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QACL2 SHIP SAFETY & ENVIRONMENTAL PROTECTION

Greetings from Harmony Team! Harmony Team is network of the youth from Villupuram district in Tamilnadu. Harmony team has been created with the aim of providing a platform for the educated youth from rural places to bond, share knowledge and resources. Thanks to Dieselship and its members for offering us this project, we take care of complete D.T.P, orders processing, shipping with respect to this project. Revenue generated from this project will be invested in procuring and creating job opportunities for the members of the Harmony Team. Do help the Harmony team & Dieselship by purchasing original materials from us. Funds raised from your purchase will be invested in the future & career development of the rural youth. Visit us , www.harmonyteam.com Thanks, HarmonyTeam Greetings from Dieselship! Dieselship has been created with the idea of being a complete knowledge centre of merchant navy. The merchant navy is a unique profession which involves application of various sciences. Advances In science are taking place at a tremendous pace. The diverse nature of the industry rapid developments makes it difficult to obtain ample and good information. This view has been voiced by many in the marine industry. Dieselship.com was created on Sep 2007with the motive of being a beacon of knowledge enlightens many about the various aspects of the industry. We provide technical information on Engineering, Navigation &legal aspects pertaining to the maritime industry. We are the first website in the country to provide material for MOT exam preparation. The Study material is updated continuously. Study Materials &various other technical papers can be downloaded from the site. We at Dieselship believe in sharing knowledge. We invite you and everyone from your institute, company, and your friends to join our website. Membership is free!! Come sail with us!! Dieselship Team
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

QACL2 SHIP SAFETY & ENVIRONMENTAL PROTECTION DECLARATION

Though we have taken all steps to check the accuracy of answers you may find in-accuracy, spelling mistakes due to high volume of data processed. Since, these were DTP-ied by Non-Marine professionals, We suggest you to verify information contained with a professional licensed Marine engineer or an instructor or any knowledgeable person in maritime industry. Please take all steps necessary to ascertain that information on our printed material you receive from us or on our web pages from www.dieselship.com is correct and has been verified. PLEASE BE AWARE THAT ANY INFORMATION, QUESTIONS, ANSWERS, DIAGRAMS YOU MAY FIND IN DIESELSHIPS MATERIAL MAY BE INACCURATE, MISLEADING OR IN APPROPRIATE AT SOME INSTANCE. Dieselship is not uniformly peer reviewed; while readers may correct errors or remove erroneous suggestions, they have no legal duty to do so. All information found on the site is without any implied warranty of fitness for any purpose or use whatsoever. If an article contains suggestions regarding inaccuracy, remember that anyone can post this information on Dieselship. None of the authors, contributors, sponsors, administrators, or anyone else connected with Dieselship, in any way whatsoever, can be responsible for your use of the information contained in our printed material or linked from our web pages. No consequential damages can be sought against Dieselship, as it is a voluntary association of individuals formed to create freely licensed online educational and informational resources. This information is being given to you gratuitously and there is no agreement or understanding between you and Dieselship regarding your use or modification of this information. The DieselShip Team PLESE DO NOT XEROX / PHOTOCOPY THIS MATERIAL AS XEROX COPY WILL HAVE DARKER WATER MARK WHICH WILL MAKE READING UNCOMFORTABLE. HELP US BY BUYING ORIGIONAL MATERIALS FROM US. JUST CALL /SMS/EMAIL (09962777111 / 09786626237/ORDER@DIESELSHIP.COM) US WE WILL COURIER IT TO YOUR PREFERRED ADDRESS WHICH WILL REACH YOU WITHIN 72 HOURS.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

QACL2 SHIP SAFETY & ENVIRONMENTAL PROTECTION

SHIP SAFETY & ENVIRONMENTAL PROTECTION 1. Sketch and describe a Dry powder Fire Extinguisher (b) Suggest why in certain instances carbon dioxide and dry powder can be more of hazard than help in untutored hands. (5) (c) Suggest why dry powder is more effective than carbon dioxide for switchboard fires. (5) 2007/sr3 2010/sr2 2010/sr9

Dry powder acts to smother a fire in a similar way to a blanket. Owing to the great shielding properties of the powder cloud the operator can approach quite close to the fire The Sodium Bicarbonate powder will, due to the heat from the fire produce CO2 which should further assist in smothering the fire. The Sodium Bicarbonate powder will, due to the heat from the fire produce CO2 which should further assist in smothering the fire. The body contains approx. 4.5 kg of dry powder, this powder charge is principally Sodium Bicarbonate with some Magnesium Stearate added to prevent the powder from caking. The CO2 bottle contains about 60mg of CO2. When the plunger is depressed it pierces the CO2 bottle seal. CO2 then blows out the powder charge. Range is about 3-4 metres and duration of discharge about 15 seconds DRY-CHEMICAL EXTINGUISHERS. Dry-chemical extinguishers expel a finely powdered dry chemical which, on striking flame, releases many times its volume in nontoxic fire
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

QACL2 SHIP SAFETY & ENVIRONMENTAL PROTECTION

extinguishing gases similar to CO2. The powder consists principally of bicarbonate of soda which has been chemically processed to make if free flowing. The extinguishers contain a cartridge of CO2 or nitrogen (depending on size) to expel the dry chemical. These extinguishers can be used for electrical fires, both in rotating machinery and other equipment, since the powder is non-conducting and, is some types, nonabrasive. However, the powder remaining after the fire is extinguished is difficult to clean from motor or generator windings. These extinguishers are effective on fires of flammable liquids in vats and pools, spilled fires on floors, or in any situation where the compound stream can be swept across the burning surface. Where there is a possibility that personnel may be exposed to a drychemical discharge, suitable safeguards shall be provided to ensure prompt evacuation of such locations, and also to provide means for prompt rescue of any trapped personnel. The characteristics of carbon dioxide are such that certain precautionary measures are necessary. So far as safety to life is concerned, CO2, if not breathed in excessive amounts, is not dangerous, however, a concentrated atmosphere inhaled for several minutes will produce suffocation, Breathing a higher concentration than 9 percent CO2 can render a person helpless almost immediately. As CO2 can render a person helpless almost immediately. As CO2 design concentrations for fire extinguishing generally exceed 25 percent, it Is potentially dangerous for personnel to the in an area protected by a CO2 system. Also, the release of carbon dioxide into an enclosure causes a blinding storm of small crystals AND BUILDS UP CO2 concentration so rapidly that escape becomes nearly Impossible. CO2 portable extinguishers are used primarily for small electrical fires (Class C) and have limited effectiveness On Class B fires. Their use will be confined to Class B pool fires no greater than four square feet. Successful operation requires close approach due to the extinguishers characteristics short range (4 to 6 feet) Effectiveness. CO2 is not effective on substances that contain their own oxygen (oxidizing agents). Outside use. To be fully effective, the gas must be confined. For this reason, CO2 is not as effective outside as it in a confined space. This does not mean that it cannot be used outside. Possibility of reignition. Compared with water, carbon dioxide has a very limited cooling capacity. It may not cool the fuel below its ignition temperature and it is more likely than other extinguishing agents to allow reflash. Hazards. Although carbon dioxide is not poisonous to the human system, it is suffocating in the concentration necessary for extinguishment. A person exposed to this concentration would suffer dizziness and unconsciousness. Unless removed quickly to fresh air, the victim could die. ______________________________________________________________________
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

QACL2 SHIP SAFETY & ENVIRONMENTAL PROTECTION

2. (a) Describe with a sketch the working of a Dry powder portable fire extinguisher. (10) 116. With reference to equipment supplied to detect and combat cargo hold fires in dry cargo ship; (a) Describe, for a ship that carries dangerous cargo, the bridge based detection arrangement; (10) (b) State how fires are dealt with bearing in mind that cargo quantity varies (10) 2007/sr3 2006/sr4 2006/sr4 2010/sr9 2010/sr6

This system of smoke detection, alarm and Co2 flooding infrequently used for hold spaces and in some instances may be found as additional fire fighting equipment for engine room. For the detection of smoke 20 mm dia. Sampling pipes are led from various compartments in the vessel to a cabinet on the bridge. Air is drawn continuously through these pipes to the cabinet by suction fans, which deliver the air through a diverting valve into the wheel house. When a fire breaks out in a compartment smoke issues from the diverting valve into the wheelhouse, warning bridge personnel of the outbreak. Simultaneously, an electronic smoke detector in the cabinet sets off audible alarms, hence if the bridge is unoccupied (i.e. in port) the notice of outbreak of fire is still obtained. With the cabinet is a dark chamber, where the sampling pipes terminate in labeled chimneys. Diffused light illuminates strongly any smoke, issuing from a chimneys. Diffused light illuminates strongly any smoke, issuing from a chimney, hence the compartment which is affected by fire can easily be identified. Below the dark chamber in the
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

QACL2 SHIP SAFETY & ENVIRONMENTAL PROTECTION

cabinet is a well lighted compartment fitted with glass window and hinged flap cover. Inside this compartment, 13 mm dia glass tubes are fitted which are the ends of sampling pipes, these glass tubes protrude into metal chimneys in the dark. Chamber above. Small nylon propellers are visible inside the glass tubes in the lighted portion of the cabinet and when the fans are in operation these propellers will be seen to be continuously whirling indicating that the sampling tube is clear. b) Change over valves are generally situated inside the lower portion of the cabinet, one for each of the sampling pipes. To flood an affected compartment with Co2 gas, the operator would fires operate the appropriate change-over valve and secondary release the requisite number of Co2 cylinders for the compartment. Co2 gas would then pass through the sampling pipe to the space in which fire exists. Only the number of cylinders required for the hold should be released. Free volume of affected cargo hold is to be calculated (total volume of hold-volume of cargo) and 30% of which is required Co2 released. Specific volume of free Co2 is taken as 0.56 m/kg. So according to required volume of Co2, only that many cylinders are to be opened individually for release into the cargo hold instead of gang release. Normally cylinders contain 45.2kg Co2 Number of bottles to be released can be calculated easily from above data. ______________________________________________________________________ 3. (a) Describe with the aid of a sketch the release arrangement for a machinery space fixed fire fighting installation using CO2 State in your answer any special need for rapid delivery of the gas and the time permitted for discharge. (10) (b) Explain why evacuation of the machinery space is considered necessary before releasing. CO2 (10) 2007/sr3 2005/sr9 2010/sr9 Answer Quick release valve (Figure) is held in place by a hinged linkage arrangement until released.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Figure Valve type release Bottle pressure is normally about 52 bar (750 Ib/in2) but this varies with temperature. Bottles should not be stored where the temperature is likely to exceed 55C. The seal/bursting discs are designed to rupture spontaneously at pressures of 177 bar produced by a temperature of about 63C. The master valve prevents CO2 released in this way from reaching the engine room. Gas is released by the relief arrangement on the manifold, into the CO2 space where, in the event that the release was caused by a fire in the compartment, the fire would be extinguished. Question State in your any special need for rapid delivery of the gas and the time-permitted for discharge. Answer Rapid injection of CO2 is necessary to combat an engine room fire which has attained such magnitude that the space has to be evacuated. Hence the rule that 85% of the gas must be released within two minutes. The quantity of gas carried (a) must be sufficient to give a free gas volume equal to 40% of the volume of the space except where the horizontal casing area is less than 40% of the general area of the space, or (b) must give a free gas volume equal to 35% of the entire space, whichever is greater. The free air volume of air receivers may have to be taken into consideration. (b) Explain precautions to be taken prior release of CO2. Answer
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

QACL2 SHIP SAFETY & ENVIRONMENTAL PROTECTION

Before releasing the CO2, personnel must be accounted for and the engine room must be in a shut down condition with all openings and vent flaps closed The closing of all engine room openings and vent flaps will prevent entry of air to the space. All fans and pumps for fuel, can be shut down remotely as can valves on fuel pipes from fuel service and storage tanks. ______________________________________________________________________ 4. With respect to MARPOL 73/78, Annex II, Noxious liquid chemicals are divided into categories; (a) State the number of categories, and what does each category signify (10) (b) State the requirement of Procedures and Arrangements Manual, and what information is available. (10) 2005-2006/srEMG 2009/sr9 2006-2007/srEMG 2005/sr1 2010/sr9 Answer Regulation 6 Categorization and listing of noxious liquid substances and other substances 1. For the purpose of the regulations of this Annex, noxious liquid substances shall be divided into four categories as follows: 1. Category X: Noxious liquid substances X Which, if discharged into the sea from tank cleaning or de-ballasting operations, are deemed to present a major hazard to either marine resources or human health and, therefore, justify the prohibition of the discharge into the marine environment; 2. Category Y: Noxious liquid substances which, if discharged into the sea from tank cleaning or de-ballasting operations, are deemed to present a hazard to either marine resource or human health or cause harm to amenities or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into the marine environment; 3. Category Z: Noxious liquid substances which, if discharged into the sea from tank cleaning or de-ballsting operations, are deemed to present a minor hazard to either marine resources or human health and therefore justify less stringent restrictions on the quality and quantity of the discharge into the marine environment; 4. Other substances: Substance indicated as OS (Other Substances) in the pollution category column of chapter 18 of the International Bulk. Chemical Code which have been evaluated and found to fall outside category X, Y or Z as defined in regulation 6.1 of this Annex because they are, at present, considered to present no harm to marine resources, human health, amenities or other legitimate uses* of the sea when discharged into the sea from tank cleaning or de-ballasting operation. The discharge of bilge or ballast water or other residues or mixtures containing only substances referred to as Other Substances shall not be subject to any requirements of the Annex. The relevant text from the updated MARPOL Annex II is as follows:
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

