or minimum length of pipe, if any, between the device and the atmosphere e) the direction of flow through the device f) the test laboratory and report number, and g) compliance with the requirements of this Appendix. Sizing, location and installation of devices Sizing of devices : To determine the size of devices to avoid inadmissible pressure or vacuum in cargo tanks during loading or discharging,calculations of pressure losses are to be carried out.The following parameters are to be taken into account: a) loading/discharge rates b) gas evolution c) pressure loss through devices, taking into account the resistance coefficient d) pressure loss in the vent piping system e) pressure at which the vent opens if a high velocity valve is used f) density of the saturated vapour/air mixture

FORUM DOCS
g) possible fouling of a flame arrester; 70% of its rated performance is to be used in the pressure drop calculationof the installation. Location and installation of devices General a) Devices are to be located at the vent outlets to atmosphere unless tested and approved for in-line installation. b) Devices for in-line installation may not be fitted at the outlets to atmosphere unless they have also been testedand approved for that position. Detonation flame arresters Where detonation flame arresters are installed as in-line devices venting to atmosphere, they are be located at a sufficientdistance from the open end of the pipeline so as to preclude the possibility of a stationary flame resting on thearrester. Access to the devices Means are to be provided to enable personnel to reach devices situated more than 2 m above deck to facilitatemaintenance, repair and inspection.

Edit Amendments to ISM AMENDMENTS TO THE INTERNATIONAL MANAGEMENT CODE FOR THE SAFE OPERATION OF SHIPS AND FOR POLLUTION PREVENTION (INTERNATIONAL SAFETY MANAGEMENT (ISM) CODE) 1 GENERAL Section 1.1 Definitions 1 In paragraph 1.1.10, the words .and includes. are replaced by the word .or.. Section 1.2 Objectives 2 The existing subparagraph .2 of paragraph 1.2.2 is replaced by the following: ..2 assess all identified risks to its ships, personnel and the environment and establish appropriate safeguards; and.. 5 MASTER.S RESPONSIBILITY AND AUTHORITY 3 The word .periodically. is added at the beginning of paragraph 5.1.5. 7 DEVELOPMENT OF PLANS FOR SHIPBOARD OPERATIONS 4 The existing section 7 is replaced by the following: .7 SHIPBOARD OPERATIONS The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment. The various tasks should be defined and assigned to qualified personnel.. 8 EMERGENCY PREPAREDNESS 5 The existing paragraph 8.1 is replaced by the following: .8.1 The Company should identify potential emergency shipboard situations, and establish procedures to respond to them..

FORUM DOCS
9 REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND HAZARDOUS OCCURRENCES 6 The existing paragraph 9.2 is replaced by the following: .9.2 The Company should establish procedures for the implementation of corrective action, including measures intended to prevent recurrence.. 10 MAINTENANCE OF THE SHIP AND EQUIPMENT 7 In paragraph 10.3, the words .establish procedures in its safety management system to. are deleted. 12 COMPANY VERIFICATION, REVIEW AND EVALUATION 8 Paragraph 12.1 is replaced by the following: .12.1 The Company should carry out internal safety audits on board and ashore at intervals not exceeding twelve months to verify whether safety and pollution-prevention activities comply with the safety management system. In exceptional circumstances, this interval may be exceeded by not more than three months.. 9 In paragraph 12.2, the words .efficiency of and, when needed, review. are replaced by the words .effectiveness of.. 13 CERTIFICATION AND PERIODICAL VERIFICATION 10 The following new paragraphs 13.12, 13.13 and 13.14 are added after the existing paragraph 13.11: .13.12 When the renewal verification is completed after the expiry date of the existing Safety Management Certificate, the new Safety Management Certificate should be valid from the date of completion of the renewal verification to a date not exceeding five years from the date of expiry of the existing Safety Management Certificate. 13.13 If a renewal verification has been completed and a new Safety Management Certificate cannot be issued or placed on board the ship before the expiry date of the existing certificate, the Administration or organization recognized by the Administration may endorse the existing certificate and such a certificate should be accepted as valid for a further period which should not exceed five months from the expiry date. 13.14 If a ship at the time when a Safety Management Certificate expires is not in a port in which it is to be verified, the Administration may extend the period of validity of the Safety Management Certificate but this extension should be granted only for the purpose of allowing the ship to complete its voyage to the port in which it is to be verified, and then only in cases where it appears proper and reasonable to do so. No Safety Management Certificate should be extended for a period of longer than three months, and the ship to which an extension is granted should not, on its arrival in the port in which it is to be verified, be entitled by virtue of such extension to leave that port without having a new Safety Management Certificate. When the renewal verification is completed, the new Safety Management Certificate should be valid to a date not exceeding five years from the expiry date of the existing Safety Management Certificate before the extension was granted.. 14 INTERIM CERTIFICATION 11 In paragraph 14.4.3, the word .internal. is inserted after the words .planned the.. Appendix Forms of the Document of Compliance, the Safety Management Certificate, the Interim Document of Compliance and the Interim Safety Management Certificate SAFETY MANAGEMENT CERTIFICATE 12 The following new form is added after existing form of .ENDORSEMENT FOR INTERMEDIATE VERIFICATION AND ADDITIONAL VERIFICATION (IF REQUIRED).:

FORUM DOCS
.Certificate No. ENDORSEMENT WHERE THE RENEWAL VERIFICATION HAS BEEN COMPLETED AND PART B 13.13 OF THE ISM CODE APPLIES The ship complies with the relevant provisions of part B of the ISM Code, and the Certificate should, in accordance with part B 13.13 of the ISM Code, be accepted as valid until ......... Signed ............................................... (Signature of authorized official) Place .................................................. Date ................................................... (Seal or stamp of the authority, as appropriate) ENDORSEMENT TO EXTEND THE VALIDITY OF THE CERTIFICATE UNTIL REACHING THE PORT OF VERIFICATION WHERE PART B 13.12 OF THE ISM CODE APPLIES OR FOR A PERIOD OF GRACE WHERE PART B 13.14 OF THE ISM CODE APPLIES This Certificate should, in accordance with part B 13.12 or part B 13.14 of the ISM Code, be accepted as valid until ....... Signed ............................................... (Signature of authorized official) Place .................................................. Date ................................................... (Seal or stamp of the authority, as appropriate). *** Catalytic Fines Catalytic Fines Origin: By-product from the catalytic cracking process in the refinery Catalyst consists of complex crystalline particles containing aluminium silicate Catalyst fines result from catalyst particles breaking into smaller particles Catalyst is expensive, i.e. refiners minimise loss but not 100% Effects * Severe wear of Liners * Severe wear of Rings * Wear out of Cyl-grooves * Scuffing of liner * Abrasive Wear of Spindle-Guide & cut-off shaft & nozzles * Scuffing of Fuel Pump spindle guide Specification Variable in size ranging from sub microic to about 30 microns even seen larger Frequently considered spherical but this is not necessarily the case Hard particles Hardness not directly related to relative hardness of Al or Si Can cause abrasive wear ISO 8217 specifies the catalyst fines by Al and Si

FORUM DOCS
ISO 8217 limit is 80 mg/kg Al+Si for marine residual fuels (Note: ISO 8217 limit is for bunker not at engine inlet) Reduction Gravitational settling Centrifuge (Note: Homogenisers will not reduce the amount of catalyst fines but might instead break them into even smaller particles) Overhaul and maintenance intervals must be kept according to manufacturers recommendation Temperature control very important The higher the temperature the better the separation efficiency. Both densityand viscosity of the oil decrease when the temperature rises, therebyincreasing the settling velocity (Stokes law) (If the separation temperature is lowered from 98C to90C the separator throughput has to be reduced by25-30% to maintain the same separation efficiency!!)

Edit Types of Gas Carriers Q. Types of ships as per Gas Carrier Code. A. Ships subjected to the IGC Code should be designed to one of the following standards. a.Type IG - This is a Gas Carrier intended to transport products indicated in chapter 19 which require maximum preventive measures to preclude the escape of such cargo. b. Type 2G - This is a gas carrier intended to transport products indicated in chapter 19 which require significant preventive measures to preclude the escape of such cargo. c. Type 2PG - This is a gas carrier of 150m in length or less intended to transport products indicated in chapter 19 which require significant preventive measures to preclude escape of such cargo, & where the products are carried in independent type C Tanks designed for a MARVS of at least 7 bar guage & a cargo containment system design temperature of - 55 deg. C or above. Note that a ship of this description but over 150 m length is to be considered a type 2G ship. d. Type 3G - This is a gas carrier intended to carry products indicated in chapter 19 which require moderate preventive measures to preclude the escape of such cargo. Thus a type 1G ship is a gas carrier intended for the transportation of products considered to present the greatest overall hazard & types 2G / 2PG & type 3G for products of progressively lesser hazards. accordingly a type 1G ship should survive the most severe standard of damage in it's cargo tanks should be located at the maximum prescribed distance inboard from the shell plating. If a ship is intended to carry more than 1 product listed in chapter 19, the standard of damage should correspond to that product having the most stringent type requirement. The requirements for the location of individual cargo tanks, however, are those for ships related to the respective products intended to be carried.

Edit Gas Carrier Damage Stability Damage Stability Requirements : Ships should be capable of surviving the damage as per the following standards

FORUM DOCS

A type 1G ship should be assumed to sustain damage anywhere in its length. A type 2G ship of more than 150 m in length should be assumed to sustain damage anywhere in its length. A type 2G ship of 150 m in length or less should be assumed to sustain damage anywhere in its length except involving either of the bulkheads bounding a m/cery space located aft. A type 2PG ship should be assumed to sustain damage anywhere in its length except involving transverse bulkheads spaced further apart than the longitudinal extent of damage as specified A type 3G ship less than 125 m in length should be assumed to sustain damage anywhere in its length except involving transverse bulkheads spaced further apart than the longitudinal extent of damage as specified. A type 3G ship less than 125 m in length should be assumed to sustain damage anywhere in its length except involving transverse bulkheads spaced further apart than the longitudinal extent of the damage as specified & except damage involving the machinery space when located aft . However the ability to survive the flooding of the machinery space should be considered by the Administration. In case of small type 2G / 2PG & 3G ships which do not comply in all respects with the requirements above special dispensations may only be considered by the Administration provided that alternative measures can be taken which maintain the same degree of safety. The nature of the alternative measures should be approved & clearly stated & be available to the port of Administration. Any such dispensation should be duly noted on the International Certificate of Fitness for the carriage of Liquefied gases in Bulk.

Survival Requirements In any stage of Flooding :

The water line taking into account the sinkage, heel & trim, should be below the lower edge of any opening through progressive flooding or downflooding may take place. Such openings should include air pipes & openings which are closed by means of a weather tight doors or hatchcovers & may exclude those openings closed by means of watertight manhole covers & water tight flush scuttles, small water tight cargo tank hatch covers which maintain the high integrity of the deck, remotely operated watertight sliding doors & side scuttles of the non-opening type. The maximum angle of heel due to unsymmetrical flooding should not exceed 30 deg. The residual stability during intermediate stages of flooding should be to the satisfaction of the administration. However , it should never be significantly less than that required as stated below At Final Equilibirium after Flooding :

The righting lever curve should have a minimum range of 20 deg beyond the position of equilibirium in association with the maximum residual righting lever of atleast 0.1m within the 20 deg range, the area under the curve within this range should not be less than 0.0175 m.rad. Unprotected openings should not be immersed within this range unless the space concerned is assumed to be flooded. Within this range the immersion of any of the openings as stated above & other openings capable of being closed weathertight may be permitted. The emergency source of power should be capable of operating. Edit Latest Co2 regulation Latest Co2 Regulation As per circular MSC 256 (84) referring to SOLAS Chapter II-2/10.4.1.5 By the first scheduled drydocking after 01/01/2010, fixed CO2 extiguishing systemsfor machinery spaces & cargo pump room on

FORUM DOCS
ships constructed before 01/07/2002 shall comply with the provisions of 2.2.2 of chapter 5 of the FSS Code ( two separate controls shall be provided) 2.2.2 of Chapter 5 of FSS Code Carbon dioxide systems shall comply with the following requirements : 1. two separate controls shall be provided for releasing carbon dioxide into a protected space & to ensure the activation of the alarm. One control shall be used for opening the v/v of the piping which conveys the gas into the protected space & a second control shall be used to discharge the gas from it's storage containers. 2. the two controls shall be located inside a release box clearly identified for the particular space. If tghe box containing the controls is to be locked, a key to the box shall be in break glass type enclosure conspicously located adjacent to the box.

Edit LRIT LRIT system The LRIT system consists of the shipborne LRIT information transmitting equipment, the Communication Service Provider(s), the Application Service Provider(s), the LRIT Data Centre(s), including any related Vessel Monitoring System(s), the LRIT Data Distribution Plan and the International LRIT Data Exchange. Certain aspects of the performance of the LRIT system are reviewed or audited by an LRIT Co-ordinator acting on behalf of all Contracting Governments. LRIT information is provided to Contracting Governments and Search and rescue services entitled to receive the information, upon request, through a system of National, Regional, Co operative and International LRIT Data Centres, using where necessary, the LRIT International Data Exchange. Each Administration should provide to the LRIT Data Centre it has selected, a list of the ships entitled to fly its flag, which are required to transmit LRIT information, together with other salient details and should update, without undue delay, such lists as and when changes occur. Ships should only transmit the LRIT information to the LRIT Data Centre selected by their Administration. The obligations of ships to transmit LRIT information and the rights and obligations of Contracting Governments and of Search and rescue services to receive LRIT information are established in regulation V/19-1 of the 1974 SOLAS Convention.

Edit MEB Series Advantages of MEB Engines The advantages of the ME-B range of engines are quite comprehensive, as seen below: Lower SFOC and better performance parameters thanks to variable electronically controlled timing of the fuel injection Appropriate fuel injection pressure and rate shaping at any load Improved emission characteristics, with smokeless operation Easy change of operating mode during operation Simplicity of mechanical system with wellproven simple fuel injection technology familiar to any crew Control system with more precise timing, giving better engine balance with equalized thermal load in and between cylinders

FORUM DOCS
System comprising performance, adequate monitoring and diagnostics of engine for longer time between overhauls Lower rpm possible for manoeuvring Integrated Alpha Cylinder Lubricators Upgradable to software development over the lifetime of the engine. It is a natural consequence of the above that many more features and operating modes are feasible with our fully integrated control system and,as such, will be retrofittable and eventually offered to owners of ME-B engines. Differences between MC-C and ME-B engines The electrohydraulic control mechanisms of the ME-B engine replace the following components of the conventional MC engine: Fuel pump actuating gear, including roller guides and reversing mechanism Conventional fuel pressure booster and VIT system Electronic governor with actuator Regulating shaft Mechanical cylinder lubricators. The Engine Control System of the ME-B engine comprises: Control units Hydraulic power supply unit Hydraulic cylinder units, including electronically controlled fuel injection Integrated electronic governor functions Tacho system Electronically controlled Alpha lubricators Electronic speed setting device on the Engine Side Console MAN B&W PMI system, type PT/S offline, cylinder pressure monitoring system The system can be further extended by optional systems, such as: Condition Monitoring System, CoCoSEDS online.