QACL2 SHIP SAFETY & ENVIRONMENTAL PROTECTION

Regulation 14 Procedures and Arrangements Manual 1. Every ship certified to carry substances of Category X, Y or Z shall have on board a Manual approved by the administration. The Manual shall have a standard format in compliance with Appendix 4 to this Annex. In the case of a ship engaged in international voyages on which the language use is not English, French or Spanish, the text shall include a translation into one of these languages. 2. The main purpose of the Manual is to identify for the ships officers the physical arrangements and all the operational procedures with respect to cargo handling, tank cleaning, slops handling and cargo tank ballasting and deballasting which must be followed in order to comply with the requirements of this Annex. ______________________________________________________________________ 5. With reference to SOLAS Chapter III, (a) List the items to be included in muster lists and emergency instructions. (4) (b) List the items which were contained in the training manual of your last ship. (4) (c) Describe what maintenance are carried out on-board ships, of all life saving appliances. (6) (d) State the requirements for passenger muster stations. (3) (e) Describe the frequency of fire and boat drill, and how they should conducted. (3) 2009/sr12 2006-2007/srEMG 2007/sr9 2007/sr6 2007/sr5 2006/sr4 2005-2006/srEMG 2010/sr9 2010/sr4 2005/sr1 Muster list and emergency instructions 1.The muster list shall specify details of the general emergency alarm and public address system prescribed by section 7.2 of the Code and also action to be taken by crew and passengers when this alarm is sounded. The muster list shall also specify how the order to abandon ship will be given. 2.Each passenger ship shall have procedures in place for locating and rescuing passengers trapped in their staterooms. 3.The muster list shall show the duties assigned to the different members of the crew including: 1. Closing of the watertight doors, fire doors, valves, scuppers, sidescuttles, skylights, portholes and other similar openings in the ship; 2. equipping of the survival craft and other life-saving appliances; 3. Preparation and launching of survival craft; 4. general preparations of other life saving appliances 5. Muster of passengers; 6. use of communication equipment 7. manning of fire parties assigned to deal with fires; and
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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8. Special duties assigned in respect to the use of fire fighting equipment and installastions. 4. The muster ust shall specify which officers are assigned to ensure that life-saving and fire appliances are maintained in good condition and are ready for immediate use. 5. The muster list shall specify substitutes for key persons who may become disabled, taking into account that different emergencies may call for different actions. 6. The muster list shall show the duties assigned to members of the crew in relation to passengers in case of emergency. These duties shall include. 1. Warning the passengers; 2. Seeing that they are suitably clad and have donned their lifejackets correctly; 3. assembling passengers at must stations; 4. keeping order in the passageways and on the stairways and generally controlling the movements of the passengers; and 5. ensuring that a supply of blankets is taken to the survival craft. 6. The muster list shall be prepared before the ship proceeds two sea. After he muster list has been prepared, if any change takes place in the crew which necessitates an alteration in the muster list, the master shall either revise the list or prepare a new list. 7. The format of the muster list used on passenger ships shall be approved.

Regulation 20 Operational readiness, maintenance and inspections 1. This regulation applies to all ships. The requirements of paragraphs 3 and 6.2 shall be complied with, as far as is practicable, on ships constructed before 1 July 1986. 2. Operational readiness Before the ship leaves port and at all times during the voyage, all life saving appliances shall be in working order and ready for immediate use 3. Maintenance 3.1 Instructions for on-board maintenance of life-saving appliances complying with the requirements of regulation 36 shall provided and maintenance shall be carried out accordingly. 3.2The administration may accept, in lieu of the instructions required by paragraph 3.1, a shipboard planned maintenance programme which includes the requirements of regulation 36 4. Maintenance of falls
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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4.1 Falls used in launching shall be turned end for end at intervals of not more than 30 months and be renewed when necessary due to deterioration of the falls or at intervals of not more than five years, whichever is the earlier. 4.2 The Administration may accept in lieu of the end for ending required in paragraph 4.1, periodic inspection of the falls and their renewal whenever necessary due to deterioration or at intervals of not more than four years, whichever one is earlier. 5. Spares and repair Spares and repair appliance and their consumption and need equipment equipment shall be provided for life-saving components which are subject to excessive wear or to be replaced regularly.

6. Weekly inspection The following tests and inspections shall be carried out weekly: 1. all survival craft, rescue boats and launching appliances shall be visually inspected to ensure that they are ready for use; 2. all engines in lifeboats and rescue boats shall be run for a total period of not less than 3 min provided the ambient temperature is above the; minimum temperature required for starting and running the engine. During this period of time, it should be demonstrated that the gear box and gear box train are engaging satisfactorily. If the special characteristics of an outboard motor fitted to a rescue boat would not allow it to be run other than with its propeller submerged for a period of 3 min, it should be run for such [period as prescribed in the manufacturers handbook. In special cases the Administration may waive this requirement for ships constructed before 1 July 1986; and 3. the general emergency alarm system shall be tested. 7. Monthly inspections Inspection of the life-saving appliances, including lifeboat equipment, shall be carried out monthly using the checklist required by regulation 36.1 to ensure that they are complete and in good order. A report of the inspection shall be entered in the log book. 8. Servicing of inflatable liferafts, inflatable lifejackets, marine evacuation systems, and inflated rescue boats 8.1 Every inflatable liferaft, inflatable lifejacket, and marine evacuation system shall be serviced. 1. at intervals not exceeding 12 months, provided where in any case this is impracticable, the Administration may extend this period to 17 months; and 2. at an approved servicing station which is competent to service them maintains proper servicing facilities and uses only properly trained personnel.* 8.2 Rotational deployment of marine evacuation systems in addition to or in conjunction with the servicing intervals of marine evacuation systems required by paragraph 8.1, each marine evacuation system
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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should be deployed from the ship on a rotational basis at intervals to be agreed by the Administration provided that each system is to be deployed at least once every six years. 8.3 An Administration which approves new and novel inflatable liferaft arrangements pursuant to regulation 4 may allow for extended service intervals on the following conditions: 8.3.1 The new and novel liferaft arrangement has proved to maintain the same standard, as required by testing procedure, during extended service intervals. 8.3.2 The liferaft system shall be checked on board by certified personnel according to paragraph 8.1.1 8.3.3 Service at intervals not exceeding five years shall be carried out in accordance with the recommendations of the Organization.* 8.4 All repairs and maintenance of inflated rescue boats shall be carried out in accordance with the manufacturers instructions. Emergency repairs may be carried out on board the ship; however, permanent repairs shall be effected at an approved servicing station. 8.5 An administration which permits extension of liferaft service intervals in accordance with paragraph 8.3 shall notify the Organization of such action in accordance with regulation 1/5 (b) 9. Periodic servicing of hydrostatic release units Hydrostatic release units, other than disposable hydrostatic release units shall serviced: 1. at intervals not exceeding 12 months, provided where in any case this is impracticable, the Administration may extend this period to 17 months,* and 2. at a servicing station which is competent to service them, maintains proper servicing facilities and uses only properly trained personnel. 10. Marking of stowage location Containers, brackets, rocks, and other similar stowage locations for life saving equipment shall be marked with symbols in accordance with the recommendations of the Organization,1 indicating the devices stowed in that location for that purpose. If more than one device is stowed in that location, the number of devices shall also be indicated. 11. Periodic servicing of launching appliances and on-load release gear 11.1 Lounching appliances; 1. shall be serviced at recommended intervals in accordance with instructions for on-board maintenance as required by regulation 36; 2. shall be subjected to a through examination at intervals not exceeding 5 years; and 3. Shall upon completion of the examination in .2 be subjected to a dynamic test to the winch brake in accordance with paragraph 6.1.2.5.2 of the Code. 11.2 Lifeboat on-load release gear shall be
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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1. serviced at recommended intervals in accordance with instructions for on board maintenance as required by regulation 36; 2. Subjected to a thorough examination and test during the surveys required by regulation 1/7 and 1/8 by properly trained personnel familiar with the system; and 3. Operationally tested under a load of 1.1 times the total mass of the lifeboat when loaded with its full complement of persons and equipment whenever the release gear is overhauled. Such overhauling and test shallbe carried out at least once very five years.* Regulation 19 Emergency training and drills 1 This regulation applies to all ships 2 Familiarity with safety installations and practice musters 2.1 Every crew member with assigned emergency duties shall be familiar with these duties before the voyage begins. 2.2 On a ship engaged on a voyage where passengers and scheduled to be on board for more than 24 h, musters of the passengers shall take place within 24 h after their embarkation. Passengers shall be instructed in the use of the lifejackets and the action to take in an emergency 2.3 Whenever new passengers embark, a passenger safety briefing shall be given immediately before sailing, or immediately after sailing. The briefing shall include the instructions required by regulations 8.2 and 8.4, and shall be made by means of an announcement, in one or more languages likely to be understood by passengers. The announcement shall be made on the ships public address system, or by other equivalent means likely to be heard at least by the passengers who have not yet heard it during the voyage. The briefing may be included in the muster required by paragraph 2.2 if the muster is held immediately upon departure. Information cards or posters or video programmes displayed on ships viodeo displays may be used to supplement the briefing, but may not be used to replace the announcement. 3. Drills 3.1 Drills shall, as far as practicable, be conducted as if there were an actual emergency. 3.2 Every crew member shall participate in at least one abandon ship drill and one fire drill every month. The drills of the crew shall take place within. 24 h of the ship leaving a port if more than 25% of the crew have not participated in abandon ship and fire drills on board that particular ship in the previous month. When a ship enters service for the first time, after modification of a major character or when a new crew is engaged, these drills shall be held before sailing. The Administration may accept other arrangements that are at least equivalent for those classes of ships for which this is impracticable. 3.3 Abandon ship drill 3.3.1 each abandon ship drill shall include:
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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1. Summoning of passengers and crew to muster stations with the alarm required by regulation 6.4.2 followed by drill announcement on the public address or other communication system and ensuring that they are made aware of the order to abandon shipr 2. reporting to stations and preparing for the duties described in the muster list; 3. checking that passengers and crew are suitably dressed, A checking that lifejackcts are correctly donned; 4. lowering of at least one lifeboat after any necessary preparation for launching; 5. starting and operating the lifeboat engine; 6. operation of davits used for launching liferafts; 7. a mock search and rescue of passengers trapped in their staterooms; and 8. instruction in the use of radio life-saving appliances 3.3.2 Different lifeboats shall, as far as practicable, be lowered in compliance with the requirements of paragraph 3.3.1.5 at successive drills. 3.3.3 except as provided in paragraphs 3.3.4 and 3.3.5, each lifeboat shall be launched with its assigned operating crew aboard and manoeuvred in the water at least once every three months during an abandon ship drill. 3.3.A lowering into the water, rather than lounching of a lifeboat arranged, forfree-fall launching, is acceptable where free-fall launching is impracticable provided the lifeboat is free-fall launched with its assigned operating crew aboard and manoeuvred in the water at least once ever six months. However, in cases where it is impracticable, the Administration may extend this period to 12 months provided that arrangements are made for simulated launching which will take place at intervals of not more than six months. 3.3.5 The Administration may allow ships operating on short international voyages not to launch the lifeboats on one side if their berthing arrangements in port and their trading patterns do not permit launching of lifeboats on that side. However, all such lifeboats shall be lowered at least once every three months and launched at least annually. 3.3.6 As far as is reasonable and practicable, rescue boats other than lifeboats which are also rescue boats, shall be launched each month with their assigned crew aboard and maneuvered in the water. In all cases this requirement shall be complied with at least once every three months.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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3.3.7 If lifeboat and rescue boat launching drills are carried out with the ship making headway, such drills shall, because of the dangers involved, be practiced is sheltered waters only and under the supervision of an officer experienced in such drills.*

3.3.8 If a ship is fitted with marine evacuation systems, drills shall include exercising of the procedures required for the deployment of such a system up to the point immediately preceding actual deployment of the system. This aspect of drills should be augmented by regular instruction using the onboard training aids required by regulation 35.4 Additionally every system party member shall, as far as practicable, be further trained by participation in a full deployment of a similar system into water, either on board a ship or ashore, at intervals of not longer than two years, but in no case longer than three years. This training can be associated with the deployments required by regulation 20.8.2 3.3.9 Emergency lighting for mustering and abandonment shall be tested at each abandon ship drill. 3.4 Fire drills 3.4.1 Fire drills should be planned in such a way that due consideration is given to regular practice in the various emergencies that may occur depending on the type of ships and the cargo. 3.4.2 Each fire drill shall include: 1. Reporting to stations and preparing for the duties described in the muster list required by regulation 8; 2. Starting of a fire pump, using at least the two required jets of water to show that the system is in proper working order; 3. Checking of firemans outfit and other personal rescue equipment; 4. checking of relevant communication equipment, 5. Checking the operation of watertight doors, fire doors, fire dampers and main inlets and outleft of ventilation systems in the drill area; and 6. checking the necessary arrangements for subsequent abandaig of the ship. 3.4.3 The equipment used during drills shall immediately be brought back to its fully operational condition and any faults and defects discovered during the drills shall be remedied as soon as possible. 4. On-board training and instructions 4.1 On-board training in the use of the ships life-saving appliances, including survival craft equipment, and in the use of the ships fire extinguishing appliances shall be given as soon as possible but not later than two weeks after a crew member joins the ship. However, if the crew member is on a regularly scheduled rotating assignment to the
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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ship, such training shall be given not later than two weeks after the time of first joining the ship. Instructions in the use of the ships fire-extinguishing appliances, life-saving appliances, and in survival at sea shall be given at the same interval as the drills. Individual instruction may cover different parts of the ships life-saving and fire-extinguishing appliances, but all the ships life-saving and fire-extinguishing appliances, shall be covered within any period of two months. 4.2 Every crew member shall be given instructions which shall include but not necessarily be limited to: 1. operation and use of the ships inflatable liferafts; 2. problems of hypothermia, first-aid treatment for hypothermia and other appropriate first-aid procedures; 3. special instructions necessary for use of the ships life saving appliances in severe weather and severe sea conditions; and 4. Operation and use of fire-extinguishing appliances 4.3 On-board training in the use of davit-launched liferafts shall take place at intervals of not more than foiir months on every ship fitted with such appliances. Whenever practicable this shall include the inflation and lowering of a liferaft. This liferaft may be a special liferaft intended for training purposes only, which is not part of the ships life-saving equipment; such a special liferaft shall be conspicuously marked. 5. Records The date when musters are held, details of abandon ship drill and fire drills, drills of other life-saving appliances and on board training shall be recorded in such log look as may be prescribed by the administration. Regulation 20 Fire control plans* and fire drills (This regulation applies to all ships) 1. In all ships general arrangement plans shall be permanently exhibited for the guidance of the ships officers, showing clearly for each deck the control stations, the various fire sections enclosed by A class divisions, the sections enclosed by B class divisions together with particulars of the fire detection and fire alarm systems, the sprinkler installation, the fire extinguishing appliances, means of access to different compartments, decks, etc. and the ventilating system including particulars of the fan control positions, the position of dampers and identification numbers of the ventilating fans serving each section. Alternatively, at the discretion of the Administration, the aforementioned details may be set out in a booklet, a copy of which shall be supplied to each officer, and one copy shall at all times be available on board in an accessible position. Plans and booklets shall be kept up to date, any alterations being recorded thereon as soon as practicable. Description
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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in such plans and booklets shall be in the official language of the flag state. If the language is neither English nor French, instructions concerning the maintenance and operation of all the equipment and installations on board for the fighting and containment of fire shall be kept under one cover, readily available in an accessible position. 2.In all ships a duplicate set of fire control plans or a booklet containing such plans shall be permanently stored in a prominently marked weather-tight enclosure outside the deckhouse for the assistance of shore side fire-fighting personnel.* 3. Fire drills shall be conducted in accordance with the provisions of regulation 111/19 4. In ships carrying more than 36 passengers, plans and booklets required by this regulation shall provide information regarding fire protection fire detection and fire extinction based on the guidelines issued by the Organization.11 ______________________________________________________________________ 6. State the various documents that a port State control officer would ask for during PSC inspection. List of life saving appliances and fire fighting equipments which are likely to be inspected by port state control officer. 2010/sr9 2010/sr4 Answer At the initial inspection the port State control officer will, as a minimum and to the extent applicable, examine the following documents. 1. International Tonnage Certificate (1969); 2. Passenger Ship Safety certificate; 3. Cargo ship Safety Construction certificate; 4. Cargo Ship Safety Equipment Certificate; 5. Cargo Ship Safety Radio-Certificate; 6. Exemption certificate and any list of cargoes (as per SOLAS II2/53.1.3); 7. Cargo Ship Safety Certificate; 8. Document of Compliance (SOLAS 74 , Regulation II-2/54) 9. Dangerous Goods, special list or manifest, or detailed stowage plan; 10. International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk, or the certificate of Fitness for the carriage of Liquefied gases in Bulk, which-ever is appropriate; 11. International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk, or the Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk, whichever is appropriate; 12. International Oil Pollution Prevention Certificate for the Carriage of Noxious substances in Bulk; 14. International Load Certificate (1966) 15. International Load Line Exemption Certificate 16. Oil Record Book, parts I and II; 17. Shipboard Oil Pollution Emergency Plan 18. Cargo Record Book;
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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19. Minimum Safe Manning Document; 20. Certificates issued in accordance with STCW Convention; 21. Medical certificates (see ILO Convention No 73); 22. Table of shipboard working arrangements (see ILO Convention No. 180 and STCW 95) 23. Records of hours of work or rest of seafarers (see ILO Convention No. 180) 24. Stability information; 25. Copy of Document of Compliance and Safety Management Certificate issued in accordance with the International Management Code for the Safe Operation of Ships and for Pollution Prevention; 26. Certificates as to the ships hull strength and machinery installations issued by the classification society in question (only to be required if the ship maintains its class with a classification society); 27. Survey Report Files (in case of bulk carriers or oil tankers); 28. For ro-ro passenger ships, information on the A/A-max ratio; 29. Document of authorization for the carriage of grain; 30. Special Purpose ship safety certificate; 31. High Speed Craft Safety Certificate and Permit to Operate High Speed Craft; 32. Mobile Offshore Drilling Unit Safety Certificate; 33. For oil tankers, the record of oil discharge monitoring and control system for the last ballast voyage; 34. The muster list, fire control plan, and for passenger ships, a damage control plan, a decision-support system for the master (printed emergency plan); 35. Ships log book with respect to the records of drills including security drills, and the log for records of inspection and maintenance of lifesaving appliances and arrangements and fire fighting appliances and arrangements; 36. Reports of previous port State control inspections; 37. Cargo securing Manual; 38. For passenger ships, List of operational limitations; 39. For passenger ships, a Plan for co-operation with SAR services; 40. Bulk Carrier Booklet, 41. Loading/Unloading Plan for bulk carriers; 42. Garbage Management Plan; 43. Garbage Record Book; 44. Certificate of insurance or any other financial security in respect of civil liability for oil pollution damage. 45. International Ship Security Certificate (ISSC); 46. Continuous Synopsis record. ______________________________________________________________________ 7. (a) List the items which are contained in the training manual pertaining to life saving appliances. (5) (b) Describe the frequency of abandon ship drills and fire drills and how they should be conducted. (5) (c) State the regulation regarding the maintenance of life boat falls(5)
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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(d) List the LAS the LSA to be carried by all ships (5) 2010/sr3 2009/sr12 2008/sr3 2008/sr1 2007/sr5 2007/sr1 2006/sr1 2006/sr4 2006/sr5 2006/sr9 2005/sr7 2010/sr9 Answer List of items contained in the training manual of L.S.A. INFORMATION REGARDING DETAILED EXPLAINATION OF THE FOLLOWING Donning instruction of lifejacket, immersion suit, thermal protective aids etc. Procedure to lower the survival craft i.e. life boat or rescue boat or life raft Method of recovery of survival craft and rescue boat along with stowage and securing Methods of retrieval including helicopter rescue or with rescue gear such as slings baskets etc. Any other function contained in muster list and emergency instrument Method of lowering of survival craft with person inside craft Muster at assigned station Release from launching appliance Illumination of launching area Use of survival equipment Use of all detection equipment such as hand flares, rocket etc. Use and method of device for protection in launching areas. Instruction for emergency repairs of life saving appliances Best use of survival craft to survive 3.3 Abandon ship drill 3.3.1 Each abandon ship drill shall include. 1. Summoning of passengers and crew to muster stations with the alarm required by regulation 6.4.2 followed by drill announcement on the public address or other communication system and ensuring that they are made aware of the order to abandon shipr 2. reporting to stations and preparing for the duties described in th muster list; 3. Checking that passengers and crew are suitably dressed; A checking that lifejackcts are correctly donned 4. lowering of at least one lifeboat after any necessary preparation for launching; 5. Starting and operating the lifeboat engine; 6. Operation of davits used for launching liferafts; 7. a mock search and rescue of passengers trapped in their staterooms; and 8. instruction in the use of radio life-saving appliances. 3.3.2 Different lifeboats shall, as far as practicable, be lowered in compliance with the requirements of paragraph 3.3.1.5 at successive drills. 3.3.3 Except as provided in paragraphs 3.3.4 and 3.3.5, each lifeboat shall be launched with its assigned operating crew aboard and manoeuvred in the water at least once every three months during an abandon ship drill.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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3.3.A Lowering into the water, rather than launching of a lifeboat arranged, for free-fall launching, is acceptable where free-fall launching is impracticable provided the lifeboat is free-fall launched with its assigned operating crew aboard and manoeuvred in the water at least once every six months. However, in cases where it is impracticable, the Administration may extend this period to 12 months provided that arrangements are made for simulated launching which will take place at intervals of not more than six months. 3.3.5 The administration may allow ships operating on short international voyages not to launch the lifeboats on one side if their berthing arrangements in port and their trading patterns do not permit launching of lifeboats on that side. However, all such lifeboats shall be lowered at least once every three months and launched at least annually. 3.3.6 As far as is reasonable and practicable, rescue boats other than lifeboats which are also rescue boats, shall be launched each month with their assigned crew aboard and manoeuvred in the water. In all cases this requirement shall be complied with at least once every three months. 3.3.7 If lifeboat and rescue boat launching drills are carried out with the ship making headway, such drills shall, because of the dangers involved, be practiced in sheltered waters only and under the supervision of an officer experienced in such drills.* 3.3.8 If a ship is fitted with marine evacuation systems, drills shall include exercising of the procedures required for the deployment of such a system up to the point immediately preceding actual deployment of the system. This aspect of drills should be augmented by regular instruction using the on board training aids required by regulating 35.4. Additionally every system party member shall, as far as practicable, be further trained by participation in a full deployment of a similar system into water, either on board a ship or ashore, at intervals of not longer than two years, but in no case longer than three years. This training can be associated with the deployments required by regulation 20.8.2. 3.3.9 Emergency lighting for mustering and abandonment shall be tested at each abandon ship drill. 3.4 Fire drills 3.4.1 Fire drills should be planned in such a way that due consideration is given to regular practice in the various emergencies that may occur depending on the type of ships and the cargo. 3.4.2 Each fire drill shall include; 1. Reporting to stations and preparing for the duties described in the muster list required by regulation 8; 2. Starting of a fire pump, using at least the two required jets of water to show that the system is in proper working order;
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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3. Checking of firemans outfit and other personal rescue equipment; 4. Checking of relevant communication equipment; 5. Checking the operation of watertight doors, fire doors, fire dampers and main inlets and outlets of ventilation systems in the drill area; and 6. Checking the necessary arrangement for subsequent abandoaing of the ship. 3.4.3 The equipment used during drills shall immediately be brought back to its fully operational condition and any faults and defects discovered during the drills shall be remedied as soon as possible. Maintenance of life boat falls SOLAS CHAPTER III REGULATION 20 Falls used should be turned end to end at interval of not more than 30 months and renewed when necessary due to deterioration of falls or at interval not more than 5 years. The administration may accept in lieu of end for ending required as above a periodic inspection of falls and their renewal when it is deteriorated or at interval not more than 4 years which ever is earlier. Radio life saving appliances. 2 ways radio telephone apparatus Radar transponder. Distress flares Rocket parachutes. Personal life saving appliance Life buoy Life jackets Immersion suit Thermal protective aid Survival craft Lifeboats Life rafts Rescue boat Line throwing apparatus ______________________________________________________________________ 8. Explain why weighted cocks fitted on tank sounding pipes, Answer Cock and valves are designed to control or interrupt flow. This is done is cocks by rotating the plug and in valves by lowering, raising or rotating a disc in relation to a seating surface or by controlling the movement of a ball Cocks

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Figure Example of a sleeve-packed cock