Differences between MC/MC-C and ME/ME-C engines The electrohydraulic control mechanisms of the ME engine replace the following components of the conventional MC engine: Chain drive for camshaft Camshaft with fuel cams, exhaust cams and indicator cams Fuel pump actuating gear, including roller guides and reversing mechanism Conventional fuel pressure booster and VIT system Exhaust valve actuating gear and roller guides Engine driven starting air distributor Electronic governor with actuator Regulating shaft Engine side control console Mechanical cylinder lubricators. The Engine Control System of the ME engine comprises: Control units Hydraulic power supply unit Hydraulic cylinder units, including: Electronically controlled fuel injection, and Electronically controlled exhaust valve activation Electronically controlled starting air valves

FORUM DOCS
Electronically controlled auxiliary blowers Integrated electronic governor functions Tacho system Electronically controlled Alpha lubricators Reversing of MEC Engine Reversing of the engine is performed electronically and controlled by the Engine Control System,by changing the timing of the fuel injection, the exhaust valve activation and the starting valves.

Edit Ballast Exchange Methods DIFFERENT TYPES OF BALLAST WATER EXCHANGE Before entering into the waters of any coastal state, ballast water exchange has to be done in mid-ocean or at least 200 nautical miles from ashore & at a location where the water depth is at least 200 mts. or more. There are 3 different methods of Ballast Water Exchange: 1. Sequential : In this method the ballast tanks are emptied until the ballast p/p's lose suction & then the tanks are further stripped by eductor systems. This is followed by taking fresh ballast into the tank. 2. Flow through method : In this method in water is pumped into the tank & allowed to overflow through the air vent or dedicated overflow vents. 3 times the volume of the tank is to be pumped through to get a 95 % efficiency of exchange. 3. Dilution Method : In this method the tank has two openings, water is pumped in from one opening & flows out through the other.

Edit PADDING IN CHEMICAL TANKER PADDING OF CHEMICAL TANKERS : For some cargoes the IBC Code requires vapour spaces within cargo tanks to have especially controlled atmospheres, principally when the cargo is either air reactive resulting in a hazardous situation, or has a low ignition temperature, or has a wide flammability range (To eastablish the correct atmosphere in a tank, either inerting is to be carried out for prevention of flammable mixtures of cargo vapour & air, or padding to prevent chamical reaction between oxygen & cargo) PADDING : Where a cargo reacts with oxygen it needs to be isolated from air. Padding is a means of acheiving this, as required by the IBC Code, by using a suitable dry gas or a layerof liquid with which the cargo will not mix. When Dry Gas is used, the cargo tank & associated piping systems should be fitted with the vapour, & the process should be completed before loading starts unless an alternative method is specified. When a liquid (usually water) is to be used it should be loaded into the cargo tank first, to the required depth, & the cargo should then be loaded through the cargo piping that terminates near the bottom of the tank. The initial loading rate should be slow enough to enable a stable horizontal interface to be developed between the padding liquid & the cargo. Once this has been acheived the loading rate can be increased. Padding is also used to maintain the quality of the cargo by protecting it from the air, & this process (often called blanketing) is usually performed after the cargo has been loaded, using nitrogen at low pressure & low flow rate. A safe practice is to introduce the nitrogen directly into the cargo tank ullage space oor into the ship's cargo line, preferably using the ship's equipment & gas supply. However, a shipper may specify that nitrogen of a known purity be used, supplied by the shore usually at a higher pressure, in which case the empty tank should be purged prior to loading to create a pad after loading is complete.

FORUM DOCS

Edit Electro static Hazard on a Tanker *** STATIC ELECTRICITY *** 3.1 PRINCIPLES OF ELECTROSTATICS 3.1.1 SUMMARY Static electricity presents fire and explosion hazards during the handling of petroleum andduring other tanker operations such as tank cleaning, dipping, ullaging and sampling.Certain operations can give rise to accumulations of electric charge which may bereleased suddenly in electrostatic discharges with sufficient energy to ignite flammablehydrocarbon gas/air mixtures. There is, of course, no risk of ignition unless a flammablemixture is present. There are three basic stages leading up to a potential static hazard: 1. Charge separation; 2. Charge accumulation; and 3. Electrostatic discharge. All three of these stages are necessary for an electrostatic ignition of a flammableatmosphere.Electrostatic discharges can occur as a result of accumulations of charge on: Liquid or solid non-conductors, for example, a static accumulator oil (such askerosene) pumped into a tank, or a polypropylene rope; and Electrically insulated liquid or solid conductors, for example mists, sprays or particulatesuspensions in air, or an un-bonded metal rod hanging on the end of a rope. The principles of electrostatic hazards and the precautions to be taken to manage therisks are fully described below. 3.1.2 CHARGE SEPARATION Whenever two dissimilar materials come into contact, electrostatic charge occurs at theinterface.The interface may be between two solids, between a solid and a liquid or between twoimmiscible liquids. At the interface, a charge of one sign (say positive) moves frommaterial A to material B so that materials A and B become respectively negatively andpositively charged.While the materials stay in contact and immobile relative to one another, the charges areextremely close together. The voltage difference between the charges of opposite sign isthen very small, and no hazard exists. However, when the materials move relative to oneanother, the charges can be separated and the voltage difference increased.The charges can be separated by many processes. For example: The flow of liquid petroleum through pipes. Flow through fine filters (less than 150 microns) which have the ability to charge fuelsto a very high level, as a result of all the fuel being brought into intimate contact withthe filter surface, where charge separation occurs. Contaminants, such as water droplets, rust or other particles, moving relative to oil as aresult of turbulence in the oil as it flows through pipes. The settling of a solid or an immiscible liquid through a liquid (e.g. water, rust or otherparticles through petroleum). This process may continue for up to 30 minutes after thetank contents have stopped moving. Gas bubbles rising up through a liquid (e.g. air, inert gas introduced into a tank by theblowing of cargo lines or vapour from the liquid itself released when pressure isdropped). This process may also continue for up to 30 minutes after the tank contentshave stopped moving. Turbulence and splashing in the early stages of loading oil into an empty tank. This isboth a problem in the liquid and in the mist that can form above the liquid. The ejection of particles or droplets from a nozzle (e.g. during steaming operations). The splashing or agitation of a liquid against a solid surface (e.g. water washingoperations or the initial stages of filling a tank with oil).

FORUM DOCS
The vigorous rubbing together and subsequent separation of certain syntheticpolymers (e.g. the sliding of a polypropylene rope through gloved hands).When the charges are separated, a large voltage difference can develop between them. A voltage distribution is also set up throughout the neighbouring space and this is knownas an electrostatic field. Examples of this are: The charge on a charged petroleum liquid in a tank produces an electrostatic fieldthroughout the tank, both in the liquid and in the ullage space; and The charge on a water mist formed by tank washing produces an electromagnetic fieldthroughout the tank.If an uncharged conductor is present in an electrostatic field, it has approximately thesame voltage as the region it occupies. Furthermore, the field causes a movement ofcharge within the conductor - a charge of one sign is attracted by the field to one end ofthe conductor and an equal charge of opposite sign is left at the opposite end. Chargesseparated in this way are known as induced charges and, as long as they are keptseparate by the presence of the field, they are capable of contributing to an electrostatic discharge. 3.1.3 CHARGE ACCUMULATION Charges that have been separated attempt to recombine and to neutralise each other.This process is known as charge relaxation. If one, or both, of the separated materialscarrying charge is a very poor electrical conductor, recombination is impeded and thematerial retains or accumulates the charge upon it. The period of time for which thecharge is retained is characterised by the relaxation time of the material, which is relatedto its conductivity; the lower the conductivity, the greater is the relaxation time.If a material has a comparatively high conductivity, the recombination of charges is veryrapid and can counteract the separation process, and consequently little or no staticelectricity accumulates on the material. Such a highly conductive material can only retainor accumulate charge if it is insulated by means of a poor conductor, and the rate of lossof charge is then dependent upon the relaxation time of this lesser conducting material.The important factors governing relaxation are therefore the electrical conductivities of theseparated materials and of any additional materials that may be interposed between themafter their separation.Refined clean products tend to have very low conductivity, such that the relaxation time isabout half a minute. 3.3.1.4 ELECTROSTATIC DISCHARGE Electrostatic discharge occurs when the electrostatic field becomes too strong and theelectrical resistance of an insulating material suddenly breaks down. When breakdownoccurs, the gradual flow and charge recombination associated with relaxation is replacedby sudden flow recombination that generates intense local heating (e.g. a spark) that canbe a source of ignition if it occurs in a flammable atmosphere. Although all insulatingmedia can be affected by breakdowns and electrostatic discharges, the main concern fortanker operations is the prevention of discharges in air or vapour so as to avoid sources ofignition.Electrostatic fields in tanks or compartments are not uniform because of tank shape andthe presence of conductive internal protrusions, such as probes and structure. The fieldstrength is enhanced around these protrusions and, consequently, that is wheredischarges generally occur. A discharge may occur between a protrusion and an insulatedconductor or solely between a conductive protrusion and the space in its vicinity, withoutreaching another object. 3.1.4.1 Types of Discharge Electrostatic discharge can take the form of a Corona, a Brush Discharge or a Spark,as described below:Corona is a diffuse discharge from a single sharp conductor (less than 5 mm in diameter)that slowly releases some of the available energy. Generally, corona on its own isincapable of igniting a gas like propane or vapour like gasoline.Brush Discharge is a diffuse discharge from a single blunt conductor that is more rapidthan corona and releases more energy. It is possible for a brush discharge to ignite gasesand vapours. Examples of a brush discharge are: Between a conductive sampling apparatus lowered into a tank and the surface of acharged petroleum liquid.

FORUM DOCS
Between a conductive protrusion (e.g. fixed tank cleaning machine) or structuralmember and a charged petroleum liquid being loaded at a high rate.Spark is an almost instantaneous discharge between two conductors where almost all ofthe energy in the electrostatic field is converted into heat available to ignite a flammableatmosphere. Examples of sparks are: Between an unearthed conductive object floating on the surface of a charged liquidand the adjacent tank structure. Between unearthed conductive equipment suspended in a tank and the adjacent tankstructure. Between conductive tools or materials left behind after maintenance when insulated bya rag or piece of lagging.Sparks can be incendive if various requirements are met. These include: A discharge gap short enough to allow the discharge to take place with the voltagedifference present, but not so short that any resulting flame is quenched. Sufficient electrical energy to supply the minimum amount of energy to initiatecombustion. 3.1.4.2 Conductivity Materials and liquid products that are handled by tankers and terminals are classified asbeing conductive, non-conductive or semi-conductive. (In most electrostatics standardsthe term dissipative is now preferred to semi-conductive).Conductive MaterialsIn the case of solids these are the metals and, in the case of liquids, the whole range ofaqueous solutions, including seawater. The human body, consisting of about 60% water,is effectively a liquid conductor. Many alcohols are conductive liquids.The important property of conductors is that they are incapable of holding a charge unlessinsulated, but also, that if they are insulated, charged and an opportunity for an electricaldischarge occurs, all the charge available is almost instantaneously released into thedischarge.Non-conductive Materials (or Non Conductors)These materials have such low conductivities that once they have received a charge theyretain it for a very long period. Non-conductors can prevent the loss of charge fromconductors by acting as insulators. Charged non-conductors are also of concern becausethey can generate incendive brush discharges to nearby earthed conductors and becausethey can transfer charge to, or induce charge on, neighbouring insulated conductors thatmay then give rise to sparks.Liquids are considered to be non-conductors when they have conductivities lessthan 50 picoSiemens/metre (pS/m). Such liquids are often referred to as StaticAccumulators.Petroleum products, such as clean oils (distillates), frequently fall into this category with aconductivity typically below 10 pS/m. Chemical solvents and highly refined fuels can haveconductivities of less than 1 pS/m. The solid non-conductors include plastics, such aspolypropylene, PVC, nylon and many types of rubber. They can become more conductiveif their surfaces are contaminated with dirt or moisture. (Precautions to be taken whenloading static accumulator oils are addressed in Section 11.1.7).Semi-conductive Materials (or Dissipative Materials or Intermediate Conductors)These materials are a range of liquids and solids with conductivities between those of thefirst two groups. The liquids have conductivities exceeding 50 pS/m and, along withconductive liquids, are often known as static non-accumulators. Examples of semiconductive liquids are black oils (containing residual materials) and crude oils, whichtypically have conductivities in the range of 10,000 -100,000 pS/m. The solids in thisintermediate category include such materials as wood, cork, sisal and naturally occurringorganic substances generally. They owe their conductivity to their ready absorption ofwater and they become more conductive as their surfaces are contaminated by moistureand dirt. However, when new or thoroughly cleaned and dried, their conductivities can besufficiently low to bring them into the non-conductive range.If materials in the intermediate conductivity group are not insulated from earth, theirconductivities are high enough to prevent accumulation of an electrostatic charge.However, their conductivities are normally low enough to inhibit production of energeticsparks.For materials with intermediate conductivities the risk of electrostatic discharge is small,particularly if current practices in this guideline are adhered to, and the chance of theirbeing incendive is even smaller. However, caution should still be exercised when dealingwith intermediate conductors because their conductivities are dependent upon manyfactors and their actual conductivity is not known. 3.1.5 ELECTROSTATIC PROPERTIES OF GASES AND MISTS

FORUM DOCS
Under normal conditions, gases are highly insulating and this has important implicationswith respect to mists and particulate suspensions in air and other gases. Charged mistsare formed during the ejection of liquid from a nozzle, for example: Petroleum products entering an empty tank at too great a velocity. Wet steam condensing. Water from tank washing machines . Crude oil during crude oil washing. Although the liquid, for example, water, may have a very high conductivity, the relaxationof the charge on the droplets is hindered by the insulating properties of the surroundinggas. Fine particles present in inert flue gas or created during discharge of pressurisedliquid carbon dioxide are frequently charged. The gradual charge relaxation, which doesoccur, is the result of the settling of the particles or droplets and, if the field strength ishigh, of corona discharge at sharp protrusions. 3.2 GENERAL PRECAUTIONS AGAINST ELECTROSTATIC HAZARDS 3.2.1 OVERVIEW Measures that must be taken to prevent electrostatic hazards whenever a flammableatmosphere could potentially be present are: The bonding of metal objects to the metal structure of the ship to eliminate the risk ofspark discharges between metal objects that might be electrically insulated. Thisincludes metallic components of any equipment used for dipping, ullaging andsampling. The removal from tanks or other hazardous areas, of any loose conductive objects thatcannot be bonded. Restricting the linear velocity of the cargo to a maximum of 1 metre per second at theindividual tank inlets during the initial stages of loading i.e. until after the bottomstructure is covered, all splashing and surface turbulence has ceased, and any waterthat may have been present is cleared from the lines. Banning the use of all metallic equipment and all non-metallic containers of more than1 litre capacity for dipping, ullaging and sampling during loading and for 30 minutesafter completion of loading. After the 30 minute waiting period, metallic equipment maybe used for dipping, ullaging and sampling but it must be effectively bonded andsecurely earthed to the structure of the ship before it is introduced into the tank andmust remain earthed until after removal. Non-metallic containers of less than 1 litre capacity may be used for sampling in tanksprovided that they have no conducting components and they are not rubbed prior tosampling. Cleaning with a high conductivity proprietary cleaner, a solvent such as 70:30%IPA:toluene mix, or soapy water is recommended to reduce charge generation.Operations carried out through a correctly designed and installed sounding pipe arepermissible at any time. It is not possible for any significant charge to accumulate on thesurface of the liquid within the sounding pipe and therefore no waiting time is required.However, the precautions to be observed against introducing charged objects into a tankstill apply and, if metallic equipment is used, it should be bonded before being insertedinto the sounding pipe. 3.2.2 BONDING The most important countermeasure that must be taken to prevent an electrostatic hazardis to bond all metal objects together to eliminate the risk of discharges between objectsthat might be charged and electrically insulated. To avoid discharges from conductors toearth, it is normal practice to include bonding to earth (earthing or grounding). On ships,bonding to earth is effectively accomplished by connecting metallic objects to the metalstructure of the ship, which is naturally earthed through the sea. Some examples of objects which might be electrically insulated in hazardous situationsand which must therefore be bonded are: Ship/shore hose couplings and flanges, except for the insulating flange or single lengthof nonconducting hose required to provide electrical isolation between the ship andshore. Portable tank cleaning machines Conducting manual ullaging and sampling equipment.

FORUM DOCS
The float of a permanently fitted ullaging device if its design does not provide anearthing path through the metal tape.The best method of ensuring bonding and earthing will usually be a metallic connectionbetween the conductors. Alternative means of bonding are available and have provedeffective in some applications, for example: semi-conductive (dissipative) pipes and Orings, rather than embedded metallic layers for GRP pipes and their metal couplings.Any earthing or bonding links used as a safeguard against the hazards of static electricityassociated with portable equipment, must be established whenever the equipment is setup and not disconnected until after the equipment is no longer in use. 3.2.3 AVOIDING LOOSE CONDUCTIVE OBJECTS Certain objects may be insulated during tanker operations, for example: A metal object such as a can floating in a static accumulating liquid. A loose metal object while it is falling in a tank during washing operations. A metallic tool lying on a piece of old lagging left behind after maintenance Every effort should be made to ensure that such objects are removed from the tank, sincethere is evidently no possibility of deliberately bonding them. This necessitates carefulinspection of tanks, particularly after shipyard repairs. 3.3 OTHER SOURCES OF ELECTROSTATIC HAZARDS 3.3.1 FILTERS Three classifications of filters may be used in tanker operations, as follows:Coarse (>150 microns). These do not generate a significant amount of charge, andrequire no additional precautions provided that they are kept clean.Fine (<150microns >30 microns). These can generate a significant amount of charge andtherefore require sufficient time for the charge to relax before the liquid reaches the tank.It is essential that the liquid spends a minimum of 30 seconds (residence time) in thepiping downstream of the filter. Flow velocity should be controlled to ensure that thisresidence time requirement is met.Microfine (< 30 microns). To allow sufficient time for the charge to relax, the residencetime after microfine filters must be a minimum of 100 seconds before the product entersthe tank. Flow velocity should be adjusted accordingly. 3.3.2 FIXED EQUIPMENT IN CARGO TANKS A metal probe, remote from any other tank structure but near a highly charged liquidsurface, will have a strong electrostatic field at the probe tip. Protrusions of this type maybe associated with equipment mounted from the top of a tank, such as fixed washingmachines or high level alarms. During the loading of static accumulator oils, this strongelectrostatic field may cause electrostatic discharges to the approaching liquid surface.Metal probes of the type described above can be avoided by installing the equipmentadjacent to a wall or other tank structure to reduce the electrostatic field at the probe tip.Alternatively, a support can be added running from the lower end of the probe downwardto the tank structure below, so that the rising liquid meets the support at earth potentialrather than the insulated tip of a probe. Another possible solution in some cases is toconstruct the probe-like device entirely of a nonconductive material. These measures arenot necessary if the vessel is limited to crude or black oil service or if the tanks areinerted. 3.3.3 FREE FALL IN TANKS Loading or ballasting from the top (overall) delivers charged liquid to a tank in such amanner that it can break up into small droplets and splash into the tank. This may producea charged mist as well as an increase in the petroleum gas concentration in the tank. 3.3.4 WATER MISTS The spraying of water into tanks, for instance during water washing, gives rise to electrostaticallycharged mist. This mist is uniformly spread throughout the tank being washed.The electrostatic levels vary widely from tank to tank, both in magnitude and in sign.When washing is started in a dirty tank, the charge in the mist is initially negative, reachesa maximum negative value, then goes back through zero and finally rises towards apositive equilibrium value. It has been found that, among the many variables affecting thelevel

FORUM DOCS
and polarity of charging, the characteristics of the wash water and the degree ofcleanliness of the tank have the most significant influence. The electrostatic chargingcharacteristics of the water are altered by recirculation or by the addition of tank cleaningchemicals, either of which may cause very high electrostatic potentials in the mist.Potentials are higher in large tanks than in small ones. The size and number of washingmachines in a tank affect the rate of change of charge but they have little effect on thefinal equilibrium value.The charged mist droplets created in the tank during washing give rise to an electrostaticfield, which is characterised by a distribution of potential (voltage) throughout the tankspace. The walls and structure are at earth (zero) potential and the space potentialincreases with distance from these surfaces and is highest at points furthest from them.The field strength, or voltage gradient, in the space is greatest near the tank walls andstructure, more especially where there are protrusions into the tank. If the field strength ishigh enough, electric breakdown occurs into the space, giving rise to a corona. Becauseprotrusions cause concentrations of field strength, a corona occurs preferentially fromsuch points. A corona injects a charge of the opposite sign into the mist and is believed tobe one of the main processes limiting the amount of charge in the mist to an equilibriumvalue. The corona discharges produced during tank washing are not strong enough toignite the hydrocarbon gas/air mixtures that may be present.Under certain circumstances, discharges with sufficient energy to ignite hydrocarbongas/air mixtures can occur from unearthed conducting objects already within, orintroduced into, a tank filled with charged mist. Examples of such unearthed conductorsare a metal sounding rod suspended on a rope or a piece of metal falling through the tankspace.An unearthed conductor within a tank can acquire a high potential, primarily by induction,when it comes near an earthed object or structure, particularly if the latter is in the form ofa protrusion. The unearthed conductor may then discharge to earth giving rise to a sparkcapable of igniting a flammable hydrocarbon gas/air mixture.The processes by which unearthed conductors give rise to ignitions in a mist are fairlycomplex, and a number of conditions must be satisfied simultaneously before an ignitioncan occur.These conditions include the size of the object, its trajectory, the electrostatic level in thetank and the geometrical configuration where the discharge takes place.As well as solid unearthed conducting objects, an isolated slug of water produced by thewashing process may similarly act as a spark promoter and cause an ignition.Experiments have shown that high capacity, single nozzle, fixed washing machines canproduce water slugs, which, owing to their size, trajectory and duration before breakingup, may satisfy the criteria for producing incendive discharges. However, there is noevidence of water slugs capable of producing incendive discharges being produced byportable types of washing machine. This can be explained by the fact that if the jet isinitially fine, the length of slugs that are produced are relatively small so that they have asmall capacitance and do not to readily produce incendive discharges.Following extensive experimental investigations and using the results of long-termexperience, the tanker industry has drawn up the tank washing guidelines set out inSection 11.3. These guidelines are aimed at preventing excessive charge generation inmists and at controlling the introduction of unearthed conducting objects when there ischarged mist in the tank.Charged mists very similar to those produced during tank washing occur from time to timein partly ballasted holds of OBOs. Due to the design of these ships, there may be violentmist-generating impacts of the ballast against the sides of the hold when the ship rolls ineven a moderate sea. The impacts also give rise to free flying slugs of water in the tank,so that if the atmosphere of the tank is flammable all the elements for an ignition arepresent. The most effective counter-measure is to have tanks either empty or fullypressed up so that the violent wave motion in the tank cannot take place. 3.3.5 INERT GAS Small particulate matter carried in inert gas can be electrostatically charged. The chargeseparation originates in the combustion process and the charged particles are capable ofbeing carried through the scrubber, fan and distribution pipes into the cargo tanks. Theelectrostatic charge carried by the inert gas is usually small, but levels of charge havebeen observed well above those encountered with the water mists formed duringwashing. Because the tanks are normally in an inert condition, the possibility of anelectrostatic ignition has to be considered only if it is necessary to inert a tank whichalready contains a flammable atmosphere or if a tank already inerted is likely to becomeflammable because the oxygen content rises as a result of ingress of air.

FORUM DOCS
3.3.6 DISCHARGE OF CARBON DIOXIDE During the discharge of pressurised liquid carbon dioxide, the rapid cooling which takesplace can result in the formation of particles of solid carbon dioxide which becomecharged on impact and contact with the nozzle. The charge can be significant with thepotential for incendive sparks. Liquefied carbon dioxide should not be used for inerting orinjected for any other reason into cargo tanks or pump rooms that may contain flammablegas mixtures. 3.3.7 CLOTHING AND FOOTWEAR People who are highly insulated from earth by their footwear or the surface on which theyare standing can become electrostatically charged. This charge can arise from physicalseparation of insulating materials caused, for instance, by walking on a very dry insulatingsurface (separation between the soles of the shoes and the surface) or by removing agarment.Experience over a very long period indicates that electrostatic discharges caused byclothing and footwear do not present a significant hazard in the oil industry. This isespecially true in a marine environment where surfaces rapidly become contaminated bydeposits of salt and moisture that reduce electrical resistances, particularly at highhumidity. 3.3.8 SYNTHETIC MATERIALS An increasing number of items manufactured from synthetic materials are being offeredfor use on board ships. It is important that those responsible for their provision to tankersshould be satisfied that, if they are to be used in flammable atmospheres, they will notintroduce electrostatic hazards.

Edit Pump room Safeties & Entry Procedure PUMPROOM ENTRY PRECAUTIONS : a. VENTILATION Because of the potential for the presence of hydrocarbon gas in the pumproom, SOLAS requires the use of mechanical ventilation to maintain the atmosphere in a safe condition.SOLAS requires that ships built on or after 1st July 2002 be provided with continuousmonitoring of the pump rooms atmosphere and an audible and visual alarm system whichwill activate when the hydrocarbon gas concentration in the pumproom exceeds a pre-setlevel, which should not be more than 10% LFL.Throughout cargo handling operations, the pumproom ventilation system must be incontinuous operation and the gas detection system, if fitted, should be functioningcorrectly.Ventilation should be continuous until access is no longer required, or cargo operationshave been completed. b. PUMPROOM ENTRY PROCEDURES Before anyone enters a pumproom, it should be thoroughly ventilated, the oxygen contentof the atmosphere should be verified and the atmosphere checked for the presence ofhydrocarbons and any toxic gas associated with the cargo being handled.Formal procedures should be in place to control pumproom entry. The procedure usedshould be based on a risk assessment, should ensure that risk mitigation measures arefollowed, and that entries into the space are recorded.Where a fixed gas detection system is fitted which is correctly calibrated and providesactual gas readings as a percentage LFL (%LFL) at representative locations within thepumproom, it can be used to provide information for safe entry into the space.A communications system should provide links between the pumproom, navigationbridge, engine room and cargo control room. In addition, audible and visual repeaters foressential alarm systems, such as the general alarm and the fixed extinguishing systemalarm, should be provided within the pumproom.Arrangements should be established to enable effective communication to be maintainedat all times between personnel within the pumproom and those outside. Regularcommunication checks should be made at pre-agreed intervals and failure to respondshould be cause to raise the alarm.VHF/UHF communication should not be used as a primary communication method whereit is known that reception may not be reliable or practicable due to noise. Wherecommunication by VHF/UHF is difficult, it is recommended that a stand-by person ispositioned on the pump room top and that a visual and remote

FORUM DOCS
communication procedureis put in placeThe frequency of pumproom entry for routine inspection purposes during cargo operationsshould be reviewed with a view to minimising personnel exposure.Notices should be displayed at the pumproom entrance prohibiting entry without formal permission. *** PUMPROOM OPERATIONAL PRECAUTIONS *** a. GENERAL PRECAUTIONS Before starting any cargo operation: An inspection should be made to ensure that strainer covers, inspection plates anddrain plugs are in position and secure. Drain valves in the pumproom cargo system, especially those on cargo oil pumps,should be firmly shut. Any bulkhead glands should be checked and adjusted or lubricated, as necessary, toensure an efficient gas-tight seal between the pumproom and the machinery space.During all cargo operations, including loading: The pumproom should be inspected at regular intervals to check for leakages fromglands, drain plugs and drain valves, especially those fitted to the cargo oil pumps. If the pumps are in use, pump glands, bearings and the bulkhead glands (if fitted)should be checked for overheating. In the event of leakage or overheating, the pumpshould be stopped. No attempt should be made to adjust the pump glands on rotating shafts while thepump is in service. b. CARGO AND BALLAST LINE DRAINING PROCEDURES On some existing tankers, no provision is made for effective line draining and, in order tomeet the demands of certain product trades, final line contents are drained to thepumproom bilge. This is an unsafe practice and it is recommended that cargo proceduresare reviewed with the aim of preventing a volatile product being drained to the bilge.It is strongly recommended that consideration is given to the provision of acomprehensive stripping arrangement to enable all lines and pumps to be effectivelydrained to a cargo tank, slop tank or dedicated reception tank, for subsequent dischargeashore.Where ballast lines have to be drained to the pumproom bilge on completion ofdeballasting, care must be taken to ensure that such drainings do not contain petroleum. c. ROUTINE MAINTENANCE AND HOUSEKEEPING ISSUES It is important that the integrity of pipelines and pumps is maintained and any leaks aredetected and rectified in a timely fashion.Pumproom bilges should be kept clean and dry. Particular care should be taken toprevent the escape of hydrocarbon liquids or vapour into the pumproom.Pipelines should be visually examined and subjected to routine pressure tests to verifytheir condition. Other means of nondestructive testing or examination, such as ultra-sonicwall thickness measurement, may be considered appropriate, but should always besupplemented by visual examination.Procedures should be established to verify that mud boxes and filters are properly sealedafter they have been opened up for routine cleaning or examination.Valve glands and drain cocks should be regularly inspected to ensure that they do notleak.Bulkhead penetrations should be routinely checked to ensure their effectiveness.Critical bolts on the cargo pumps and associated fittings, such as pedestal fixing bolts,pump casing bolts and bolts securing shaft guards, should be secure. In addition,requirements for their examination should be included in routine maintenance procedures.The Pumproom rescue harness and rope should be checked regularly to ensure it is fit foruse and rigged for immediate operation.Emergency escape routes should be regularly checked to ensure that they are properlymarked and clear of obstructions. Where an escape trunk is fitted, doors should bechecked for ease of operation, door seals should be effective, and lighting within the trunkshould be operational. d. MAINTENANCE OF ELECTRICAL EQUIPMENT IN THE PUMPROOM The integrity of the protection afforded by the design of explosion proof or intrinsically safeelectrical equipment may be compromised by incorrect maintenance procedures. Eventhe simplest of repair and