A cock may be straight-through, right-angled or open-bottomed as required by its situation in a pipe system. Its plug may be tapered or parallel with tightness achieved by lapping in or by resilient packing material (Figure 4.a) often in the form of a ready made sleeve. In machinery spaces, the short sounding pipes for fuel or lubricating oil tanks must be fitted with cocks having parallel as opposed to tapered plugs. This, together with the requirement for weighted handles which will automatically close the cock when released, is for safety. Tapered plugs, when tightened to hold the cock open for sounding and then forgotten, have contributed to fires when tanks have overflowed. Remote operated gear for bilge valve In the case of flooding of engine room it is not possible to operate the valve from local position it can be operated remotely Emergency bilge valve is operated remotely Ventilation pipe While deballasting air should entre from outside to prevent vacuum formation in tank and during ballasting air must escape to prevent tank getting pressurized otherwise tank will collapse. During rolling and pitching tank level continuously changes since mass of water movement which leads to development of air pr or vacuum. At this point air should entre to release vacuum or should go out to avoid over pressurization. Gauze are made of some good conducting material such as copper M.S. or S.S. They act as flame arrestor because of expanded surface of gauze flame front will get cooled down and there by extinguish the flame thus
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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preventing flame spark from outside from entering the tank and preventing fire and explosion. If the mesh size is too big then efficiency of flame trap will reduce and it will not serve the purpose for which it is fitted. If too small it will get chocked due to rush cargo dust hence tank will get pressurized and it will affect the functioning of vent Hence tanks may over pressurizes or go into vaccum condition. ______________________________________________________________________ 9. Considering that the engine room is the most common single space on board ship for fires to out, discuss the merits and demerits of following fixed fire fighting systems:(a) Carbon dioxide (7) (b) Pressure water spray (7) (c) High expansion foam. (6) 2010/sr3 2009/sr12 2008/sr8 2007/sr2 2006/sr1 2006/sr6 2011/sr1 Answer (a) Carbon dioxide Merits Gas is clean and causes no damage Well known and well understood Simple to operate Suitable for machianary space and cargo space Suitable for deep rooted fire such as burring sludge Demerits If sealing of compartment it not adequate then fire is not completely extinguished The space has to be completely evacuated if not then fatal for human life Not suitable for smoldering fire It has no-cooling effect Delay before application due to evacuation of space is required Entry into space after extinguishing takes considerable time along with breathing apparatus is required (b) Pressure water-spray Merits Good cooling effect on fire thus good knocking down property It covers a large surface area in engine room Can be applied without any delay No need to evacuate the engine room Adequate and uninterrupted supply of water is available Personal can be rescued very easily by entering the engine room Immediate entry fire is extinguished. Demerits It affects certaing delicate equipment Creates stability problem due to accumulation of water Electrical equipment insulation resistance drops down
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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(c) High expansion foam Merits It is simple to operate Versatile Does not damage any equipment Once positioned very little physical exertion is required Has no stability problem Has some cooling effect Demerits It will not flow against pressure above atom pressure arrangement are to be made for venting the protected space is filled with foam. Once engine room fire is developed since foam is put from carried away by convention current Heat radiation rapidly destroys the foam surface there filling Rate is required.

therefore whilst it top it is fore high

10. With reference to an automatic water sprinkler, fire detecting, alarm and extinguishing system for accommodation spaces : (i) Sketch a typical system (ii)Describe the operation of this system State the sources of water available 2010/sr7 Answer

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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(ii) Describe the operation of this system The sprinkler is an automatic fire detecting, alarm and extinguishing system that is constantly on guard to deal quickly and effectively with any out break of fire that may occur in a accommodation or any other spaces. The system shown (Figure) has a pressure tank which is kept part-filled with fresh water and pressurized to 8 bar by compressed air. When the pressure drops below 5.5 bar, a salt water pump cuts in automatically so that if the sprinklers operate a supply of water is maintained. Each installation is divided into sections containing up to 200 sprinkler heads and each section has an alarm valve. When a head comes into operation the non-return alarm valve for the section opens and water flows to the sprinkler head. This nonreturn valve also uncovers the small bore alarm pipe lead and water passes through this small bore alarm pipe to a rubber diaphragm. The water pressure acts upon the diaphragm and this operates a switch which causes a break in the continuously live circuit. Alarms, both visible and audible, fitted in engine room, bridge are crew space are then automatically operated. Stop valves, A and B are locked open and if either of these valve are inadvertently closed switch will be operated that brings the alarms into operation. The alarm system can be tested by opening valve C which allows a delivery of water similar to that of one sprinkler head to flow to drain.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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State the sources of water available. Water is supplied from an air pressurized water tank (thus the system functions without electrical power), this water is fresh water to minimize damage. The tank is half filled with water and the rest is compressed air at pressure sufficient to ensure that all the water is delivered to the highest sprinkler at sprinkler head working pressure. Once this source of water is exhausted, falling main pressure is detected by a pressure switch. This activates a sea water supply pump. A valve is fitted on the system to allow proper testing of this function. After sea water has entered the system proper flushing with fresh water is required to prevent corrosion. A shore connection may be connected to the system to allow function during dry-dock. Describe the sprinkler head and its operation

Each sprinkler head is made up of a steel cage fitted with a water deflector, a quartzoid bulb, which contains a highly expansible liquid, is retained by the cage. The upper end of the bulb presses against a valve assembly which incorporates a soft metal seal. When the quartzoid bulbs are manufactured, a small gas space is left inside the bulb so that if the bulb is subject to head, the liquid expands and the gas space diminishes. This will generate pressure inside the bulb and the bulb will shatter once a predetermined temperature (and hence pressure) is reached. Once the bulb is shattered the valve assembly falls permitting water to be discharged from the head, which strikes the deflector plate and sprays over a considerable area. State how the temperature rating of the sprinkler head is determined Generally the operating temperature range permitted for these bulbs is 68C to 93C but the upper limit of temperature can be increased. This would depend upon the position where the sprinkler head or heads are to be sited. Quartzoid bulbs are manufactured in different colours, the colour indicates the temperature rating for the bulb: e.g.: Rating colour: 68C Yellow; 93C Green. (c) State the action that should be taken after the use of sea water in the fire fighting system. Answer Sea water has entered the system proper flushing with fresh water is required to prevent corrosion
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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______________________________________________________________________ 11. State the causes of scavenge fire in a two-stroke engine and explain how the possibility of such an occurrence can be reduced. If a scavenge fire does occur what action should be taken? Discuss the use of CO2 and dry powder for extinguishing such a fire and describe a fixed installation or applying one of these chemicals 2010/sr3 2009/sr3 2009/sr2 2009/sr1 2008/sr9 2008/sr? 2008/sr1 2005/sr7 20062007/sr2 2006/sr2 2006/sr3 2006/sr4 2005/sr1 2005/sr? 2010/12 2007/srEMG 2010/sr7 2010/sr6

SCAVENGE FIRE: Carbonized lube oil, unburned fuel oil and carbon from the residual products of the combustion spaces are accumulated in the scavenge spaces with the running of the engine. Under certain faulty running condition of the engine, these may ignite causing afire in the enclosed scavenge space, known as scavenge fire. Factory Contribute to the Scavenge Fire: 1. Blow past of combustion products caused bya) Leaky sticky or broken piston rings. b) Bodily worn out liner, scoring or scuffing at the liner surface c) Faulty cylinder lubrication (i.e quantity, quality or timing) d) insufficient exial clearance of piston rings 2. Overheated piston dissipates heat to the under piston area caused by a) Faulty atomization and injection pressure b) Faulty fuel pump timing. c) Loss of compression d) Engine overload. c) Failure of coolant circulation or insufficient cooling due to formation of scale. 3. a) b) c) d) 4. a) b) c) Blow back of exhaust gases caused by Exhaust back pressure or carbon deposits on exhaust ports. Fouling of grid before turbine inlet1 Fouling of turbine blades. Choking of EGB or economizer gas outlet Sometimes contain fuel oil due to Defective fuel injectors Incorrect pressure setting of injectors. Fuel particles landing on the cylinder liner. to the