FORUM DOCS
maintenance operations must be carried out in strict compliancewith the manufacturers instructions in order to ensure that such equipment remains in asafe condition.Maintenance of explosion proof and intrinsically safe equipment should only be carried outby personnel qualified to undertake such work. This is particularly relevant in the case ofexplosion proof lights, where incorrect closure after simply changing a light bulb couldcompromise the integrity of the light.In order to assist with routine servicing and repair, ships should be provided with detailedmaintenance instructions for the specific systems and arrangements as fitted on board. e. INSPECTION AND MAINTENANCE OF PUMPROOM VENTILATION FANS Pumproom ventilation fans are required to operate by drawing air out of the space. As aconsequence, should gas be present in the pumproom the vapours will be drawn throughthe blades of the fan impeller and could be ignited if the blades contact the casing or if thefan bearings or seals over-heat.Pumproom extractor fans, including impellers, shafts and gas seals, should be inspectedon a regular basis.The condition of the fan trunking should be inspected and the proper operation ofchangeover flaps and fire dampers confirmed.Routine vibration monitoring and analysis should be considered as a means for providingearly detection of component wear. f. TESTING OF ALARMS AND TRIPS Pump alarms and trips, level alarms, etc., where fitted, should be tested regularly toensure that they are functioning correctly, and the results of these tests should berecorded.These tests should be as thorough as possible and should not be limited to anelectrical/function test that does not verify the full and complete operability of the system. g. MISCELLANEOUS There are a number of other ways to enhance the safety of pumprooms, some of whichare mandatory for certain ships: A fixed gas detection system capable of continuously monitoring for the presence ofhydrocarbon gas. Where such equipment is fitted, procedures should be developed toensure it is regularly inspected and calibrated. Procedures should also be developedwith regard to the action to be taken in the event of an alarm occurring, especially forvacating the space and stopping the cargo pumps. Whenever practicable, gasdetection should monitor a number of levels within the pumproom, not just the lowerarea. A fixed sampling arrangement to enable the oxygen content within the pumproom to bemonitored from the deck by portable meter prior to pumproom entry. Where such anarrangement is fitted it should ensure that remote parts of the pumproom can bemonitored. Temperature monitoring devices fitted to the main cargo pumps in order to provideremote indication of the temperature of pump casings, bearings and bulkhead seals.Where such equipment is fitted, procedures should be developed with regard to theaction to be taken in the event of an alarm occurring. A high level alarm in pumproom bilges which activates audible and visual alarms in thecargo control room, engine room and the navigating bridge. Manually activated trips for the main cargo pumps provided at the lower pumproomlevel and at the top (maindeck) level. Spray arrestors around the glands of all rotary cargo pumps in order to reduce theformation of mists in the event of minor leakage from the gland. Examining the feasibility of fitting a double seal arrangement to contain any leakagefrom the primary seal and to activate a remote alarm to indicate that leakage hasoccurred. However, the impact of any retrofit on the integrity of the pump will need tobe clearly assessed in conjunction with the pump manufacturers. Particular attention to be given to the adequacy of fire protection in the immediatevicinity of the cargo pumps.

FORUM DOCS
Because of the problems associated with flashback re-ignition after the use of theprimary fire-fighting medium, consideration to be given to the need to provide a backupsystem, such as high expansion foam or water drenching, to supplement theexisting system. On ships fitted with an inert gas system, the provision of an emergency facility forinerting the pumproom could be an option, although careful attention must be paid tothe safety and integrity of the arrangement. The provision of Emergency Escape Breathing Devices (EEBDs) located within thepumproom and sited to be readily accessible. Clad Steel CLAD STEEL : Clad steel is a composite product consisting of sthin layer of stainless steeel in the form of a veneer integrally bonded to one or both sides of the substrateThere are a number of methods of manufacturing clad steel plate a. Hot roll bonding b. Cold roll bonding c. Explosive bonding d. centrifugal casting e. brazing & f. welding overlay With hot/cold roll binding & explosive bonding the bond is acheived by forcing clean oxide-free metal surfaces into intimate contact which causes a sharing of electrons between the metals. Gaseous impurities diffuse into the metals, & non - diffusable impurities consolidate by spheroidization. These non melting techniques involve some form of deformation to break up surface oxides, to create metal to metal contact & to heat in order to accelerate diffusion. They differ in the amount of deformation & heat used to form the bond & in the method of bringing the metals into intimate contact. Hot roll bonding :It is also called 'Roll welding' & is the majour prod. method for stainless steel clad plates. It is also known as 'HEAT & PRESSURE PROCESS' b'coz the principle involves preparing the carefully cleaned cladding components in the form of a pack or sandwich, heating into the plastic range & bringing the stainless & backing material into intimate contact, either by pressing or by rolling. A product so formed is integrally bonded at the interface. The clad surface is in all respects (corrosion resistance, physical properties & mechanical properties) the equal of the parent stainless steel. It can be polished & worked in the same manner as a solid stainless steel. The rolling sequence is normally followed by heat treatment, which is usually required to restore the cladding to the solution-annealed condition & to bring the backing material into the correct heat treatment condition. Cold Roll Bonding : The cold roll bonding process involves 3 basic steps : 1. The mating surfaces are cleaned by chemical &/or mechanical means to remove dirt, lubricants, surface oxides & any other contaminants. 2. The materials are joined in a bonding mill by rolling them together with a thickness reduction that ranges from 50 to 80 % in a single pass. Immediately afterwards, the materials have an incipient, or green, bond created by the massive cold reduction. 3. The materials then undergo sintering, a heat tratment during which the bond at the interface is completed. Diffusion occurs at the atomic level along the interface & results in a metallurgical bond that is due to a sharing of atoms between the materials. The resulting bond can exceed the strength of either of the parent metal. Upon completion of the 3 step method the resultant clad steel can be treated in in the same way as any other conventional monolithic metal. Clad steels prepared by this method show substantially the same micro structures as those that have been bonded by th ehot roll binding process.

FORUM DOCS
Because of high power requirement in the initial reduction, the cold bonding process is not practical for producing clad steel plates of any appreciable size. Explosive Bonding :This method uses the very short duration high energy impulse of an explosion to drive two surfaces of metal together, simultaneously cleaning away surface oxide films & creating a metallic bond. The two surfaces do not collide instantaneously but rather progressively rather progressively over the interface area. The pressure generated at the resulting collision front is extreme & causes plastic deformation of the surface layers. In this way, the surface layers & any contaminating oxides present are removed in the form of a jet projected ahead of the collision front. This leaves perfectly clean surfaces under pressure to form the bond. 2 basic geometric configuration of the explosive bonding process are commonly used; angle bonding & parallel plate bonding.Angle bonding is normally used for bonding sheet components & tubes , where the required bond width does not exceed 20 times the flyer plate thickness . The more commonly used parallel-plate geometry is applicable for welding larger flat areas, plate & cocentric cylinders. The energy of bonding typically creates sufficient deformation that flattening or straightening is required prior to further processing. Flattening is performed with equipment of the same design used in plate & sheet manufacture. Centrifugal Casting :An entirely different approach to clad seamless pipe production uses horizontalcentrifugal casting technology. First, well-refined molten steel is poured into a rotating metal mold with flux. After casting, the temperature of the outer shell is monitored. At a sutable temperature after solidification the molten stainless steel is introduced. The selection of the flux, the temperature of the outer shell when the molten stainless steel is introduced & the pouring temperature of the stainless steel are the most important factors in acheiving a sound metallurgical bond. By controlling these various parameters it is possible to acheive minimum mixing at the interface & maintain homogenous cladding thickness & wall thickness. Centrifugal casting is followed by heat treatment to solution anneal the cladding & quench & temper the outer pipe to acheive the required mechanical properties. Finally, the pipe is machined externally & internally to remove the shallow interdendritic porosity in the bore & acheive the required dimensions & surface finish. Brazing :In furnace Brazing, the stainless steel cladding & the backing material, in their respective final gages, are assembled as a multilayer sandwich, with a brazing alloy placed between each pair of surfaces to be bonded. The sanwich is heated under continous vaccum to a temperature at which the brazing alloy liquifies & forms an intermediate alloying zone at the interface of the stainless & backing material. A wide range of brazing filler metals can be used to join stainless steels to carbon or low alloy steels, most commonly used are silver based alloys. Weld Overlays :Weld overlays refers to the deposition of a filler metal on a base metal (substrate) to impartsome desired property to the surface that is not intrinsic to the underlying base metal.Weld Cladding :- The term weld cladding refers to the application of a relatively thick layer (greater than 3mm) of weld metal for the purpose of providing a corrosion resistant surface. Weld cladding is usually performed using submerged arc welding. However, flux-coated arc welding, plasma arc welding, & electroslag welding can also produce weld claddings. Harmonised Survey System Harmonized system of ship survey and certification enters into force

A harmonized system of survey and certification covering international shipping regulations adopted by the International Maritime Organization enters into force on 3 February 2000.

FORUM DOCS
The system covers survey and certification requirements of the International Convention for the Safety of Life at Sea (SOLAS), 1974, the International Convention on Load Lines, (LL) 1966 and the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78), as well as the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code), Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code) and Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code). All these instruments require the issuing of certificates to show that requirements have been met and this has to be done by means of a survey which can involve the ship being out of service for several days. The harmonized system will alleviate the problems caused by survey dates and intervals between surveys which do not coincide, so that a ship should no longer have to go into port or repair yard for a survey required by one convention shortly after doing the same thing in connection with another instrument. Harmonized system adopted in 1988 The international requirements introducing the harmonized system of survey and certification for the SOLAS and Load Lines Conventions were adopted by IMO at an International Conference on the Harmonized System of Survey and Certification held in 1988 - which itself had its origins in the 1978 Conference on Tanker Safety and Pollution Prevention which recognized the difficulties caused by the survey and certification requirements of SOLAS, the Load Lines Convention and MARPOL 73/78. The 1978 Conference called upon IMO to develop a harmonized system which would enable the surveys to be carried out at the same time. The 1988 HSSC Conference adopted Protocols to the SOLAS and Load Lines Conventions to introduce the harmonized system. Both Protocols required explicit acceptance by a specified number of States - 15 States with a combined merchant shipping fleet of not less than 50 percent of world merchant shipping tonnage - for the system to enter into force. The conditions for entry into force of the 1988 SOLAS and Load Lines Protocols were met on 2 February 1999, when Bahamas deposited instruments of accession to both instruments with IMO. Malta also recently acceded to the 1988 Protocols. The 1988 Load Lines Protocol has 36 States Parties with 58.58 percent of world merchant shipping tonnage. The 1988 SOLAS Protocol has 36 States Parties with 58.10 percent of world merchant shipping tonnage. In terms of MARPOL 73/78, the Convention allowed for amendments to the certification and survey requirements to be accepted by a procedure known as "tacit acceptance", meaning amendments enter into force on a specified date unless sufficient objections are received. As a result, MARPOL 73/78 was amended on 16 March 1990 to introduce the harmonized system of survey and certification, with the proviso that the amendments enter into force at the same time as the entry into force date of the 1988 SOLAS Protocol and the 1988 Load Lines Protocol. The harmonized system In practice, many Administrations and classification societies already operate a form of harmonized survey and certification. Moreover, a resolution adopted by the IMO Assembly in 1991, and amended in 1993 (Resolution A.718(17), as modified by resolution A.745(18)), allowed for Governments which had ratified the 1988 SOLAS and Load Lines Protocols to implement the harmonized system ahead of the entry into force date of the protocols. The harmonized system provides for:

a one-year standard interval between surveys, based on initial, annual, intermediate, periodical and renewal surveys as appropriate; a scheme for providing the necessary flexibility for the execution of each survey with the provision that the renewal survey may be completed within three months before the expiry date of the existing certificate with no loss of its period of validity; a maximum period of validity of five years for all certificates for cargo ships;

FORUM DOCS

a maximum period of validity of 12 months for the Passenger Ship Safety Certificate; a system for the extension of certificates limited to three months to enable a ship to complete its voyage (or one month for ships engaged on short voyages); when an extension has been granted, the period of validity of the new certificate is to start from the expiry date of the existing certificate before its extension. The main changes to the SOLAS and Load Lines Conventions are that annual inspections have been made mandatory for cargo ships and unscheduled inspections have been discontinued. Other changes refer to survey intervals and requirements.

Edit STCW 2010 Revised STCW Convention and Code adopted Convention : STCW Crew & Watchkeeping Flag :ALL FLAGS Ship type :ALL TYPES Revised STCW Convention and Code adopted Extracted from IMO News Issue 3 2010: Major revisions to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (the STCW Convention), and its associated Code, have been adopted at a Diplomatic Conference in Manila, the Philippines, thereby ensuring that the necessary global standards will be in place to train and certify seafarers to operate technologically advanced ships for some time to come. The amendments, to be known as The Manila amendments to the STCW Convention and Code are set to enter into force on 1 January 2012 under the tacit acceptance procedure and 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; and to enable them to address issues that are anticipated to emerge in the foreseeable future. Amongst the amendments adopted, there are a number of important changes to each chapter of the Convention and Code, including:

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11.

improved measures to prevent fraudulent practices associated with certificates of competency and strengthen the evaluation process (monitoring of Parties compliance with the Convention); revised requirements on hours of work and rest and new requirements for the prevention of drug and alcohol abuse, as well as updated standards relating to medical fitness standards for seafarers; new certification requirements for able seafarers; new requirements relating to training in modern technology such as electronic charts and information systems (ECDIS); new requirements for marine environment awareness training and training in leadership and teamwork; new training and certification requirements for electro-technical officers; updating of competence requirements for personnel serving on board all types of tankers, including new requirements for personnel serving on liquefied gas tankers; new requirements for security training, as well as provisions to ensure that seafarers are properly trained to cope if their ship comes under attack by pirates; introduction of modern training methodology including distance learning and web-based learning; new training guidance for personnel serving on board ships operating in polar waters; and new training guidance for personnel operating Dynamic Positioning Systems. The Diplomatic Conference was held from 21 to 25 June 2010 and was attended by more than 500 delegates from 85 IMO Member States, as well as by observers from three Associate Members, the

FORUM DOCS
International Labour Organization (ILO), the European Commission (EC) and one other intergovernmental organization and 17 non-governmental organizations. Hours of rest for watchkeepers A series of new provisions on the issue of fitness for duty hours of rest, to provide watchkeeping officers aboard ships with sufficient rest periods, were also agreed. Under the Manila Amendments to the STCW Convention, all persons who are assigned duty as officer in charge of a watch or as a rating forming part of a watch and those whose duties involve designated safety, prevention of pollution and security duties shall be provided with a rest period of not less than a minimum of 10 hours of rest in any 24-hour period, and 77 hours in any 7-day period.The hours of rest may be divided into no more than two periods, one of which shall be at least 6 hours in length, and the intervals between consecutive periods of rest shall not exceed 14 hours.At the same time, in order to ensure a continued safe operation of ships in exceptional conditions, the Conference unanimously agreed to allow certain exceptions from the above requirements for the rest periods.Under the exception clause, parties may allow exceptions from the required hours of rest provided that the rest period is not less than 70 hours in any 7 day period and on certain conditions.

Hydrate Hazard In LPG Hydrates : The compounds formed by the interaction of water & hydrocarbons at certain pressures & temperatures. They are crystalline substances. Hydrate Inhibitors : An Additive to certain liquified gases capable of reducing the temperature at which the hydrates begin to form. Typical Hydrate inhibitors are methanol, ethanol & iso-propyl alcoholcargo as the polymer inhibition mechanism may be negated.Since methanol is toxic, care should be taken regarding its safe handling. HYDRATE FORMATIONPropane and butane may form hydrates under certain conditions of temperature andpressure in the presence of free water (see Reference 2.14). This water may be presentin LPG as an impurity or may be extracted from cargo tank bulkheads if rust is present.Rust which has been dehydrated in this way by LPG loses its powers of adhesion totank surfaces and may settle to the tank bottom as a fine powder.LPG hydrates are white crystalline solids which may block filters and reliquefactionregulating valves. Furthermore they may damage cargo pumps.Hydrate inhibitors such as methanol or ethanol may be added at suitable points in thesystem but nothing whatsoever should be added without the consent of the shipperand ship operator. It should be noted that in some countries the use of methanol isbanned. In addition, some chemical gases may be put off specification by the additionof methanol. Care must be taken if a hydrate inhibitor is added to a polymerisable cargo as the polymer inhibition mechanism may be negated.Since methanol is toxic, care should be taken regarding its safe handling. In order to prevent hydrate formation in theproducts loaded and to prevent serious condensation and corrosion in tanks and holdspaces, inert gas is thoroughly dried as it leaves the generator Anti Coagulants Anticoagulant (also called agglomeration) inhibitors work on a different level. They do not prevent hydrate formation, but prevent the accumulation of Hydrate into a plug. The Hydrate stays in a slurry that can still be transported & willnot plug the line. Ice or hydrates may form during cooldown if moisture is present in the tank atmosphere.During cooldown, valves should be operated frequently to ensure that they are free; it is a goodpractice to turn pump shafts at intervals.LPG from pressure storage at above 0C may contain water. If used for cooldown before loadingLPG, ice or hydrates can form where expansion occurs. If hydrate formation will occur on thespry release line, then injection/emission of Methanol is required to free the spry. Injection canbe done in the compressor room via the condensate line or directly into the condenser.Low Product temperatures

FORUM DOCS
can freeze water in the system leading to blockage of, and damage to,pumps, valves, sensor lines, spray lines etc. Ice can be formed from moisture in the system,purge vapour with incorrect dewpoint, or water in the Product. The effects of ice formation aresimilar to those of hydrates, and anti-freeze can be used to prevent them.

Polymerisation Polymerisation : The Chemical union of two or more molecules of the same compound to form a larger molecule of a new compound called a polymer. By this mechanism the reaction can become selfpropagating causing liquids to become more viscous & the end result may even be a solid substance. Such chemical reactions usually give off a great deal of heat POLYMERISATION : While many of the liquefied gases are polymerisable (as indicated by a double bond intheir molecular structure), cargo polymerisation difficulties only arise in practice in thecase of butadiene, isoprene, ethylene oxide and vinyl chloride. Polymerisation may bedangerous under some circumstances, but can be delayed or controlled by theaddition of inhibitors.Polymerisation takes place when a single molecule (a monomer) reacts with anothermolecule of the same substance to form a dimer. This process can continue until along-chain molecule is formed, possibly having many thousands of individual molecules(a polymer). The mechanism is illustrated for vinyl chloride in Figure 2.5. Theprocess can be very rapid and involves the generation of a great deal of heat. It maybe initiated spontaneously or may be catalysed by the presence of oxygen (or otherimpurities) or by heat transfer during cargo operations (see also 7.6). Duringpolymerisation, the cargo becomes more viscous until, finally, a solid and unpumpablepolymer may be formed.Polymerisation may be prevented, or at least the rate of polymerisation may be reduced,by adding a suitable inhibitor to the cargo. However, if polymerisation starts,the inhibitor will be consumed gradually until a point is reached when polymerisationmay continue unchecked. In the case of butadiene, tertiary butyl catechol (TBC) isadded primarily as an anti-oxidant but, in the absence of oxygen, it can also act, to alimited extent, as an inhibitor. The difference between the vapour pressure of an inhibitor and its cargo has animportant bearing on the effectiveness of the inhibitor. Generally, inhibitors have avapour pressure lower than the cargo in which they sit. Accordingly, the greatest protectionis provided in the liquid. This leaves the gases in the vapour space relativelyunprotected. It follows therefore that condensation in the vapour space can suffer fromincreased rates of polymerisation and problems have been known to occur in theseareas.Inhibitors can be toxic. Those most commonly used are hydroquinone (HQ) and TBC.Health and safety data for these products is included in 9.1. As will be noted, careshould be taken when handling inhibitors and cargoes with inhibitor added.Ships' personnel should ensure that an Inhibitor Information Form is received from thecargo shipper before departure from the loading port. In addition, the quantity of inhibitor required for effective inhibition and the toxicproperties of the inhibitor should be advised.A similar but more difficult reaction to control is known as dimerisation. This cannot bestopped by inhibitors or any other means. The only way to avoid or slow downdimerisation is to keep the cargo as cool as possible and such cooling is recommended,especially during longer voyages. Green Passport "Green Passport" for Ships Environmental issues took centre stage at IMO during the recent 48th session of the Marine Environment Protection Committee (MEPC). Delegates from more than 80 countries discussed a range of topics relating to the protection of the marine environment from pollution by ships. The work progressed in several key areas, including ship recycling, ballast water management and greenhouse gas emissions from ships. Draft IMO Guidelines on ship recycling were discussed in detail, with a view to producing a final draft for adoption by the next IMO Assembly in 2003. The document called "Green Passport" for ships is envisaged to accompany the ship throughout its working life and contain an inventory of all materials potentially hazardous to human health or the

FORUM DOCS
environment, used in the construction of a ship. Produced by the shipyard at the construction stage and passed to the purchaser of the vessel, the document would be in a format that would enable any subsequent changes in materials or equipment to be recorded. Successive owners of the ship would maintain the accuracy of the Green Passport and incorporate into it all relevant design and equipment changes, with the final owner delivering it, with the vessel, to the recycling yard. The draft guidelines note that, in the process of recycling ships, virtually nothing goes to waste. The materials and equipment are almost entirely reused. Steel is reprocessed to become, for instance, reinforcing rods for use in the construction industry or as corner castings and hinges for containers. Ships' generators are reused ashore. Batteries find their way into the local economy. Hydrocarbons on board become reclaimed oil products to be used as fuel in rolling mills or brick kilns; light fittings find further use on land etc. Furthermore, new steel production from recycled steel requires only one third of the energy used for steel production from raw materials. Recycling makes a positive contribution to the global conservation of energy and resources and, in the process, employs a large, if predominantly unskilled, workforce. Properly handled, ship recycling is, without question, a "green" industry. ISM Amendments ISM CODE - Amendments from 1st July 2010 Convention : SOLAS CH IX ISM Code Flag :ALL FLAGS Ship type :ALL TYPES The next ISM Code amendments and some considerations (outcome of the IMO/MSC85) The Maritime Safety Committee of the International Maritime Organization has considered at its 85th session (MSC 85) through the Resolution MSC.273 (85), the following amendments to the ISM Code that shall enter into force on 1 July 2010 : DEFINITIONS (1.1.10) Major Non-Conformity (MNC) means an identifiable deviation that poses a serious threat to the safety of personnel or the ship or a serious risk to the environment that requires immediate corrective action, or the lack of effective and systematic implementation of a requirement of this Code.The idea of replacing and includes by or is to highlight that the only lack of effective and systematic implementation of a requirement of this Code may constitutes a MNC. OBJECTIVES (1.2.2.2) The existing paragraph establish safeguards against all identified risks will be replaced by: assess all risks to its ships, personnel and the environment and establish appropriate safeguards.To emphasize that, besides a formal risk assessment is not mandatory required, the revised version of this clause by IMO had considered an explicit requirement for companies to carry out operational risk assessments.All risks involved shall be accessed by the Company when developing its Safety Management System besides it shall be avoided driving companies into a bureaucratic compliance approach by the use of specific formal risk assessment methodologies. The auditors, while accessing a Companys SMS shall satisfy themselves with the adoption by the companies of more informed and more responsible approaches to operational risk assessment. MASTERS RESPONSIBILITY AND AUTHORITY (5.1.5) periodically reviewing the SMS and reporting deficiencies to the shore-based management.The word periodically was introduced expecting a periodicity of the Masters review to be considered and clearly defined in the SMS. SHIPBOARD OPERATIONS (7) The existing paragraph The Company should establish procedures for the preparation of plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment. The various tasks should be defined and assigned to qualified personnel. was replaced by: The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment. The various tasks should be defined and assigned to qualified personnel.The Company shall establish procedures for key shipboard operations and not procedures for identify those operations. EMERGENCY PREPAREDENESS (8.1) The existing paragraph The Company should establish procedures to identify, describe and respond to potential emergency shipboard situations. was replaced

FORUM DOCS
by: The Company should identify potential emergency shipboard situations, and establish procedures to respond to them.Again the idea is that the Company identifies procedures to respond to potential shipboard operations and not procedures to identifying those operations. REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND HAZARDOUS OCCURRENCES (9.2) The Company should establish procedures for the implementation of corrective action, including measures intended to prevent recurrence.The idea here in adding the last sentence is to have the Company more proactively driven working on a real management system process. MAINTENANCE OF THE SHIP AND EQUIPMENT (10.3) The Company should identify equipment and technical systems the sudden operational failure of which may result in hazardous situations.The words establish procedures in its SMS to will be deleted. The most important here is the Company to consider in their maintenance system all equipment sudden failure would compromise the safety at sea and pollution prevention and do not just try to list critical equipment to be concentrated on as a definition of critical equipment would be very vague and should not achieve the aim of this requirement. COMPANY VERIFICATION, REVIEW AND EVALUATION (12)(12.1) The Company should carry out internal safety audits on board and ashore at intervals not exceeding twelve months to verify whether safety and pollution-prevention activities comply with the safety management system. In exceptional circumstances, this interval may be exceeded by not more than three months.A periodicity for the internal audits was defined and a window of 3 months accepted only in exceptional circumstances.(12.2) The Company should periodically evaluate the effectiveness of the SMS in accordance with procedures established by the Company.The word efficiency was replaced by effectiveness which is what shall, in fact, be evaluated. CERTIFICATION AND PERIODICAL VERIFICATION (13)Following new paragraphs were introduced in this section:(13.12) When the renewal verification is completed after the expiry date of the existing SMC, the new SMC shall be valid from the date of completion of the renewal verification to a date not exceeding 5 years from the date of expiry of the existing SMC.(13.13) If a renewal verification has been completed and a new SMC cannot be issued or placed on board the ship before the expiry date of the existing certificate, the Administration or RO by the Administration may endorse the existing certificate and such a certificate shall be accepted as valid for a further period which shall not exceed 5 months from the expiry date.(13.14) If a ship at the time when a SMC expires is not in a port in which it is to be verified, the Administration may extend the period of validity of the SMC but this extension shall be granted only for the purpose of allowing the ship to complete its voyage to the port in which it is to be verified, and then only in cases where it appears proper and reasonable to do so. No SMC shall be extended for a period of longer than 3 months, and the ship to which an extension is granted shall not, on its arrival in the port in which it is to be verified, be entitled by virtue of such extension to leave that port without having a new SMC. When the renewal verification is completed, the new SMC shall be valid to a date not exceeding 5 years from the expiry date of the existing SMC before extension was granted.The requirements for the certification process for ISM were added aligning it with the SOLAS certificates including the ISPS Certificate.An updated form of the SMC was introduced to comply with the above. INTERIM CERTIFICATION (14.4.3) the Company has planned the internal audit of the ship within 3 months.The word internal was inserted. Edit BLEVE BLEVE : Boiling Liquid Expanding Vapour Explosion. It is associated with the rupture, under fire conditions, of a pressure vessel containing liquified gas. A BLEVE (Boiling-Liquid/Expanding-Vapour Explosion) is an explosion resulting fromthe catastrophic failure of a vessel containing a liquid significantly above its boilingpoint at normal atmospheric pressure. The container may fail for any of the followingreasons: mechanical damage, corrosion, excessive internal pressure, flameimpingement or mettalurgical failure.

FORUM DOCS
The most common cause of a BLEVE is probably when a fire increases the internaltank pressure of the vessel's contents and flame impingement reduces its mechanicalstrength; particularly at that part of the vessel not cooled by internal liquid. As a result,the tank suddenly splits and pieces of the vessel's shell can be thrown a considerabledistance with concave sections, such as end caps, being propelled like rockets if theycontain liquid. Upon rupture, the sudden decompression produces a blast and thepressure immediately drops. At this time the liquid temperature is well above itsatmospheric boiling point and, accordingly, it spontaneously boils off, creating largequantities of vapour which are thrown upwards along with liquid droplets.Where the gas/air mixture is within its flammable limits, it will ignite from the rendingmetal or the surrounding fire to create a fireball reaching gigantic proportions and thesudden release of gas provides further fuel for the rising fireball. The rapidly expandingvapour produces a further blast and intense heat radiation.Such BLEVE incidents have occurred with rail tank cars, road vehicles and in a numberof terminal incidents. There have been no instances of this kind on liquefied gascarriers. Under the Gas Codes, pressure relief valves are sized to cope withsurrounding fire and, as for shore tanks, this helps to limit this risk. It must be said thatthe chance of a fire occurring in the enclosed space beneath a pressurised ship's tankis much smaller than on an equivalent tank situated on shore. This minimises thepossibility of a surrounding fire occurring on a ship and almost excludes the possibilityof a BLEVE occurring on a gas carrier.