5. Excessive cylinder lubrication which is drained down scavenge spaces. 6. Oxygen plentiful during engine operation. 7. Fouled scavenge manifold. Prevention of scavenge fire: 1. Clean scavenge space and drain at regular interval.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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2. Keep scavenge space drain open at regular interval. 3. Excess cylinder lubrication must b avoided 4. In case of timed lubrication, the time has to be checked as per PMS. 5. Piston rings must be properly maintained and lubricated adequately. 6. Piston rod stuffing box must be maintained to prevent oil ingress in the scavenge space. 7. Prolong engine or any cylinder over loading must be avoided. 8. Cylinder liner wear must be within admissible limit Action to be taken: 1. Reduce engine speed and inform bridge 2. Cut off fuel supply to the affected unit and shut off valves 3. Cylinder lubrication is increased. 4. Coolant flow through jacket and piston is maintained. 5. Drains to be shut to prevent flow of spark in engine room. 6. Keep clear of scavenge space relief door to prevent human Injury. As per regulation at least 2 bottles are to be installed for extinguishing fire one bottle is sufficient but for extinguishing fire in all scavenge space 2 bottles may be needed. Procedure of admission of CO2 Stop engine, auxiliary blower Cover T/C suction filters Shut all scavenge drains Open CO2 admission valve on respective scavenge space. Open the CO2 cylinder valve and admit CO2 Carry out boundary cooling For extinguishing fire in scavenge space CO2 OR Dry powder can be used CO2 is preferred followed by dry powder Dry powder residue cleaning is difficult.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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______________________________________________________________________ 12. With reference to MARPOL 73/78 (a) Which areas are recognized as special areas. 2009/sr3 2007/sr4 2007/sr2 2005/sr4 2010/sr7 Special area means a sea area where for recognized technical reasons is relation to its ocean graphical and ecological condition and to the particular character of its traffic the adoption of special mandatory methods for the prevention of sea pollution by oil is required. For the purpose of this Annex, the special areas are defined as follows:
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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1. The Mediterranean Sea area means the Mediterranean Sea proper including the gulfs and seas therein with the boundary between the Mediterranean and the Black sea constituted by the 41N parallel and bounded to the west by the Straits of Gibraltar at the meridian of 00536W; 2. The Baltic Sea area means the Baltic Sea proper with the Gulf of Bothnia, the Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at 5744.8N; 3. The Black Sea area means the Black Sea proper with the boundary between the Mediterranean Sea and the Black Sea constituted by the parallel 41N; 4. The Red Sea area means the Red sea proper including the Gulfs of Suez and Aqaba bounded at the south by the rhumb line between Ras si Ane (1228.5N, 04319.6E) and Husn Murad (1240.4N, 04330.2E); 5. The Gulfs area means the sea area located north-west of the rhumb line between Ras al Hadd (2230N, 05948E) and Ras al Fasteh (2504N, 06125E); 6. The Gulf of Aden area means that part of the Gulf of Aden between the red Sea and the Arabian Sea bounded to the west by the rhumb line between Ras si Ane (1228.5N, 04319.6E) and Husn Murad (1240.4N, 04330.2'E) and to the east by the rhumb line between ras Asir (1150'N, 05116.9'E) and the Ras Fartak (1535'N, O5213'.8'E); 7. The Antarctic area means the sea area south of latitude 60S; and 8. The North West European waters include the North Sea and its approaches, the Irish Sea and its approaches, the Celtic Sea, the English Channel and its approaches and part of the North east Atlantic immediately to the west of Ireland. [The area is bounded by lines joining the following points: 4827'N on the French coast 4827'N; 00625'W 4952'W 4952'N; 00744 W 5030'N; 012W 5630'N; 012W62N; 003 W62N on the Norwegian coast 5744.8'N on the Danish and Swedish coasts. 9 the oman area of the Arabian Sea means the sea aea enclosed by the following coordinates: 2230.00'N; 05948.00' E23 47.27'N; 06035.73'E 2240.62'N; 06225.29'E 2147.40'N; 06322.22' E20 30.37'N; 06252.41'E 1945.90'N; 06225.97'E 1849.92'N; 06202.94' E17 44.36'N; 06105.53'E 1643.71'N; 06025.62'E 1603.90'N; 05932.24' E15 15.20'N; 05858.52'E 1436.93'N; 05810.23'E 1418.93'N; 015727.03' E14 11.53'N; 05653.75'E 1353.80'N; 05619.24'E 13 45.86'N; 05554.53'E 1427.38'N; 005451.42'E 1440.10'N; 05427.35'E 14 46.21'N; 05408.56'E 1520.74'N; 05338.33'E 1548.69'N; 05332.07'E E23 47.27'N; 06035.73'E 2240.62'N; 06225.29'E 2147.40'N; 06322.22' 16 23.02'N; 05314.82'E 1639.06'N; 05306.52'E]
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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With respect to Annex 1 of MARPOL 73/78 Convention, state the requirements for pumping out. Machinery space bilges; At sea In port In special areas Discharges outside special areas Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall be prohibited except except when all the following conditions are satisfied. 1. The ship is proceeding en route; 2. The oil mixture is processed through an oil filtering equipment meeting the requirements of regulation 14 of this Annex; 3. The oil content of the effluent without dilution does not exceed 15 parts per million; 4. The oily mixture does not originate from cargo pump room bilges on oil tankers; and 5. The oily mixture, in case of oil tankers, is not mixed with oil cargo residues. Discharges in special areas Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall be prohibited except except when all of the following conditions are satisfied: 1. The ship is proceeding en route; 2. The oil mixture is processed through an oil filtering equipment meeting the requirements of regulation 14.7 of this Annex; 3. The oil content of the effluent without dilution does not exceed 15 parts per million; 4. The oil mixture does not originate from cargo pump room bilges on oil tankers; and 5. The oil mixture, in case of oil tankers, is not mixed with oil cargo residues. 4 In respect of the Antarctic area, any discharge into the sea of oil or oily mixtures from any ship shall be prohibited. 5 Nothing in this regulation shall prohibit a ship on a voyage only part of which is in a special area from discharging outside a special area in accordance with paragraphs 2 of this regulation. General requirements. Whenever visible traces of oil are observed on or below the surface of the water in the immediate vicinity of a ship or its wake, governments of parties to the present Convention should, to the extent they are reasonably able to do so, promptly investigate the facts bearing on the issue of whether there has been a violation of the provisions of this regulation. The investigation should include, in particular, the wind and sea conditions, the track and speed of the ship, other possible sources of the visible traces in the vicinity, and any relevant oil discharge records. No discharge into the sea shall contain chemicals or other substances in quantities or concentrations which are hazardous to the marine environment or chemicals or other substances introduced for the
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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purpose of circumventing the conditions of discharge specified in this regulations. The oil residues which cannot be discharged into the sea in compliance with this regulation shall be retained on board for subsequent discharge to reception facilities. ______________________________________________________________________ 13. With reference to a periodically unattended machinery space of an oil tanker discuss the requirements for(a) Protection against flooding. (10) (b) Control of propulsion machinery from the navigating bridge. (10) 2009/sr3 2007/sr2 2010/sr7 Protection against flooding 1. Bilge wells in periodically unattended machinery spaces shall be located and monitored in such a way that the accumulation of liquids is detected at normal angles of trim and heel, and shall be large enough to accommodate easily the normal drainage during the unattended period. 2. Where the bilge pumps are capable of being started automatically, means shall be provided to indicate when the influx of liquid is greater than the pump capacity or when the pump is operating more frequently than would normally be expected. In these cases, smaller bilge wells to cover a reasonable period of time may be permitted. Where automatically controlled bilge pumps are provided, special attention shall be given to oil pollution prevention requirements. 3. The location of the controls of any valve serving a sea inlet, a discharge below the waterline or a bilge injection system shall be so sided as to allow adequate time for operation in case of influx of water to the space, having regard to the time likely to be required in order to reach and operate such controls. If the level to which the space could be come flooded with the ship in the fully loaded condition so requires, arrangements shall be made to operate the controls from a position above such level. Control of propulsion machinery from the navigation bridge 1. Under all sailing conditions, including manoeuvring, the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigation bridge. 1.1 Such remote control shall be performed by a single control device for each independent propeller, with automatic performance of all associated services, including, where necessary, means of preventing overload of the propulsion machinery. 1.2 The main propulsion machinery shall be provided with an emergency stopping device on the navigation bridge which shall be independent of the navigation bridge control system.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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2. Propulsion machinery order from the navigation bridge shall be indicate in the main machinery control room at the propulsion machinery control position as appropriate. 3. Remote control of the population machinery shall be possible only from one location at a time; at such locations interconnected control positions are permitted. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigation bridge and machinery spaces shall be possible only in the main machinery space or in the main machinery control room. The system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another. 4. It shall be possible for all machinery essential for the safe operation of the ship to be controlled from a local position, even in the case of failure in any part of the automatic or remote control systems. 5. The design of the remote automatic control system shall be such that in case of its failure an alarm will be given. Unless the administration considers it impracticable, the present speed and direction of thrust of the propeller shall be maintained until local control is in operation. 6. Indicators be fitted on the navigation bridge for: 1. Propeller speed and direction of rotation in the case of fixed pitch propellers;or 2. Propeller speed and pitch position in the case of controllable pitch propellers. 7. The number of consecutive automatic attempts which fail to produce a start shall be limited to safeguard sufficient starting air pressure. An alarm shall be provided to indicate low starting air pressure set at a level which still permits starting operations of the propulsion machinery. ______________________________________________________________________ 14. Suggest some measure of disposing ships waste and garbage on board 2010/7 2009/sr3 DISPOSAL Depending on factors such as the type of ship, area of operation, and size of crew, ships may be equipped with incinerators, compactors, comminuters or other devices for shipboard garbage processing.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Appropriate members of the crew should be assigned for operating this equipment on a schedule commensurate with ship needs. Use of such processing equipment makes it possible to discharge certain garbage at sea which otherwise would not be permitted, reducing shipboard space for storing garbage, making it easier to off load garbage in ports, and enhancing assimilation of garbage discharge into the marine environment. Compactors Compactors make garbage easier to store, to transfer to port reception facilities and to dispose of at sea when discharge limitations permit. Comminuters Ships operating primarily beyond 3 nautical miles from the nearest land are encouraged to install and use comminuters to grind food wastes to a particle size capable of passing through a screen with openings no larger than 25 millimeters. Such a process is recommended even beyond 12 nautical miles because the particle size hastens assimilation into the marine environment. Incinerators Marine incinerators are predominantly designed for intermittent operation, hand fired and fed by hand. The ash or vapor may be hazardous. Attention is drawn to the separate, but related requirements, of MARPOL Annex VI which entered into force on 19 May 2005 and requires that all shipboard incinerators installed on or after 01 January 2000 on ships that are flying the flag of MARPOL Annex VI signatory State to be approved by the Administration based on the requirements contained in IMO Resolution MEPC 76 (40) on Standard Specification for shipboard Incinerators. Such incinerators must also be operated within the limits laid down in Appendix IV of MARPOL Annex VI. Annex VI prohibits the incineration of MARPOL Annex I, II III cargo residues, related contaminated packing materials, polychlorinated biphenyls (PCB ), garbage contaminated with more than traces of heavy metals and refined petroleum products containing halogen compounds. The incineration of sewage sludge and sludge oil, generated during the normal operation of the ship, is allowed in main or aumiliary power plant or boilers under Annex VI, but incineration by such methods is banned in ports, harbours and estuaries. Incinerators installed prior to 01 January 2000 on board ships flying the flag of MARPOL Annex VI signatory State may still be used after entry into force of MAROPOL Annex VI. Incinerators installed on board ships after 01 January 2000, which may have already been approved by the administration to resolutions MEPC.59 (33) or MEPC.76(40) specifications, may still be used after entry into force of MARPOL Annex VI. Incinerators installed on vessels solely engaged in domestic trade may be exempted from the 01 January 2000 deadline but only up to entry into force of the Annex. NOTE: IT HAS BEEN DETERMINED THAT THE RESIDUE FROM PLASTIC INCINERATION IS STILL CONSIDERED PLASTIC AND THUS CAS NOT BE DISCHARGED OVERBOARD.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Due to the potential environmental and health effects from combustion of byproducts e.g. scraped paint, impregnated wood and PVC-based plastics, special precaution is required. Special rules on incineration may be established by authorities in some ports and may exist in some special areas. Prior to using an incinerator while in port, permission may be required from the port authority concerned. In general, the use of shipboard garbage incinerators in ports in or near urban areas is discouraged as their use will add to possible air pollution in these areas. STORAGE Garbage collected from various areas throughout ship should be delivered to designated processing or storage locations. Garbage that must be returned to port for disposal may require long-term storage depending on the length of the voyage or availability of port reception facilities. Garbage should be stored in a manner which avoids health and safety hazards. Separate cans, drums, boxes, bags or other containers should be used for short-term (disposable garbage) and throughout the voyage (nondisposable garbage) storage. All processed and unprocessed garbage which must be stored for any length of time should be in tight, securely covered containers. Food wastes and associated garbage which are returned to port and which may carry disease or pests should be kept separate from garbage which does not contain such food wastes. Both types of garbage should be in separate, clearly marked containers to avoid in correct disposal and treatment on land. Although disposal is possible consistent with Annex V, discharge of garbage to port reception facilities should be given first priority. When disposing of garbage, the following points should be considered. Disposal of uncompacted garbage is convenient but results in a maximum number of floating objects which may reach shore event when discharged beyond 25 miles from the nearest land. If necessary and possible, weights should be added to promote sinking. Compacted bales of garbage should be discharged in water depths of 50 meters or more to prevent breaking up from wave action and currents. Maintenance wastes contaminated with substances, such as oil or toxic chemicals, are in some cases controlled under other pollution control laws. In such cases, the more stringent disposal requirements take precedence. To ensure timely of ship generated garbage to port reception facilities, ship agents are to be advised for guidance. Disposal needs should be identified particularly when arrangements are necessary for garbage requiring special handling. TABLE 1 SUMMARY OF AT SEA GARBAGE DISPOSAL REGULATIONS

Garbage Type

***All ships except platforms ***Offshore Outside **In special platforms special areas areas

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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QACL2 SHIP SAFETY & ENVIRONMENTAL PROTECTION Plastics includes Disposal synthetic ropes and prohibited fishing nets and plastic garbage bags. Floating lining and materials Disposal prohibited Disposal Prohibited

dunnage, >25 miles Disposal packing offshore prohibited

Disposal prohibited

Paper, rage, glass, >12 miles metal, bottles, orookery and similar refuse >3miles All other garbage including paper, rags, glass, etc. comminuted or ground >12 miles Food waste not comminuted or ground >3 miles *Food waste comminuted or ground ***** Mixed refuse types

Disposal prohibited Disposal prohibited

Disposal prohibited Disposal prohibited

Disposal Prohibited >12 miles

Disposal prohibited Disposal prohibited >12 miles *******

*****

Comminuted or ground garbage must be able to pass through a screen with mesh size no larger than 25mm. Garbage disposal regulations for special areas shall take effect in accordance with regulation 5(4)(b) of Annex V. Offshore platforms and associated ships include all fixed or floating platforms engaged in exploration or exploitation of sea-bed mineral resources, and all ships alongside or within 500 m of such platforms When garbage is mixed with other harmful substances having different disposal or discharge requirements, the more stringent disposal requirement shall apply. Note: The Baltio sea Special Area Disposal Regulations too effect on 1 October 1989

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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______________________________________________________________________ 15. Describe the pre-use required for self contained breathing apparatus sets Describe the procedure should be adopted to find missing personnel in a smoked filled Accommodation area. Answer a) Pre-use checks for a self contained breathing apparatus set are as follows: Open the cylinder valve and check bottle pressure, it should be near enough full, some gauges have a green area which give an indication if good for use. Then check all lines and fittings for leaks, the gauge pressure should not drop rapidly. Check face seal, with face mask on, check the demand valve in manual mode (operates only when you breath) and in positive pressure mode ( constant supply of air), then shut the cylinder valve and a take a deep breath, the face mask should cling to your face, there should not be a fall in pressure on the gauge or if there is only a small fall, if needle on gauge drops off rapidly, this shows that you have a poor
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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face seal. Also check that you low pressure whistle operates by turning the cylinder valve off and allowing the pressure in the set to drop, at around 20% pressure the whistle should operate, it will normally give you an indication that you have five minutes of air left and at this point you should be thinking of getting out of the space you are in to fresh air. b) The procedure that should be adopted to find missing personnel in a smoke filled accommodation area is as follows. Two people are required to be kitted out in self contained BA set, at the entrance to the accommodation, someone should be standing by with a monitoring system i.e. A time in / time out board, also this person should have communications sets and should be in contact with the personnel conducting the search and also the bridge which is usually the central command post, note also a lot of new BA sets have built in comms. Before entry, a pre-agreed search plan will be made, such as a left or a right hand search of the accommodations, on entering the accommodation, on entering the accommodation, it is best to stay low and watch your footing, make your way around using your plan, searching every cabin and space on route, note when entering cabins or spaces with closed doors, correct entry procedure should be used, i.e. stay low, feel door with back of hand to give an indication if there is a fire behind it, then open the door slowly and slightly at first. Also when checking cabins, make sure you check under bunks and in wardrobes, as people may tend to panic in this situation and hide in these places. The reason for staying low, is that if the place is on fire, the heat is less lower down and usually the visibility is better.

______________________________________________________________________

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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16. During ISM internal audit of your ship non-conformities, observations and findings were raised by the auditor. Briefly state the difference between the three and how they may be resolved. (20) 2008/sr8 2007/sr2 2010/sr7 2010/sr2

Answer Non-conformity means an observation where objective evidence indicates the non-fulfillment of a specified requirement. Objective evidence means qualitative or quantitative information, records or statements of fact pertaining to the existence and implementation of a SMS element, which is based on observation, measurement of a SMS element, which is based on observation, measurement or test and which can be verified. Observation means a statement of fact made during a Safety Management Audit and substantiated by objective evidence. It may also be a statement made by the Auditor referring to the SMS which, if not corrected, may lead to a non conformity in the future. Technical Deficiency means a defect in, or failure in the operation of, a part of the ships structure or its machinery, equipment or fittings. Non-Conformities where a large number of Non-Conformities exists in an area or where a number of similar Non-Conformities exist throughout the Company, the Auditor ( ) shall consider whether these demonstrate a more significant breakdown or failure of the management system. In that case a separate major non-conformity note shall be issued to address this subject. Technical deficiencies where the Auditor ( ) identifies a technical deficiency during a shipboard audit, which is likely to present a serious threat to safety or harm to the environment, he shall verify if the company has taken appropriate action to correct the technical deficiency and if the responsible Class Society has been informed accordingly. In any case the Auditor shall ensure that technical deficiencies found are dealt with by the responsible Class society by using the communication procedures Provided the technical deficiency constitutes or is symptomatic of a non conformity / major nonconformity within the companys SMS, Corrective action should include both the repair to deal with the immediate situation as well as measures taken to prevent or reduce likelihood of recurrence. ______________________________________________________________________ 17.Explain the principle underlying the S.T.C.W. convention. b) Explain how to implement the regulation for controlling and monitoring to minimum hours of rest for watch keeper. c) Describe what shipboard familiarization may involve for watch keeping officer. d) List the areas in which training is required and areas it is desirable.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Answer a) The STCW convention was adopted by IMO on 1 July, 1798 and came into force on 28 April, 1984. It has since been amended in 1991, 1994 and 1995. Prior to STCW convention, formal training and certification, if any, varied with different countries. Flags of convenience were especially noted for lax regulatory and control measures for vessels registered with them. A series of tanker and bulk carrier accidents many of which were caused by human error made the IMO sit up and take notice of this state of affairs. The STCW convention is the result of its efforts. Initially STCW only prescribed that seafarers appointed on ships must be in possession of certificate to prove their competence and ability in their required job position. The entry standards, syllabus and other criteria required to obtain a given certificate was not specified by the IMO and varied from country to country. This was addressed in 1995 by the amendments to the convention and the introduction of S.T.C.W. Code. Today certificates under STCW 95 will only be issued to masters, officers and ratings who satisfy age, medical fitness, training, qualifications and examinations in accordance with provision of the convention. Thus international standard has been set by STCW convention for training, certification and watch keeping and this is applicable to all countries. This is the principle underlying the STCW convention. Features of STCW 95: 1. Training and assessments of seafarers to be as per structured training programme. 2. Training to be conducted, monitored and evaluated by trained person. 3. Assessors to be properly qualified. 4. On-board trainers are themselves trained. 5. All trainers and assessors in shore establishment to be qualified Provisions for training of watch-keepers: 1. Every watch-keeper to follow approved on board training programme. 2. This must include systematic practical training 3. This programme must be monitored by Qualified officers and documented in the training and Record (TAR) Book b) As per STCW Reg VIII/H Each Administration shall, for the purpose of preventing fatigue. 1. Establish and enforce rest periods for watch-keeping personnel, and 2. Require that watch systems are so arranged that the efficiency of watch keeping personnel is not impaired by fatigue and duties and so organized that from the first watch at the commencement of a voyage to subsequent relieving watches they are sufficiently rested and otherwise fit for duty.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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However, as per maritime labour convention and recommendations, article 5. 1. The limits of hours of rest for a seafarer shall be as follows; a) Maximum hours of work. Shall not exceed, i) 14 hrs. in any seven day period, or ii) 72 hrs in any seven day period, or b) Minimum hours of rest shall not be less than i) Ten hours in any 24 hours period; and ii) 77 hours in any seven day periody 2. Hours of rest may divided into no more than two periods, one of which shall be at least six hours in length, and the interval between consecutive periods of rest shall not exceed 14 hours. 3. Muster, fire-fighting and life-boat drills not drills prescribed by national laws and regulations and by international instruments shall be conducted in a manner that minimizes the disturbance of rest period and does not induce fatigue. 4. In respect of situation when a seafarer is on call, such as when a machinery space is unattended, the sea-farer shall have an adequate compensatory rest period if the normal period of rest is disturbed by call outs to work. c) Familiarization Training: Before being assigned to shipboard duties, all persons employed or engaged on a seagoing ship other than passengers, shall receive approved familiarization training in personal survival techniques or receive sufficient information and instruction, to be able to1. Communicate with other persons on board on elementary safety matters and understand safety information symbols, signs alarm signals. 2. Know what to do if a) A person falls overboard b) Fire or smoke is detected or c) the fire or abandon ship alarm is sounded. 3. Identify muster and embarkation station and emergency escape routes. 4. Locate and don lifejackets. 5. Raise the alarm and have basic knowledge of the portable fire extinguishers. 6. Take immediate action upon encountering an accident or other medical emergency before seeking further medical assistance on board; and 7. Close open the fire, watertight and weathertight doors fitted in the particular ship other than those for hull openings. d) 1. 2. 3. Basic Training: Personal survival techniques Fire prevention and fire fighting Element first-aid

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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4. Personal safety social responsibilities. Desirable Other personnel depending on their level of responsibility may require to be trained in 1. Proficiency in survival craft rescue boats and fast rescue boat 2. Advanced fire-fighting 3. Medical first-aid and medical care. Personnel on certain types of ships may require special training such as 1. Tanker familiarization course 2. Oil tanker training programme 3. Chemical tanker training programme 4. Liquefied gas tanker training programme All personnel on ro0-ro passengers ships require to have 1. Crowd management training 2. Familiarization training 3. Safety training for personnel providing direct service to passengers in passenger space 4. passengers safety, cargo safety and hull integrity training 5. Crisis management and human behavior training. ______________________________________________________________________ 18. With reference to oil monitoring of bilge and tanker ballast discharges (a) Describe with the aid of a sketch, the general arrangements of an oil monitoring system (6) (b) State the input that are recorded; (c) Explain the difficulties, encountered with the efficient operation of the oil monitoring system. (8) 2008/sr8 2008/sr2 2006/sr3 2010/sr6 Answer a) OIL MONITORING SYSTEM:

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Seres monitoring system for tanker ballast In the past an inspection glass, fitted in the overboard discharge pipe of the oil/water separator permitted sighting of the flow. The discharge was illuminated by a light bulb-fitted on the outside of the
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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glass port opposite the viewer. The separator was shut down if their was any evidence of oil carry over, but problems with observation occurred due to poor light and accumulation of oil deposits on the inside of the glasses. Present day monitors are based a on the same principle. However, whilst the eye can register anything from an emulsion to globules of oil, a Sight sensitive photo cell detector can not. Makers may therefore use a sampling and mixing pump to draw a representative sample with a general opaqueness more easily registered by the simple photo-cell monitor. Flow through the sampling chamber is made rapid to reduce deposit on glass lenses. They are easily removed for cleaning. Two systems of monitoring: DIRECT LIGHT ABSORPTION: Bilge or ballast water passing through a sample chamber can be monitored by a strong light shining directly through it and on to a photo-cell. Light reaching the ceil decreases with increasing oil content of the water. The effect of this light on the photo-cell compared with that of direct light on the reference cell to the left of the bulb can be registered on a meter calibrated to show oil content. SCATTERED LIGHT: Another approach is to register light scattered by oil particles dispersed in the water by the sampling pump. Light reflected or scattered by any oil particles in the flow, illuminates the scattered light window. Thus light when compared with the source light increases to a maximum and then decreases with increasing oil content of the flow. Fibre optic tubes are used in he device shown to convey light from the source and from the scattered light window to the photo-cell. The motor driven rotating disc with its slot, lets each light shine alternately on the photo cell and also by means of switches at the periphery, causes the signals to be passed independently to a comparator device. TANKER BALLAST MONITORING: Sampling and monitoring equipment fitted in the pump room of the tanker can be made safe by using fibre optic to transmit light to and from the sampling chamber. The light source and photo-cell can be situated in the cargo control room together with the control recording and alarm console. The sampling pump can be fitted in the pump room to keep the sampling pipe short and to minimize time delay. For safety the driven motor is fitted in the machinery space with the shaft passing through a gas-tight seal in the bulkhead. Oil content reading of the discharge is fed into the control computer together with discharge rate and ships speed to give a permanent record. Alarms, automatic shut down, back-flushing and recalibration are incorporated. b) Instantaneous rate of discharge in litre/nm Total quantity date time. Position of the ship (incorporated in the latest models)
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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c) The system has to perform multiple duties. Not only the oil content of the effluent to be measured, a difficult enough task, but the discharge rate of the pumps over a wide range of output and the speed of the ship must also be recorded. A computer is needed to transfer input into output i.e. total quantity of oil and instantaneous rate of discharge must be identified. It is difficult to monitor oil content of water; considering the small concentrations of oil involved and the many disturbing factors such as, widely varying properties of oil, other contaminants I water, and a hostile environment for the equipment: ______________________________________________________________________ 19. List the various Annexes to Marpol 78 Convention Briefly state what each one of the annexes signifies State the certificate issued under the convention and their validity. 2010/sr12 2010/sr6 2010/sr4 2009/sr6

There are 8 annexes ofmarpol THE MARINE ENVIRONMENT PROTECTION COMMITTEE, RECALLING article 38(a) of the Convention on the International Maritime Organization concerning the function of the Marine Environment protection committee (the Committee) conferred upon it by international conventions for the prevention and control of marine pollution. NOTING article 16 of the International Convention for the Prevention of Pollution from Ships, 1973 (hereinafter referred to as the 1973 Convention) and article VI of the Protocol of 1978 relating to the International Convention for the Prevention of Pollution from Ships, 1973 (hereinafter referred to as the 1978 Protocol) which together specify the amendment procedure of the 1978 Protocol and confer upon the appropriate body of the Organization the function of considering and adopting amendments to the 1973 Convention, as modified by the 1978 Protocol (MARPOL 73/78), entered into force on 2nd oct 1983 Annex I REGULATION FOR PREVENTION OF POLLUTION BY OIL FROM SHIPS, Annes I Regulation for the Prevention of Pollution by Oil All vessels outside special areas, machinery space discharge allowed when: The ship is-route The oil content, without dilution, does not exceed 15 PPM The oil mixture passes through approved oil filtering equipment In vessels over 10,000 get the discharge is automatically when the oil content exceeds 15ppm The bilge water does not originate from cargo pump room bilges The bilge water is not originate from cargo pump room bilges The bilge water is not mixes with oil cargo residues
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Special areas are: North West European Waters, Mediterranean Sea, Baltic sea, Black Sea, The Persian Gulf, The Fulf of Aden and the Antarctic. Discharge from machinery space bilges can be carried out within special areas provided that The ship is en-route The oil content, without dilution, does not exceed 15 PPM The oily mixture passes through approved oil filtering equipment In vessels over 400 grt the discharge is automatically stopped when the oil content exceeds 15 ppm. The bilge water does not originate from cargo pump room bilges The bilge water is not mixes with oil cargo residues Tanker cargo residues Not within a special area More than 50 miles from land En-route Rate of discharge not to exceed 30 litres per mils Maximum quantity discharged 1/30000th of the total cargo quantity Oil discharge monitoring and control system and slop tank arrangement Regulation 15:8 No discharge into the sea shall contain chemicals or other substances in quantities which are hazardous to the marine environment or chemicals or other substances introduced for the purpose of circumventing the conditions of discharge specified in this regulation. IOPP Cert Ship particulars Details of separating equipment Identification of bilge and sludge holding tanks Standard discharge connection Shipboard Oil Pollution Emergency Plan

Oil Record Book Ballasting or cleaning of oil fuel tanks Discharge of dirty ballast or cleaning from oil fuel tanks Collection and disposal of sludge Overboard discharge or collection of bilges Operation of automatic discharge or collection of bilges Condition of monitoring equipment Accidental discharges Bunkering fuel or bulk lubes Additional operations Annex II REGULATION FOR CONTROL OF POLLUTION BY NOXIOUS LIQUID SUBSATANCE IN BULX Annex III
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Regulation for the prevention of pollution by Harmful Substances in Packaged Farm Refers to IMDG Containers must be correctly labeled Further identification required if the substance is a marine pollutant Annex IV REGULATION FOR PREVENTION FOR POLLUTION BY SEWAGE FROM SHIP Annex V REGULATION FOR PREVENTION OF POLLUTION BY GARBAGE FRON SHIP Annex VI REGULATION FOR PREVENTION OF POLLUTION BY AIR FROM SHIP Annex VII REGULATION FOR PREVENTION OF POLLUTION BY BALLAST WATER FROM SHIP Annex VIII REGULATION FOR PREVENTION OF POLLUTION BY TOXIC PAINT FROM SHIP Annex I 2nd Oct 1983 Annex II 6th April 1987 Annex III 1st July 1992 Annex IV 13th march 1990 Annex V 31st Dec 1998 Annex VI 19th may 2005 Annex VII Not yet in force Annex VIII Not yet in force Certificate issued under the convention Annex I IOPP Cert International Oil pollution Prevention certificate (IOPP Certificate) Statement of Compliance with CAS (as a supplement to ships IOPP Certificate) 3. MARPOL 73/78 Annex II 3.1 Certificates International Certificate of Fitness for the Carriage of dangerous Chemicals in Bulk Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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International pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk (NLS Certificate) Certificate of Fitness for Offshore Support Vessels 4. MARPOL 73/78 Annex IV International Sewage Pollution Certificate Result of Calculation of moderate rate of discharge in *accordance with MEPC.157(55) 5. MARPOL 73/78 Annex V Garbage management Plan Garbage Record Book 6. MARPOL 73/78 Annex VI International Air Pollution Prevention Certificate Engine International Air Pollution Prevention Certificate ______________________________________________________________________ 20. With reference to independent emergency fire pumps: (a) State three areas where they are commonly instalied and give reasons why; (4) (b) (i) describe with the aid of a sketch an air pump or primer used to initiate suction when the fire pump is situated above seawater level; (4) (ii) state the suction life which would be expected from a single stage pump system. (c) state how the capacity of the fire pump should be tested; (4) (d) state how it can be ensured that the pump is kept in good working crder; (4) (e) state the precautions which must be taken in sub-zero temeperatures. (4) 2008/sr2 2006/sr4 2005/sr4 2010/sr6