Pump room entry in Gas Carriers PUMPROOM ENTRY PRECAUTIONS Cargo Pumprooms are to be considered as enclosed spaces and the requirementsof this Chapter should be followed to the extent possible. However, because of theirlocation, design and the operational need for the space to be routinely entered bypersonnel, pumprooms present a particular hazard and therefore necessitatespecial precautions, which are described in the following Sections. VENTILATION Because of the potential for the presence of hydrocarbon gas in the pumproom, SOLASrequires the use of mechanical ventilation to maintain the atmosphere in a safe condition.SOLAS requires that ships built on or after 1st July 2002 be provided with continuousmonitoring of the pump rooms atmosphere and an audible and visual alarm system whichwill activate when the hydrocarbon gas concentration in the pumproom exceeds a pre-setlevel, which should not be more than 10% LFL.Throughout cargo handling operations, the pumproom ventilation system must be incontinuous operation and the gas detection system, if fitted, should be functioningcorrectly.Ventilation should be continuous until access is no longer required, or cargo operationshave been completed. PUMPROOM ENTRY PROCEDURES Before anyone enters a pumproom, it should be thoroughly ventilated, the oxygen contentof the atmosphere should be verified and the atmosphere checked for the presence ofhydrocarbons and any toxic gas associated with the cargo being handled.Formal procedures should be in place to control pumproom entry. The procedure usedshould be based on a risk assessment, should ensure that risk mitigation measures arefollowed, and that entries into the space are recorded.Where a fixed gas detection system is fitted which is correctly calibrated and providesactual gas readings as a percentage LFL (%LFL) at representative locations within thepumproom, it can be used to provide information for safe entry into the space.A communications system should provide links between the pumproom, navigationbridge, engine room and cargo control room. In addition, audible and visual repeaters foressential alarm systems, such as the general alarm and the fixed extinguishing systemalarm, should be provided within the pumproom.Arrangements should be established to enable effective communication to be maintainedat all times between personnel within the pumproom and those outside. Regularcommunication checks should be made at pre-agreed intervals and failure to respondshould be cause to raise the alarm.VHF/UHF

FORUM DOCS
communication should not be used as a primary communication method whereit is known that reception may not be reliable or practicable due to noise. Wherecommunication by VHF/UHF is difficult, it is recommended that a stand-by person ispositioned on the pump room top and that a visual and remote communication procedureis put in placeThe frequency of pumproom entry for routine inspection purposes during cargo operationsshould be reviewed with a view to minimising personnel exposure.Notices should be displayed at the pumproom entrance prohibiting entry without formalpermission. Hydrate Hazard In LPG Hydrates : The compounds formed by the interaction of water & hydrocarbons at certain pressures & temperatures. They are crystalline substances. Hydrate Inhibitors : An Additive to certain liquified gases capable of reducing the temperature at which the hydrates begin to form. Typical Hydrate inhibitors are methanol, ethanol & iso-propyl alcoholcargo as the polymer inhibition mechanism may be negated.Since methanol is toxic, care should be taken regarding its safe handling. HYDRATE FORMATIONPropane and butane may form hydrates under certain conditions of temperature andpressure in the presence of free water (see Reference 2.14). This water may be presentin LPG as an impurity or may be extracted from cargo tank bulkheads if rust is present.Rust which has been dehydrated in this way by LPG loses its powers of adhesion totank surfaces and may settle to the tank bottom as a fine powder.LPG hydrates are white crystalline solids which may block filters and reliquefactionregulating valves. Furthermore they may damage cargo pumps.Hydrate inhibitors such as methanol or ethanol may be added at suitable points in thesystem but nothing whatsoever should be added without the consent of the shipperand ship operator. It should be noted that in some countries the use of methanol isbanned. In addition, some chemical gases may be put off specification by the additionof methanol. Care must be taken if a hydrate inhibitor is added to a polymerisable cargo as the polymer inhibition mechanism may be negated.Since methanol is toxic, care should be taken regarding its safe handling. In order to prevent hydrate formation in theproducts loaded and to prevent serious condensation and corrosion in tanks and holdspaces, inert gas is thoroughly dried as it leaves the generator Anti Coagulants Anticoagulant (also called agglomeration) inhibitors work on a different level. They do not prevent hydrate formation, but prevent the accumulation of Hydrate into a plug. The Hydrate stays in a slurry that can still be transported & willnot plug the line. Ice or hydrates may form during cooldown if moisture is present in the tank atmosphere.During cooldown, valves should be operated frequently to ensure that they are free; it is a goodpractice to turn pump shafts at intervals.LPG from pressure storage at above 0C may contain water. If used for cooldown before loadingLPG, ice or hydrates can form where expansion occurs. If hydrate formation will occur on thespry release line, then injection/emission of Methanol is required to free the spry. Injection canbe done in the compressor room via the condensate line or directly into the condenser.Low Product temperatures can freeze water in the system leading to blockage of, and damage to,pumps, valves, sensor lines, spray lines etc. Ice can be formed from moisture in the system,purge vapour with incorrect dewpoint, or water in the Product. The effects of ice formation aresimilar to those of hydrates, and anti-freeze can be used to prevent them.

Edit Polymerisation Polymerisation : The Chemical union of two or more molecules of the same compound to form a larger molecule of a new compound called a polymer. By this mechanism the reaction can become selfpropagating causing liquids to become more viscous & the end result may even be a solid substance. Such chemical reactions usually give off a great deal of heat

FORUM DOCS
POLYMERISATION : While many of the liquefied gases are polymerisable (as indicated by a double bond intheir molecular structure), cargo polymerisation difficulties only arise in practice in thecase of butadiene, isoprene, ethylene oxide and vinyl chloride. Polymerisation may bedangerous under some circumstances, but can be delayed or controlled by theaddition of inhibitors.Polymerisation takes place when a single molecule (a monomer) reacts with anothermolecule of the same substance to form a dimer. This process can continue until along-chain molecule is formed, possibly having many thousands of individual molecules(a polymer). The mechanism is illustrated for vinyl chloride in Figure 2.5. Theprocess can be very rapid and involves the generation of a great deal of heat. It maybe initiated spontaneously or may be catalysed by the presence of oxygen (or otherimpurities) or by heat transfer during cargo operations (see also 7.6). Duringpolymerisation, the cargo becomes more viscous until, finally, a solid and unpumpablepolymer may be formed.Polymerisation may be prevented, or at least the rate of polymerisation may be reduced,by adding a suitable inhibitor to the cargo. However, if polymerisation starts,the inhibitor will be consumed gradually until a point is reached when polymerisationmay continue unchecked. In the case of butadiene, tertiary butyl catechol (TBC) isadded primarily as an anti-oxidant but, in the absence of oxygen, it can also act, to alimited extent, as an inhibitor. The difference between the vapour pressure of an inhibitor and its cargo has animportant bearing on the effectiveness of the inhibitor. Generally, inhibitors have avapour pressure lower than the cargo in which they sit. Accordingly, the greatest protectionis provided in the liquid. This leaves the gases in the vapour space relativelyunprotected. It follows therefore that condensation in the vapour space can suffer fromincreased rates of polymerisation and problems have been known to occur in theseareas.Inhibitors can be toxic. Those most commonly used are hydroquinone (HQ) and TBC.Health and safety data for these products is included in 9.1. As will be noted, careshould be taken when handling inhibitors and cargoes with inhibitor added.Ships' personnel should ensure that an Inhibitor Information Form is received from thecargo shipper before departure from the loading port. In addition, the quantity of inhibitor required for effective inhibition and the toxicproperties of the inhibitor should be advised.A similar but more difficult reaction to control is known as dimerisation. This cannot bestopped by inhibitors or any other means. The only way to avoid or slow downdimerisation is to keep the cargo as cool as possible and such cooling is recommended,especially during longer voyages.

Edit Green Passport "Green Passport" for Ships Environmental issues took centre stage at IMO during the recent 48th session of the Marine Environment Protection Committee (MEPC). Delegates from more than 80 countries discussed a range of topics relating to the protection of the marine environment from pollution by ships. The work progressed in several key areas, including ship recycling, ballast water management and greenhouse gas emissions from ships. Draft IMO Guidelines on ship recycling were discussed in detail, with a view to producing a final draft for adoption by the next IMO Assembly in 2003. The document called "Green Passport" for ships is envisaged to accompany the ship throughout its working life and contain an inventory of all materials potentially hazardous to human health or the environment, used in the construction of a ship. Produced by the shipyard at the construction stage and passed to the purchaser of the vessel, the document would be in a format that would enable any subsequent changes in materials or equipment to be recorded. Successive owners of the ship would maintain the accuracy of the Green Passport and incorporate into it all relevant design and equipment changes, with the final owner delivering it, with the vessel, to the recycling yard. The draft guidelines note that, in the process of recycling ships, virtually nothing goes to waste. The materials and equipment are almost entirely reused. Steel is reprocessed to become, for instance, reinforcing rods for use in the construction industry or as corner castings and hinges for containers. Ships' generators are reused ashore. Batteries find their way into the local economy. Hydrocarbons on board become reclaimed oil products to

FORUM DOCS
be used as fuel in rolling mills or brick kilns; light fittings find further use on land etc. Furthermore, new steel production from recycled steel requires only one third of the energy used for steel production from raw materials. Recycling makes a positive contribution to the global conservation of energy and resources and, in the process, employs a large, if predominantly unskilled, workforce. Properly handled, ship recycling is, without question, a "green" industry.

Edit ISM Amendments ISM CODE - Amendments from 1st July 2010 Convention : SOLAS CH IX ISM Code Flag :ALL FLAGS Ship type :ALL TYPES The next ISM Code amendments and some considerations (outcome of the IMO/MSC85) The Maritime Safety Committee of the International Maritime Organization has considered at its 85th session (MSC 85) through the Resolution MSC.273 (85), the following amendments to the ISM Code that shall enter into force on 1 July 2010 : DEFINITIONS (1.1.10) Major Non-Conformity (MNC) means an identifiable deviation that poses a serious threat to the safety of personnel or the ship or a serious risk to the environment that requires immediate corrective action, or the lack of effective and systematic implementation of a requirement of this Code.The idea of replacing and includes by or is to highlight that the only lack of effective and systematic implementation of a requirement of this Code may constitutes a MNC. OBJECTIVES (1.2.2.2) The existing paragraph establish safeguards against all identified risks will be replaced by: assess all risks to its ships, personnel and the environment and establish appropriate safeguards.To emphasize that, besides a formal risk assessment is not mandatory required, the revised version of this clause by IMO had considered an explicit requirement for companies to carry out operational risk assessments.All risks involved shall be accessed by the Company when developing its Safety Management System besides it shall be avoided driving companies into a bureaucratic compliance approach by the use of specific formal risk assessment methodologies. The auditors, while accessing a Companys SMS shall satisfy themselves with the adoption by the companies of more informed and more responsible approaches to operational risk assessment. MASTERS RESPONSIBILITY AND AUTHORITY (5.1.5) periodically reviewing the SMS and reporting deficiencies to the shore-based management.The word periodically was introduced expecting a periodicity of the Masters review to be considered and clearly defined in the SMS. SHIPBOARD OPERATIONS (7) The existing paragraph The Company should establish procedures for the preparation of plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment. The various tasks should be defined and assigned to qualified personnel. was replaced by: The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment. The various tasks should be defined and assigned to qualified personnel.The Company shall establish procedures for key shipboard operations and not procedures for identify those operations. EMERGENCY PREPAREDENESS (8.1) The existing paragraph The Company should establish procedures to identify, describe and respond to potential emergency shipboard situations. was replaced by: The Company should identify potential emergency shipboard situations, and establish procedures to respond to them.Again the idea is that the Company identifies procedures to respond to potential shipboard operations and not procedures to identifying those operations. REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND HAZARDOUS OCCURRENCES (9.2) The Company should establish procedures for the implementation of corrective action, including measures intended to prevent recurrence.The idea here in adding the last sentence is to have the Company more proactively driven working on a real management system process.

FORUM DOCS
MAINTENANCE OF THE SHIP AND EQUIPMENT (10.3) The Company should identify equipment and technical systems the sudden operational failure of which may result in hazardous situations.The words establish procedures in its SMS to will be deleted. The most important here is the Company to consider in their maintenance system all equipment sudden failure would compromise the safety at sea and pollution prevention and do not just try to list critical equipment to be concentrated on as a definition of critical equipment would be very vague and should not achieve the aim of this requirement. COMPANY VERIFICATION, REVIEW AND EVALUATION (12)(12.1) The Company should carry out internal safety audits on board and ashore at intervals not exceeding twelve months to verify whether safety and pollution-prevention activities comply with the safety management system. In exceptional circumstances, this interval may be exceeded by not more than three months.A periodicity for the internal audits was defined and a window of 3 months accepted only in exceptional circumstances.(12.2) The Company should periodically evaluate the effectiveness of the SMS in accordance with procedures established by the Company.The word efficiency was replaced by effectiveness which is what shall, in fact, be evaluated. CERTIFICATION AND PERIODICAL VERIFICATION (13)Following new paragraphs were introduced in this section:(13.12) When the renewal verification is completed after the expiry date of the existing SMC, the new SMC shall be valid from the date of completion of the renewal verification to a date not exceeding 5 years from the date of expiry of the existing SMC.(13.13) If a renewal verification has been completed and a new SMC cannot be issued or placed on board the ship before the expiry date of the existing certificate, the Administration or RO by the Administration may endorse the existing certificate and such a certificate shall be accepted as valid for a further period which shall not exceed 5 months from the expiry date.(13.14) If a ship at the time when a SMC expires is not in a port in which it is to be verified, the Administration may extend the period of validity of the SMC but this extension shall be granted only for the purpose of allowing the ship to complete its voyage to the port in which it is to be verified, and then only in cases where it appears proper and reasonable to do so. No SMC shall be extended for a period of longer than 3 months, and the ship to which an extension is granted shall not, on its arrival in the port in which it is to be verified, be entitled by virtue of such extension to leave that port without having a new SMC. When the renewal verification is completed, the new SMC shall be valid to a date not exceeding 5 years from the expiry date of the existing SMC before extension was granted.The requirements for the certification process for ISM were added aligning it with the SOLAS certificates including the ISPS Certificate.An updated form of the SMC was introduced to comply with the above. INTERIM CERTIFICATION (14.4.3) the Company has planned the internal audit of the ship within 3 months.The word internal was inserted.