Answer a) The areas that an emergency fire pump would normally be situated are in steering flats, tunnels or at the forward end of the ship, away from the engine room, as if it were situated in the engine room, a fire or flood in that location could disable the pump. b) Sketch

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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This sketch shows the 2st stage pump below the water line, this being the priming device, it is driven by a hydraulic motor. The 2nd stage pump and hydraulic unit are driven either by an electric motor fed from the emergency switchboard or by a diesel engine, these being situated in a position above the water line. This system is mainly used on larger vessels such as tankers where there is a high freeboard. c) The water jet output capacity of the fire pump must be that it is capable of supplying two powerful jets of water simultaneously to any art of the ship. d) It is ensured that the fire pump is in good working order by testing it weekly, checking its coupling, seals and bearings, greasing them if necessary, pressures and current should be recorded when running. e) Precautions in sub zero temperatures are that lines are drained of any water and if using a priming device such as a water ring type, some sort of antifreeze must be added. Answer (a) Emerg fire pump is located away from the e/r. It may be located in fwd part of the ship, shaft tunnel or in steering gear room.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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The boundaries of the space containing the fire pump shall be insulated to a standard of structural fire protection. No direct access shall be permitted between the machinery space and the space containing the emergency fire pump and its source of power. If it is there it should be through a water tight door. Ventilation arrangements shall be such as to preclude the possibility of smoke from a machinery space fire entering or being drawn into that space, (b) Fig: liquid ring pump The liquid ring air pump consists of a bladed circular rotor, shrouded on the underside, which rotates in an oval casing. Sealing water is drawn into the oval casing through a make-up supply pipe. The water, thrown out to the casing periphery by the turning rotor, whirls around, to torn a moving layer against oval casing. The water seals the rotor blades and also recedes from and re-approaches the rotor boss twice in each revolution. The effect is to produce a series of reciprocating water pistons between the blades. As the water surface moves out from the rotor boss, it provides a suction stroke and, as it moves in a disch stroke. The shaped suction and disch ports provided above the elliptical cone formed by the roating water, permit air to be drawn in from the main pump suction pipe float chamber and expelled thus the disch ports to atmosphere. (c) The capacity of the emergency fire pump shall not be less than 40% of the total capacity of the main fire pumps and in any case not less than 25 m cube/hour. When the emcee fire pump is delivering the quantity of water (as above), the pre at any hydrant (2 nos) shall be not less than Passenger ships .. 3.5 kg/cm2 4000 gross tonnage and upwards 0.31/mm2 1000 gross tonnage and upwards but under 4000 gross tonnage 0.27 n/mm2 Cargo ships 3.0 kg/cm2 6000 gross tonnage and upwards, -0.27 n/mm2 1000 gross tonnage and upwards but under 6000 gross tonnage -2.6 kg/cm2 Also emcee fire pump shall be capable of supplying 2 jets of water at the hydrant in the above condition. We should run the pump once a week and check for its output i.e. we get two water jets at sufficient pr. We must ease up the v/vs, greasing of bearing should be done. The prime mover is to checked for c/case oil level and f.o level. The suction filter of the pump should be cleaned. Check the priming system for its proper operation. We must drain the fire main line, hence preventing the freezing at sub zero temp, which otherwise may lead to cracking of pipes. For this drains are provided at fwd and after in the fire main. ______________________________________________________________________ 21. What is meant by Ballast water management? How does ballast water pollute coastal areas? (20) 2008/sr? 2007/sr1 2010/sr4
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Answer

Ballast water management plan The ballast water management plan should include a list of circumstances when ballast water exchange should not be undertaken. These circumstances may result from critical situations (emergencies), stress of weather, or any other circumstance where the safety of life is threatened. The ballast water management plan should include the nomination of key shipboard personnel undertaking ballast water exchange at sea. Ships officers and ratings engaged in ballast water exchange at sea should be trained and familiarized with the following. i. The ships pumping plan and ballast pumping arrangements, positions of air and sounding pipes, all compartment and tank suctions with the pipelines connecting them to the ships ballast pumps and in the case of the flow through method, the opening at the top of the tank for release of water together with the overboard discharge arrangements. ii. The methods for ensuring that sounding pipes are clear and that air pipes and non-return devices and in good order. iii. The different times required to undertake the various ballast water exchange operations. iv. The methods in used for ballast water exchange at sea and safety precautions. v. The method of on-board ballast water record keeping, reporting and recording of routine soundings.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Globally, it is estimated that about 10 billion tones of ballast water is transferred each year. The water taken on board for ballasting a vessel may contain aquatic organisms, including dormant stages of microscopic toxic aquatic plants such as dinoflagellates, which may cause harmful algal blooms after their release. In addition, pathogens such as the bacterium vibrio diolerae (cholera), have been transported with ballast water. As ships travel faster and faster, the survival rate of species carried in ballast tanks has increased. At the same time, studies have shown that many species of bacteria, plant and animals can survive in ballast water after journeys of several months duration. As a result, many non indigenous organisms have been introduced in new locations, often with disastrous consequences for the local ecosystem-which may include important fish stocks or rare species. ______________________________________________________________________ 22. With reference to the 1978 SOLAS protocol 1988 which outlines mandatory requirements for steering gear tests and drills: (a) Describe the test procedure to be carried out within 12 hours before departure on a sea voyage; (10) (b) Describe the emergency steering drills that must take place at least once in 3 months; (5) (c) State how often the test in (a) and the drill in (b) should be carried out for ships which regularly engage on voyages of short duration. (5) 2009/sr1 2008/sr4 2006/sr2 2006/sr4 2010/sr4 Answer Within 12 h before departure, the ships steering gear shall be checked and tested by the ships crew. The test procedure shall include, where applicable, the operation of the following: The main steering gear; The auxiliary steering gear; The remote steering gear control systems; The steering positions located on the navigation bridge; The emergency power supply; The rudder angle indicators in relation to the actual position of the rudder; The remote steering gear control system power failure alarms; The steering gear power unit failure alarms; and automatic isolating arrangements and other automatic equipment The checks and tests shall include: The full movement of the rudder according to the required capabilities of the steering gear; A visual inspection of the steering gear and its connecting linkage; and The operation of the means of communication between the Navigation Bridge and steering gear compartment Simple operating instructions with a block diagram showing the change over procedures for remote steering gear control systems and steering
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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gear power units shall be permanently displayed on the navigation bridge and in the steering gear compartment All ships officers concerned with the operation or maintenance of steering gear shall be familiar with the operation of the steering systems fitted on the ship and which the procedures for changing from one system to another. In addition to the routine checks and tests prescribed in paragraphs (a) and (b), emergency steering drills shall take place at least once every three months in order to practice emergency steering procedures. These drills shall include direct control from within the steering gear compartment; the communications procedure with the navigation bridge and, where applicable, the operation of alternative power supplies. The Administration may waive the requirement to carry out the checks and tests tests prescribed in paragraphs (a) and (b) for ships which regularly engage on voyages of short duration. Such ships shall carry out these checks and tests at least once every week. The date upon which the checks and tests prescribed in paragraphs (a) and (b) are carried out and the date and details of emergency steering drills carried out under paragraph (d), shall be recorded in the logbook as may be prescribed by the Administration. ______________________________________________________________________ 23. With reference to the cargo tanks of oil tankers: (a) State: (i) The purpose of the pressure vacuum valve; (5) (ii) The dangers of venting during loading via open tank hatches; (5) (b) (i) Sketch a patent high velocity vent; (ii) Describe the operation of this vent and state why such a device is used. (10) 2008/sr8 2007/sr10 2007/sr7 20052005/sr9 2010/sr4 2006/srEMG Moderate pressures of 0.24 bar {3.5 Ib/in2} acting on the large surfaces in liquid cargo tanks, are sufficient to cause damage and rupture. The pressure on each unit of area multiplied by the total area gives a very large loading on the underside of the top of a tank or other surface. Distortion can result or the metal plate may be ruptured. Similarly, a vacuum within a tank, can result in damage in the form of inward collapse, due to greater atmospheric pressure on the outside. Pressure/vacuum valves (Figure) attached to tank vents or in the ventilation system, will prevent either over or under pressure. They are set usually so that tank pressure of about 0.14 bar (2 lb/in2) will lift the larger main valve (the smaller valve will lift with it) and release excess pressure. One liquid-filled pressure-vacuum breaker, or more, should be fitted, unless pressure-vacuum valves fitted that have the capacity to prevent excessive pressure or vacuum.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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(2) These devices require little maintenance, but will operate at the required pressure only if they are filled to the correct level with liquid of the correct density; either a suitable oil or a freshwater/glycol mixture should be used to prevent freezing in cold weather; evaporation, ingress of seawater, condensation and corrosion should be taken into consideration and adequately compensated for; in heavy weather, the pressure surge, caused by the motion of liquid in he cargo tanks, may cause the liquid of the pressure-vacuum breaker to be blown out (see Figure).

Figure Principles of liquid filled pressure-vacuum breakers (3) The designer should ensure that the characteristics of the deck water seal, pressure-vacuum breakers and pressure-vacuum valves and the pressure settings of the high and low inert gas deck pressure alarms are compatible; it is also desirable to check that all pressure-vacuum, devices are operating at their designed pressure settings. High velocity vents The type shown (Figure) has a moving orifice, held down by a counterweight to seal around the bottom of a fixed cone. Pressure build up in the tank as filling proceeds causes the moving orifice to lift. The small gap between orifice lip and the fixed cone gives high velocity to the emitted vapour. It is directed upwards with an estimated velocity of 30 m/s. Air drawn in by the ejector effect dilutes the plume. The conical flame screen fixed to the moving orifice to give protection against flame will, like the moving parts, require periodic cleaning to remove gummy deposit. The cover is closed (as shown) when he vessel is on passage.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Fig. high velocity gas venting valve Tank vapours can be released and sent clear of the decks during loading through large, high velocity vents. Explain: (i) The dangers of venting during the loading via open tank hatches Tanks should be vented during loading through high velocity or masthead vents. The practice of venting through open tank hatches is dangerous because vapours produced due to crude oil cargo are heavy than air therefore these settle down on deck area also deck is considered as hazardous zone thus if there is accumulation of vapours and spark is generated due to falling tools or spark from shoes or due to dragging of equipment on deck will lead to an explosion on deck. Therefore cargo venting is to be done at 6m height above deck for which vent pipes were fitted on tankers nowadays high velocity vent are used (ii) Why the pressure / vacuum valve is not used for venting Pressure vacuum valves can relieve moderate changes in tank pressure due to variations of temperature and vapour quantity. A drop to wares vacuum conditions as the result of the condensation of steam will also be handled by the valve. A rapid pressure rise due to an explosion would not be relieved nor is the pressure/vacuum valve suitable as a vent when loading. ______________________________________________________________________ 24. With reference to port State control (a) List the certificate which a port State control officer may like to see during inspection. (8) (b) What do you understand by the following: (12) (i) Clear Grounds (ii) Detailed inspection of the ship (iii) Operational Control (iv) Suspension of inspection. 2010/sr3 2008/sr1 20062007/sr6 2007/sr5 2006/sr1 2006/sr9 20052007/srEMG 2006/srEMG 2005/sr1 2005/sr4 2005/sr7 2010/sr4
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Answer Clear grounds for proceeding to a more detailed inspection exists if, during the initial inspection the PSCO found evidence that: the ship, its equipment, or its crew did not appear to correspond substantially with the requirements of the relevant conventions; or the master or crewmembers were not familiar with the essential ship bard operational procedures that related to the safety of the ship or pollution prevention. Once the PSCO believes that a more detailed inspection is justified he is required to inform the master giving reasons for his decision. Examples of clear grounds 1. Evidence of inaccuracies in the certificates and other documentation during their examination, including evidence that the oil record book has not been properly kept and absent or inaccurate ISM Code certification, where appropriate. 2. Indications that crewmembers are not able to communicate adequately with each other. 3. Evidence of shipboard operations, such as cargo work, are not being conducted safely and in accordance with IMO guidelines 4. Absence of an up-to-date muster list, fire control plan and a damage control plan, and evidence that crewmembers are not aware of their fire fighting and abandon ship duties. 5. The absence of, or serious deficiencies in, the principal safety and pollution prevention equipment or arrangements required by conventions 6. Excessively unsanitary conditions on board the ship 7. Evidence that serious hull or structural deterioration or deficiencies exist that may place at risk the structural, watertight or weather tight integrity of the ship. The absence on board of the survey report file, where appropriate, or the failure to keep the file up to date may also constitute clear grounds. 8. Evidence that the master or crew is not familiar with essential shipboard operations relating to the safety of the ship or the prevention of pollution, or that such operations have not been carried out. 9. Evidence that the ships log books, manual etc are not properly, or are falsely maintained. More Detailed Inspections
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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A more detailed inspection is an in-depth inspection covering the ships construction, equipment, manning, living and working conditions and compliance with on-board operational procedures. The purpose of a more detailed inspection of the ships is to establish its real condition where doubts exist. It may be prompted by overriding factors or because clear grounds were identified during the initial or an expanded inspection of the ship. The nature and extent of the inspection required would determined how many PSCO were needed to attend the ship for the inspection. Inspections can involved more than one person. While at first instance the inspection should focus only on the areas of original concern, it is often expanded to check that essential shipboard operations are capable of being properly carried out by crewmembers. Any inspection should not unnecessarily delay or impose undue physical demands on the ship that could jeopardize safety. While the master would be entitled to query excessive inspection damands, particularly those that could interfere with the running of his ship, it is recommended that the master always remains positive and co-operative in his dealings with the PSCO. Suspension of an Inspection In exceptional circumstances, where the overall condition of a ship, its equipment or the working or living conditions of the crew were found to be obviously substandard, the PSCO may suspend an inspection. In such cases, the port state should notify the flag state of the suspension without delay. The suspension would continue until the deficiencies identified by the PSCO have been rectified, as instructed. Port State control on operational requirements (1) A ship when in a port or an offshore terminal of another Party is subject to inspection by officers duly authorized by such party concerning operational requirements under this Annex, where there are clear grounds for believing that the master or crew are not familiar with essential shipboard procedures relating to the prevention of pollution by oil.