Edit BLEVE BLEVE : Boiling Liquid Expanding Vapour Explosion. It is associated with the rupture, under fire conditions, of a pressure vessel containing liquified gas. A BLEVE (Boiling-Liquid/Expanding-Vapour Explosion) is an explosion resulting fromthe catastrophic failure of a vessel containing a liquid significantly above its boilingpoint at normal atmospheric pressure. The container may fail for any of the followingreasons: mechanical damage, corrosion, excessive internal pressure, flameimpingement or mettalurgical failure. The most common cause of a BLEVE is probably when a fire increases the internaltank pressure of the vessel's contents and flame impingement reduces its mechanicalstrength; particularly at that part of the vessel not cooled by internal liquid. As a result,the tank suddenly splits and pieces of the vessel's shell can be thrown a considerabledistance with concave sections, such as end caps, being propelled like rockets if theycontain liquid. Upon rupture, the sudden decompression produces a blast and thepressure immediately drops. At this time the liquid temperature is well above itsatmospheric boiling point and, accordingly, it spontaneously boils off, creating largequantities of vapour which are thrown upwards

FORUM DOCS
along with liquid droplets.Where the gas/air mixture is within its flammable limits, it will ignite from the rendingmetal or the surrounding fire to create a fireball reaching gigantic proportions and thesudden release of gas provides further fuel for the rising fireball. The rapidly expandingvapour produces a further blast and intense heat radiation.Such BLEVE incidents have occurred with rail tank cars, road vehicles and in a numberof terminal incidents. There have been no instances of this kind on liquefied gascarriers. Under the Gas Codes, pressure relief valves are sized to cope withsurrounding fire and, as for shore tanks, this helps to limit this risk. It must be said thatthe chance of a fire occurring in the enclosed space beneath a pressurised ship's tankis much smaller than on an equivalent tank situated on shore. This minimises thepossibility of a surrounding fire occurring on a ship and almost excludes the possibilityof a BLEVE occurring on a gas carrier.

Edit Hazards in Gas Carrier Flammability when a gas is released to atmosphere, if within itsflammable range and if exposed to a source of ignition, it will burn. Depending uponthe conditions under which combustion takes place, some degree of overpressurewill occur due to the rapid expansion of the heated gas.A liquid spill or vapour cloud burning over open water will develop little over-pressuredue to the unconfined nature of the surroundings. At the other extreme, the ignition of vapour within an enclosed space will rapidly create an over-pressure sufficient to burstthe boundaries. Between these two extremes, that is in cases of partial confinementsuch as might occur among shore plant and equipment, ignition may produce overpressuressufficient to cause substantial damage, so escalating the hazard and itsconsequences.A leakage of liquid or vapour from a pipeline under pressure will burn, if ignited, as ajet which will continue as long as fuel is supplied.A particularly destructive form of vapour burn, associated with the storage of liquefiedgas in pressurised containers, is the BLEVE (Boiling Liquid Expanding VapourExplosion). Vaporisation of spilled liquidWhen a gas is stored as a liquid, whether under pressure or refrigerated, it willvaporise on being released to the atmosphere, taking heat from the surroundings.Depending upon the liquid spilled, the spill size and whether the spill is on land orwater, the rate of vaporisation and the temperature and density of the ensuing vapourcloud will vary. Almost certainly the cloud will be lowlying (only methane, whenwarmer than -100C, ethylene and ammonia are lighter than air Initially, the cloud will be cold and will drift downwind. In general, it will be visible as awhite cloud which is condensed atmospheric water vapour. Toxicity and toxic products of combustion Some liquefied gases present toxic hazards, principally if the vapours are inhaled.Ammonia, chlorine, ethylene oxide and propylene oxide, are also very corrosive to theskin. Vinyl chloride is known to cause cancer and butadiene is suspected as havingsimilar harmful effects.Incomplete combustion of hydrocarbon vapours may produce the toxic gas carbonmonoxide which is found in inert gas in quantities which can vary with the qualiity ofcombustion in the generator. Combustion of vinyl chloride may produce toxic carbonylchloride. (1) TLV-TWA. This is known as the Time Weighted Average. It is the concentrationof vapour-in-air which may be experienced for an eight-hour day or 40-hourweek throughout a person's working life. It is the most commonly quoted TLV.It shows the smallest concentration (in comparison to (2) and (3) below) (2) TLV-STEL. This is known as the Short Term Exposure Limit. It is the maximumconcentration of vapour-in-air allowable for a period of up to 15 minutesprovided there are no more than four exposures per day and at least one hourbetween each. It is always greater than (1) above but is not given for allvapours. (3) TLV-C. This is what is known as the Ceiling concentration of the vapour-in-airwhich should never be exceeded. Only those substances which arepredominantly fast-acting are given a TLV-C. Of the main

FORUM DOCS
liquefied gases onlythe more toxic products, such as ammonia and chlorine, have been ascribedsuch a figure. Frostbite Cold liquefied gas spilled onto a person freezes the skin. This effect can causeextensive frostbite to exposed parts of the body .For fully pressurisedgases, while containment systems will normally be at or near ambient temperature,liquid leaks will quickly flash to the fully refrigerated temperature. Such areas shouldnever be approached without proper protective clothing. Brittle fracture Liquefied gas spilled onto ships' decks, not designed for low temperatures, may chillthe steel to temperatures where it becomes brittle. Stress already within the steel,together with that resulting from differential contraction, can cause fractures in thecooled areas. The resultant fractures are unlikely to propagate beyond the cooledareas. Spills can have serious consequences and ships have been taken out of servicefor extensive periods for this reason. Care should be taken and appropriate drip-traysshould be provided as a protection against such spillage on ships carrying theparticularly cold liquids (LNG and ethylene). The area around the manifold may besheathed in wood or glass-fibre and all refrigerated gas carriers are provided with astainless steel, wooden or equivalent drip tray under the manifold connections. CHEMICAL BURNS chemical burns can be caused by ammonia, chlorine, ethyleneoxide and propylene oxide. The symptoms are similar to burns by fire, except that theproduct may be absorbed through the skin causing toxic sideeffects. Chemicalburning is particularly damaging to the eyes.

Edit Fire Extinguishing media on Gas Carriers Extinguishing mediums There are a number of established and proven methods for dealing with gas fires but,to be effective, the appropriate extinguishing medium must be used. WaterWater should never be applied to a burning liquefied gas pool. This would provide aheat source for more rapid vaporisation of the liquid and increase the rate of burning.Nevertheless, water remains a prime fire extinguishing medium for liquefied gas firefighting.Being abundantly available, water is an excellent cooling agent for surfacesexposed to radiation or direct fire impingement. Also, it may be used in spray form asa radiation screen to protect fire-fighters. In some circumstances, water can be usedto extinguish a jet of burning gas but this is not always desirable.Fixed water deluge systems are customary for surfaces such as ships' structures,deck tanks and piping, shore storage tanks, plant and jetties, all of which can beexposed to liquefied gas fires. Such systems are designed to supply a layer of waterover the exposed surfaces and thus to provide a useful cooling effect. Provided awater layer of some thickness can be maintained, the surface temperature cannotexceed 100C. Application rates vary with the distance of the structure to be protectedfrom the envisaged fire source and range from two to ten or more litres of water persquare metre of protected surface.Water spray from fixed monitors or from hand-held hose nozzles can provide radiationprotection for personnel in their approach to shut-off valves. Additionally, they canprovide protection when approaching jet fires in order to deliver more effectively anattack by dry chemicals to extinguish the flame.A special application of water sprayed from hoses is to deflect an unignited vapourcloud away from ignition sources (see Reference 2.29). Dry chemical powders Dry chemical powders such as sodium bicarbonate, potassium bicarbonate and ureapotassium bicarbonate can be very effective in extinguishing small LNG or LPG fires.Gas carriers are required by the Gas Codes to be fitted with fixed dry powder systemscapable of delivering powder to any part of the cargo area by means of fixed monitorsand hand held hoses.It is also usual for jetty manifold areas to be protected by

FORUM DOCS
substantial portable or fixeddry powder systems. Dry chemical powders are effective in dealing with gas fires ondeck or in extinguishing jet fires from a holed pipeline and have been usedsuccessfully in extinguishing fires at vent risers.Dry chemicals attack the flame by the absorption of free radicals in the combustionprocess but have a negligible cooling effect. Reignition from adjacent hot surfaces,therefore, should be guarded against by cooling any hot areas with water beforeextinguishing the flame with dry powder.Dry chemicals should never be used in combination with sprayed water. Foam High expansion foam, adequately applied to the surface of a burning liquid pool (whenconfined within a bunded area), suppresses the radiation from the flame into the liquidbeneath and reduces the vaporisation rate. Consequently, the intensity of the pool fireis limited. Continuous application is required in order to maintain a foam depth of atleast one to two metres. High expansion foam of about five-hundred to one expansionratio has been found to be the most effective for this purpose.Foam applied to unignited LNG pools can reduce the horizontal extent of gas cloudsbecause the heat input from the foam to the evolving vapour increases the vapour'sbuoyancy. The foam, as it breaks down into the liquid beneath, may increase thevaporisation rate. However, if the foam is stable, it can freeze at the interface andthereby reduce vaporisation rates.Foam, however, will not extinguish a liquefied gas fire and, while effective for theabove purposes, requires to be applied to a substantial depth. For liquefied gases,therefore, foam is only appropriate for use in bunded areas and for this reason is onlyfound at terminals and is not provided on gas carriers. Inert gas and carbon dioxide Inert gas or nitrogen is commonly used on gas carriers and in terminals for thepermanent inerting of interbarrier spaces or for protective inerting of cargo-relatedspaces. These spaces can include ships' hold spaces or enclosed plant spaces onshore which are normally air-filled but in which flammable gas may be detected.Because of the comparatively low rate at which such gas can be delivered, it is notnormally used for the rapid inerting of an enclosed space in which a fire has alreadybegun. For this, high-pressure bottled carbon dioxide gas or halon is injected throughmultiple nozzles, the mechanical ventilation system to the space having been first shutoff. While carbon dioxide injection systems are effective in enclosed spaces, they havetwo disadvantages. Their fire extinguishing action is achieved by displacing oxygen inthe space to a level which will not support combustion and it is, therefore, essentialthat all personnel evacuate the space before injection begins. Secondly, the injectionof CO2 produces electrostatic charging which can be an ignition hazard if CO2 isinjected inadvertently or as a precautionary measure into a flammable atmosphere.CO2 or nitrogen injected into safety relief valve outlets may be used as an effectivemeans of extinguishing vapour fires at the vent risers. This is particularly valuable oncethe initial pressure flow has subsided.After CO2 has been injected into an enclosed space, the boundaries of the spaceshould be kept cool usually with water sprayed from a hose. The space shouldremain sealed until it is established that the fire is extinguished and has sufficientlycooled so that it will not reignite with the introduction of oxygen.

Edit Dry Dock Chain Inspection Anchor & Anchor Chain CableAnchors and anchor chain cable if ranged should normally first be examined as follows:Anchor heads, flukes and shanks should be surface examined for cracks. If any such defects are found they may be weldable, otherwise renewal will probably be necessary. In such cases welding may be attempted as a temporary measure pending availability of the new equipment, which may take 3 to 6 months.Anchor head crown pins and anchor shackle pins should be hammer-tested, hardenedup if slack, or renewed if excessively worn or bent.Swivels if fitted, should be closely examined so far as possible in way of the threaded connection, as many have been lost in service due to concealed wastage in this area. If in doubt the swivel should be recommended to be removed. Consideration should be given to simply eliminating any questionable swivels, they are normally not essential.Patented type detachable connecting links should be opened out and slack or corroded taper locking pins renewed their holes re-

FORUM DOCS
reamed and new lead keeper plugs peened in."U" type connecting shackles should be examined for excessive neck wear, slackness in the pins and for shearing of keeper pins. The pin must be a snug fit all around in these shackles, otherwise the keeper pin may shear when a strain is put on the chain.Anchor chain cable should be surface examined, hammer-tested and loose or missing studs replaced by welding at one end of the stud only, at the end of the stud opposite the link butt weld. The rest of the chain cable should be further examined for excessive wear and gauged if necessary to ensure continued compliance with the Rules.Verify that the number of shots of anchor chain as fitted port and starboard, equal the total length required by the Classification Rule Equipment Numeral.

Edit Audit Vs Survey Difference between Audit & Survey Audit : Audit is a process of evaluation & to measure performances that is based on Standards & guidelines, identifies the compliance & non-compliance based on standards & is neutral. There are 2 types of Audits namely : 1. ISM Audit 2. ISPS Audit Audits are carried out by surveyors of the Marine Administration Audits are of 2 types INTERNAL & EXTERNAL. Between 2 external Audits there must be an internal audit Surveys : Survey is the inspection and certification to ensure1. Ship hull, structure and machinery are maintained in good condition. 2. To ensure pollution prevention equipment are up to date. 3. To ensure LSA and FFA are in order. 4. To ensure all certificates are valid. 5. To enforce rectified defect. Surveys are of 3 types 1. Statuary survey 2. Class survey 3. Other survey Statuary survey: 1. Load line survey 2. Safety construction-5 years 3. IOPP-5 years 4. Safety equipment survey- 2years 5. safety radio telegraph- 1year Class survey 1. Special hull survey 2. Special machinery survey 3. Annul survey for hall & machinery 4. Intermediate survey, hull 5. Bottom6. Tail shaft 7. Auxiliary boiler, oil fired 8. Auxiliary boiler, exhaust. 9. Boiler Other Survey: 1. cargo gear survey 2. Admin. Survey

FORUM DOCS
STCW Manila Amendments Chapterwise STCW Manila Amendments

STCW Convention chapters Chapter I: General provisions Chapter II: Master and deck department Chapter III: Engine department Chapter IV: Radiocommunication and radio personnel Chapter V: Special training requirements for personnel on certain types of ships Chapter VI: Emergency, occupational safety, medical care and survival functions Chapter VII: Alternative certification Chapter VIII: Watchkeeping Navigation Management Level (Reg. II/2) General Principles for Ship Reporting Systems and VTS procedures ECDIS - Procurement, licensing, updates of system and charts - System configuration and backup files - Create and maintain log-files - Route planning - Use of ECDIS log-book and playback Leadership and managerial skills - Shipboard personnel management and training - International conventions and recommendations - Task and workload management - Effective resource management - Decision-making techniques - Development and implementation of standard operating procedures Navigation Operational Level (Reg. II/1) Bridge Resource Management - Allocation, assignments and prioritization of resources - Effective communication - Assertiveness and leadership - Situational awareness ECDIS - Not applicable for officers serving exclusively on ships not equipped with ECDIS - Knowledge of the capability and limitations of the system - Danger of over-reliance - Operation, interpretation and analyses of information from the system New Watch-keeping elements - Blind pilotage techniques - General Principles for Ship Reporting Systems and VTS procedures Navigation Support Level (Reg. II/4) Ratings forming part of a navigational watch - Contribute to monitoring and controlling a safe watch - Shipboard terms and definitions - Use of internal communication and alarm systems - Understand orders and communication with the officer of the watch

FORUM DOCS
- Handover a watch - Information required to maintain a safe watch - Environmental protection procedures

Able seafarer deck (Reg. II/5) Contribute to a safe navigational watch Contribute to berthing, anchoring and mooring operations Separate slide on Cargo Handling and Stowage and Controlling the operation Maintenance and repair - Use of painting, lubrication and cleaning materials and equipment - Routine maintenance and repair procedures - Surface preparations - Manufacturers safety guidelines and shipboard instructions - Safe disposal of waste - Application, maintenance and use of hand and power tools Cargo Handling and Stowage (Reg. II) No changes for Operational level No changes for Management level Support level (Reg. II/5) - Safe handling, stowage and securing of cargo - Knowledge of dangerous goods - Identification of IMDG labeling Controlling the operation of the ship and care for persons on board (Reg. II) Operational Level - Proactive measures to protect the marine environment (added) - Leadership and teamworking skills - Knowledge of international conventions and recommendations - Task and workload management - Effective resource management - Decision-making techniques Support level (Reg. II/5) - Contribute to safe operation of deck machinery and equipment - Valves, pumps, cranes - Winches, windlasses and capstans - Hatches, watertight doors - Ropes, wires, chains; construction, markings, maintenance and stowage - Use of; bosun chair, staging, pilot ladder, gangway, splicing tools etc - Apply occupational health and safety precautions - Prevention of pollution of the marine environment - Operate survival craft and rescue boat Radiocommunications (Reg. IV) No changes Training for certain ship types (Reg. V) Tanker training is split in two: - Oil- and Chemical tankers

FORUM DOCS
- Liquefied Gas tankers Both groups have 2 certification levels: - Basic: Every person assigned specific duties, incl. Management Level, related to cargo and cargo equipment - Advanced: Masters, Chief Engineers, Chief Mates, 2nd Engineers and any person with immediate responsibility for loading, discharging, tank cleaning etc. Advanced Training Oil and Chemical Tankers (Reg. II) Basic Oil and Chemical Training Met Oil Tanker Chemical Tanker Advanced Training Course Oil Tanker 3M Sea-time Oil Tanker 1M Onboard training Oil Tanker Advanced Training Course Chemical Tanker 3M Sea-time Chemical Tanker 1M Onboard training Chemical Tanker OR OR Oil and Chemical Tankers (Reg. V/1-1) Basic training: - Common requirements for Oil tankers and Chemical tankers - Approved basic training OR 3 months approved seagoing service - For either option - Demonstrate the competence to undertake tasks listed in A-V/1-1-1, column 1 - Provide evidence of having achieved the knowledge, understanding and proficiency listed in A-V/1-1-1, column 2 - Demonstration of competence by one or more of: Approved in-service experience, Approved training ship experience, Approved simulator training or Approved training programme. Oil and Chemical Tankers (Reg. V/1-1) Advanced training Oil tankers: - Meet the requirements for Basic training - Approved advanced training for Oil tankers AND - 3 months approved seagoing service on Oil tankers OR 1 month approved onboard training in a supernumerary capacity on Oil tankers - Demonstrate the competence to undertake tasks listed in A-V/1-1-2, column 1 - Provide evidence of having achieved the knowledge, understanding and proficiency listed in A-V/1-1-2, column 2 - Demonstration of competence by one or more of: Approved in-service experience, Approved training ship experience, Approved simulator training or Approved training programme. Oil and Chemical Tankers (Reg. V/1-1) Advanced training Chemical tankers: - Meet the requirements for Basic training - Approved advanced training for Chemical tankers AND - 3 months approved seagoing service on Chemical tankers OR 1 month approved onboard training in a supernumerary capacity on Chemical tankers

FORUM DOCS
Passenger ships (Reg. V/2) Ro-Ro Passenger ship and Other than Ro-Ro Passenger ship training is now combined in Reg. V/2. Master, officers and personnel designated on muster list to assist passengers in emergency situations shall be re-trained every 5 year OR provide evidence of having achieved the competence within the previous 5 years period Engine Cert. Req for Officers in charge of an Eng. Watch (Reg. III/1) Officer in charge of an engineering watch in a manned engine-room or designated duty engineer officer in a periodically unmanned engine-room on a seagoing ship powered by main propulsion machinery of 750 kW propulsion power or more shall: - have completed combined workshop skill training and an approved seagoing service of not less than 12 months as part of an approved training programme which includes onboard training that meets the requirements of section A-III/1 of the STCW Code and is documented in an approved training record book, or otherwise have completed combined workshop skill training and an approved seagoing service of not less than 36 months of which not less than 30 months will be seagoing service in the engine department; - have performed, during the required seagoing service, engine-room watch keeping duties under the supervision of the chief engineer officer or a qualified engineer officer for a period of not less than six months; - meet the standards of competence specified in section A-VI/1, paragraph 2, section A-VI/2, paragraphs 1 to 4, section A-VI/3, paragraphs 1 to 4 and section A-VI/4, paragraphs 1 to 3 of the STCW Code. Marine engineering at the operational level (Code A- III/1) Maintain a safe engineering watch - Engine-room resource management - Knowledge of engine-room resource management principles, including: - allocation, assignment, and prioritization of resources - effective communication - assertiveness and leadership - obtaining and maintaining situational awareness - consideration of team experience - Use internal communication systems - Operate main and auxiliary machinery and associated control systems - More detailed described.. Electrical, electronic and control engineering at the operational level (Code A- III/1) Operate electrical, electronic and control systems - Basic configuration and operation principles of the following electrical, electronic and control equipment/systems: - Maintenance and repair of electrical and electronic equipment Maintenance and repair at the operational level (Code A- III/1) Appropriate use of hand tools, machine tools and measuring instruments for fabrication and repair on board, including; - Characteristics and limitations of materials, equipment and processes, - Safety measures - Use of tools, instruments & equipment

FORUM DOCS
Maintenance and repair of shipboard machinery and equipment; - Use of special tools, - Safety measures, - Basic mechanical knowledge and skills, - Interpretation of drawings, diagrams and handbooks Controlling the operation of the ship and care for persons on board at the operational level(Code A- III/1) Application of leadership and teamworking skills - Working knowledge of shipboard personnel management and training - Knowledge to related international maritime conventions and recommendations, and national legislations - Ability to apply task and workload management, including: - planning and co-ordination - personnel assignment - time and resource constraints - prioritization - Knowledge and ability to apply effective resource management - Knowledge and ability to apply decision-making techniques - Contribute to the safety of personnel and ship, including; - Knowledge of personal survival techniques, fire prevention and extinguish fires, elementary first aid and personal safety and social responsibilities Engine Cert. Req for Ch. Eng. and 2nd Eng. (Reg. III/2) Every Ch. Eng. and 2nd Eng. on a seagoing ship powered by main propulsion machinery of 3 000 kW propulsion power or more shall: - meet the requirements for certification as an officer in charge of an engineering watch on seagoing ships powered by main propulsion machinery of 750 kW propulsion power or more and have approved seagoing service in that capacity: - for certification as second engineer officer, not less than 12 months as qualified engineer officer, and - for certification as chief engineer officer, not less than 36 months: however, this period may be reduced to not less than 24 months if not less than 12 months of such seagoing service has been served as second engineer officer; Marine engineering at the management level (Code A- III/2) Maintain a safe engineering watch - Manage the operation of propulsion plant machinery; listed by type of machinery - Plan and schedule operations; Theoretical knowledge - Operation, surveillance, performance assessment and maintaining safety of propulsion plant and auxiliary machinery; Practical knowledge - Manage fuel, lubrication and ballast operations, including; - Operation and maintenance of machinery, pumps and piping systems Electrical, electronic and control engineering at the management level (Code A- III/2) Manage operation of electrical and electronic control equipment; theoretical knowledge Manage troubleshooting restoration of electrical and electronic control equipment to operating condition; practical knowledge Able seafarer Engine (Reg. III/5) - NEW Every able seafarer engine serving on a seagoing ship powered by main propulsion machinery of 750 kW propulsion power or more shall be duly certificated.

FORUM DOCS
Every candidate for certification shall: meet the requirements for certification as a rating forming part of a watch in a manned engine-room or designated to perform duties in a periodically unmanned engine-room; while qualified to serve as a rating forming part of an engineering watch, have approved seagoing service in the engine department of: - not less than 12 months, or - not less than 6 months and have completed approved training; and meet the standard of competence specified in section A-III/5 of the STCW Code. Able seafarer Engine (Reg. III/5) NEW (Cont) Every Party shall compare the standards of competence which it required of ratings in the engine department for certificates issued before 1 January 2012 with those specified for the certificate in section A-III/5 of the STCW Code, and shall determine the need, if any, for requiring these personnel to update their qualifications. Seafarers may be considered by the Party to have met the requirements of this regulation if they have served in a relevant capacity in the engine department for a period of not less than 12 months within the last 60 months preceding the entry into force of this regulation for that Marine engineering at the support level (Code A-III/5) - NEW Contribute to a safe engineering watch Contribute to the monitoring and controlling of an engine room watch Contribute to fuelling and oil transfer operations Contribute to bilge and ballast operations Contribute to the operation of equipment and machinery Electrical, electronic and control engineering at the support level (Code A-III/5) - NEW Safe us of electrical equipment, including; - safety precautions before commencing work or repair - isolation procedures - emergency procedures - different voltages onboard Maintenance and repair at the support level (Code A-III/5) - NEW Contribute to shipboard maintenance and repair; - Use of painting, lubrication and cleaning materials and equipment - Routine maintenance and repair procedures - Surface preparations - Manufacturers safety guidelines and shipboard instructions - Safe disposal of waste - Application, maintenance and use of hand and power tools - Knowledge of metalwork Controlling the operation of the ship and care for persons on board at the support level (Code A-III/5) - NEW Contribute to the handling of stores Apply precautions and contribute to the prevention of pollution of the marine environment Apply occupational health and safety procedures Electro-Technical Officer (Reg. III/6) NEW

FORUM DOCS
Every electro-technical officer serving on a seagoing ship powered by main propulsion machinery of 750 kW propulsion power or more shall hold a certificate of competency. Every candidate for certification shall: be not less than 18 years of age; have completed not less than 12 months of combined workshop skills training and approved seagoing service of which not less than 6 months will be seagoing service as part of an approved training programme which meets the requirements of section A-III/6 of the STCW Code and is documented in an approved training record book, or otherwise not less than 36 months of combined workshop skills training and approved seagoing service of which not less than 30 months will be seagoing service in the engine department; have completed approved education and training and meet the standards of competence specified in section A-III/6 of the STCW Code; and meet the standards of competence specified in section A-VI/1, paragraph 2,section A-VI/2, paragraphs 1 to 4, section A-VI/3, paragraphs 1 to 4 and section A-VI/4, paragraphs 1 to 3 of the STCW Code. Electro-Technical Officer (Reg. III/6) NEW (Cont) Every Party shall compare the standards of competence which it required of electrotechnical officers for certificates issued before 1 January 2012 with those specified for the certificate in section AIII/6 of the STCW Code, and shall determine the need for requiring those personnel to update their qualifications. Seafarers may be considered by the Party to have met the requirements of this regulation if they have served in a relevant capacity on board a ship for a period of not less than 12 months within the last 60 months preceding the entry into force of this regulation for that Party and meet the standards of competence specified in section A-III/6 of the STCW Code. Notwithstanding the above requirements of paragraph 1 to 4, a suitably qualified person may be considered by a Party to be able to perform certain functions of section A-III/6. Electrical, electronic and control engineering at the operational level(Code A- III/6) Monitor the operation of electrical, electronic and control systems Monitor the operation of automatic control systems of propulsion and auxiliary machinery Operate generators and distribution systems Operate and maintain power systems in excess of 1,000 volts Operate computers and computer networks on ships Use English in written and oral form Use internal communication systems Maintenance and repair at the operational level (Code A- III/6) Maintenance and repair of; - electrical and electronic equipment - automation and control systems of main propulsion and auxiliary machinery - bridge navigation equipment and ship communication systems - electrical, electronic and control systems of deck machinery and cargo-handling equipment - control systems of hotel equipment Controlling the operation of the ship and care for persons on board at operational level (Code A- III/6) Ensure compliance with pollution-prevention requirements Prevent, control and fight fire onboard Operate life-saving appliances Apply medical first aid onboard

FORUM DOCS
Application of leadership and teamworking skills Contribute to the safety of personnel and ship Electro-Technical Ratings (Reg. III/7) NEW Every electro-technical rating serving on a seagoing ship powered by main propulsion machinery of 750 kW propulsion power or more shall be duly certificated. Every candidate for certification shall: - be not less than 18 years of age; - have completed approved seagoing service including not less than 12 months training and experience, or - have completed approved training, including an approved period of seagoing service which shall not be less than 6 months; or - have qualifications that meet the technical competences in table A-III/7 and an approved period of seagoing service, which shall not be less than 3 months; and - meet the standard of competence specified in section A-III/7 of the STCW Code. Electro-Technical Ratings (Reg. III/7) NEW (Cont) Every Party shall compare the standards of competence which it required of electrotechnical ratings for certificates issued before 1 January 2012 with those specified for the certificate in section AIII/7 of the STCW Code, and shall determine the need, if any, for requiring these personnel to update their qualifications. Seafarers may be considered by the Party to have met the requirements of this regulation if they have served in a relevant capacity on board a ship for a period of not less than 12 months within the last 60 months preceding the entry into force of this regulation for that Party and meet the standards of competence specified in section A-III/7 of the STCW Code. Notwithstanding the above requirements of paragraphs 1 to 4, a suitably qualified person may be considered by a Party to be able to perform certain functions of section A-III/7. Electrical, electronic and control engineering at the support level (Code A- III/7) Safe use of electrical equipment Contribute to monitoring the operation of electrical systems and machinery Use hand tools, electrical and electronic measurement equipment for fault finding, maintenance and repair operations Maintenance and repair at the support level (Code A- III/7) Contribute to shipboard maintenance and repair Contribute to the maintenance and repair of electrical systems and machinery onboard Controlling the operation of the ship and care for persons on board at the support level (Code A- III/7) Contribute to the handling of stores Apply precautions and contribute to the prevention of pollution of the marine environment Apply occupational health and safety procedures