(2) In the circumstances given in paragraph (1) of this regulation, the Party shall take such steps as will ensure that the ship shall not sail until the situation has been brought to order in accordance with the requirements of this Annex. (3) Procedures relating to the port state control prescribed article 5 of the present Convention shall apply to this regulation. in

(4) Nothing in this regulation shall be construed to limit the rights and obligations of a Party carrying out control over operational requirements specifically provided for in the prevent Convention.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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25. BREIFLY DESCRIBE THE FOLLOWING The DOC is the certificate awarded to the company after a successful audit of the company office management on the aspects of safety management; The original DOC is held in the office and a certified copy is to be carried onboard, the certificate is valid for 5 years with an annual audit; The SMC is the certificate issued to the ship after the company has received the DOC and the ship has been successfully audited, the certificate is valid for 5 years and an audit held between 2 and 3 years. DOCUMENT OF COMPLIANCE should be issued by the Administrations to the any Company complying with the requirements of ISM Code for a period which should not exceed five years. The validity of a Document of Compliance should be subject to annual verification by the Administration within there months before or after the anniversary date. The Document of Compliance should be withdrawn by the Administration if annual verification is not requested or if there is evidence of major non-conformities with this code. A copy of the Document of Compliance should be placed on board with Master for verification by the Administration. SAFETY MANAGEMENT CERTIFICATE Should be issued by the Administration to a ship for a period which should not exceed five years. The SMC should be issued after verifying that the company and its shipboard management operate in accordance with the approved safety Management system. Such a certificate should be accepted as evidence that the ship complying with the requirement of this Code. The validity of the Safety management certificate should be subject to at least one intermediate verification by the administration it should take place between the second and third anniversary dates of he Safety Management Certificate. The Safety Management Certificate should be withdrawn by the Administration if intermediate verification is not requested or if there is evidence of major non-conformities with this Code. SAFCON Surveys of structure, machinery and equipment of cargo ships The structure, machinery and equipment (other than items in respect of which a Cargo ship safety Equipment Certificate and a cargo Ship Safety Radio Certificate and issued) of a cargo ship as referred to in paragraph (b) (i) shall subject to the surveys and inspections specified below: An initial survey including an inspection of the outside of the ships bottom before the ship is put is service;*

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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A renewal survey at intervals specified by the Administration by not exceeding 5 years, except where regulation 14(b), (f) and (g) is applicable; An intermediate survey within three months oefore or after the second anniversary date or within three months before or after the third anniversary date of the cargo ship safety construction certificate, which shall take the place of one of the annual surveys specified in paragraph (a) (iv); An annual survey within 3 months before or after each anniversary date of the cargo ship safety construction Certificate; A minimum of two inspections of the outside of the ships bottom during any five year period, except where regulation 14 (e) or (f) is applicable, this five year period may be extended to coincide with the extended period of validity of the certificate. In all cases the interval between any two such inspections shall not exceed 36 months; Certificate of registry It is a document issued on government authority following a survey It gives detail of ship, its home port and the name of ship owners It establishes the nationality and ownership of a vessel It must be endorsed with the name of master and be in his possession IOPP International Oil Pollution Prevention Certificate An International Oil Pollution Prevention Certificate shall be issued, after an initial or renewal survey in accordance with the provisions of regulation 6 of this Annex, to any oil tanker of 150 gross tonnage and above and any other ships of 400 gross tonnage and above which are engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the present Convention. Such certificate shall be issued or endorsed as appropriate either by the Administration or by any persons or organization duly authorized by it. In every case the Administration assumes full responsibility for the certificate. The International Oil Pollution Prevention Certificate shall be drawn up in the form corresponding to the model given in appendix II to this Annex and shall be at least in English, French or Spanish. If an official language of the issuing country is also used, this shall prevail in case of a dispute or discrepancy. 1. An International Oil Pollution Prevention Certificate shall be issued for a period specified by the Administration, which shall not exceed five years. 2.1. Notwithstanding the requirements of paragraph 1 of this regulation, when the renewal survey is completed within 3 months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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survey to a date not exceeding 5 years from the date of expiry of the existing certificate. 2.2 When the renewal survey is completed after the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of expiry of the existing certificate. 2.3. When the renewal survey is completed more than 3 months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of completion of the renewal survey. 3. If a certificate is issued for a period of less than 5 years, the Administration may extend the validity of the certificate beyond the expiry date to the maximum period specified in paragraph 1 of this regulation, provided that the surveys referred to in regulations 6.1.3 and 6.1.4 of this Annex applicable when a certificate is issued for a period of 5 years are carried out as appropriate. 4. If a renewal survey has been completed and a new certificate cannot be issued or placed on board the ship before the expiry date of the existing certificate, the person or organization authorized 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. 5. If a ship at the time when a certificate expires is not is a port in which it is to be surveyed, the Administration may extend the period of validity of the certificate 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 surveyed, and then only in cases where it appears proper and reasonable to do so. No certificate shall be extended for a period longer than 3 months, and a ship to which an extension is granted shall not, on its arrival in the port in which it is to be surveyed, be entitled by virtue of such extension to leave that port without having a new certificate. When the renewals survey is completed, the new certificate shall be valid to a date not exceeding 5 years from the date of expiry of the existing certificate before the extension was grated. 6. A certificate issued to a ship engaged on short voyages which has not been extended under the foregoing provisions of this regulation may be extended by the administration for a period of grace of up to one month from the date of expiry stated on it. When the renewal survey is completed, the new certificate shall be valid to a date not exceeding 5 years from the date of expiry of the existing certificate before the extension was granted.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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7. In special circumstances, as determined by the Administration, a new certificate need not be dated from the dated of expiry of the expiry of the existing certificate as required by paragraphs 2.2, 5 or 6 of this regulation. In these special circumstances, the new certificate shall be valid to a date no exceeding 5 years from the date of completion of the renewal survey. 8. If an annual or intermediate survey is completed before the period specified in regulation 6 of this Annex, then: 1. the anniversary date shown on the certificate shall be amended by endorsement to a date which shall not be more than 3 months later than the date on which the survey was completed; 2. The subsequent annual or intermediate survey required by regulation 6.1 of this Annex shall be completed at the intervals prescribed by that regulation using the new anniversary date; and 3. The expiry date may remain unchanged provided one or more annual or intermediate surveys, as appropriate, are carried out so that the maximum intervals between the surveys prescribed by regulation 6.1 of this Annex are not exceeded. 9. A certificate issued under regulation 7 or 8 of this Annex shall cease to be valid in any of the following cases: 1. If the relevant surveys are not completed within the periods specified under regulation 6.1 of this Annex; 2. if the certificate is not endorsed in accordance with regulation 6.1.3 or 6.1.4 of this annex; or 3. Upon transfer of the ship to the flag of another state. A new certificate shall only be issued when the Government issuing the new certificate is fully satisfied that the ship is in compliance with the requirements of regulations 6.4.1 and 6.4.2 of this Annex. In the case of a transfer between parties, if requested within 3 months after the transfer has taken place, the Government of the Party whose flag the ship was formerly entitled to fly shall, as soon as possible, transmit to the administration copies of the certificate carried by the ship before the transfer and, if available, copies of the relevant survey reports. ______________________________________________________________________ 26. With respect to a heavy fuel oil system describe:(a) Bunkering arrangements with safety fittings provided (5) (b) Onboard oil purification system. (5) (c) Remote shut off arrangements. (5) (d) How environmental pollution is a voided? (5) 2010/sr3 2009/sr1 2008/sr11 2008/sr4 2008/sr3 2007/sr7 2007/sr6 2007/sr5 2006/sr1 2006/sr2 2006/sr4 2006/sr5 2006/sr6 2006/sr9 2005-2006/srEMG 2005/sr? 2005/sr4 2005/sr5 2005/sr6 2005/sr9 2005/sr9 2011/sr1 2010/sr2
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Answer Bunkering arrangement Bunkering connection is made on bunkering manifold of ship from where it is taken to different tank through valves. Valves are situated in engine room, controlling fuel into the storage tank and are placed near tank depth gauge this is termed as bunkering station. Air vents on tank extend upto weather deck level, thus if tank overflows due to overfilling, oil will be spilled on deck, During and oil transfer. To avoid this risk overflow arrangement is provided to fuel tanks. The air vent of double bottom tank, come up to deck and led into a pipe running in fore and aft direction on each side. Starboard air vent are connected pipe on starboard and port vent pipe are connected on port line pipe. In some ships, ring main is formed by connecting up pipes with cross over at each end. In other case on cross over is fitted about mid length of port and starboard pipe. The downcomer are led fro sides of ring main or from centre of cross over into overflow tanks, the downcomer has sight glass indicating overflow to engine room personal. In case of overflow alarms are activated at bunker station and control room. Overflow tanks are safeguarded against overpressure by an air pipe extending up to deck, if overflow tank overflow then oil will be spilled on deck. All air vents are provided with wire mesh screen, on weather deck, which avoid any spark entering from outside into bunker tanks. Remote shut off arrangement Every ship to which fire fighting appliance rule is applicable Oil transfer pump fuel oil supply pump and all such fuel pumps should have remote control situated outside the machinery space by which in case of fire, pump can be stopped from outside. Every pipe connected to fuel storage, settling tank or daily tank, not being double bottom tank, should have quick closing valve. i.e. to be shut from readily accessible position outside the space in which tank is situated, in case pipe burst and oil spilling in engine room which is major fire hazard. Inlet pipe to such tank is provided with non return valve. How environment pollution is avoided Heavy fuel oil system has potential of causing degradation effect on environment. Therefore control of such discharge from ship is essential Marpol 73/78 is main convention which is meant to prevent pollution caused by discharge of such oil overboard. Annex 1 on marpol 73/78 deals with prevention of pollution by oil. The discharge of oily bilge water into sea is restricted except under specified conditions.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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The machinery space bilge water, when mixed with heavy fuel oil, due to leaks, is to be 1st passed through oily water separation and then through the oil discharge monitoring and control system. Regulation stipulates Discharge of machinery space bilges into sea water Bilge water does not originate from cargo pump room bilge. Bilge water is not mixed with oil cargo residue from pump room Pumping out bilge is permitted if, Ship is en route The oil content in bilge water do not exceed 15 ppm If ship is not in special area If tanker is 50 Nm away from nearest land Instantaneous rate of discharge of oil constant do not exceed 30 It/nm Total quantity of oil discharged into sea do not exceed 1/30,000 of total cargo capacity Oil residue is transferred to reception facility Marpol 73/78, annex 6 has come in force from 19th may 2005. It sets limits of sulphur in fuel should not exceed more than 4.5% when not in Sox emission control area, and less than 1.5% when in sox emission control area. To control Nox emission All diesels engines above 130Kw power output, which are constructed or under gone major conversion on or after 1st Jan 2000, should be tested and issued with Engine international air pollution prevention certificate [eiapp] On board oil purification system The purification of heavy oil is done in 2 stages. Here oil is 1st passed through purifier and then through clarifier The residual fuel is heated in supply tank to temperature of 50 to 60 degree C then drawn from this tank by purifier inlet pump. The pump delivers oil to thermostatically controlled heaters which raise the temperature of oil to 80 degree C, which is then fed to purifier with low feed rate to obtain maximum purification. Here water content in fuel is removed. The oil is now fed to clarifier, which is used to separate only solids. Oil from purifier is discharge to clarifier by purifier discharge pump. After clarification discharge pump delivers oil to daily service tank for engine use. For higher density fuel ALCAP system is now days used, here fuel up to density of 1010 Kg/m3 at 15 degree C can be treated. Temperature control arrangement Residual fuel have very high viscosity thus separation and purification of such fuel is difficult. Therefore they are heated to bring down viscosity in range so that fuel oil can be used run propulsion system. Stem plant 15 65 c.s.t Diesel plant 8 27 c.s.t. The oil is heated either in steam heater or electrical heater
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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It steam heater and low pressure [7kg/com2] saturated steam is passed which reduce viscosity of oil. Overheating of oil in both types of heated is essential because it leads to cracking of oil which leads to deposits formation of heating surface, which impairs the efficient operation of heater In electrical heater elements are used. A viscosity controller is fitted downstream of heater, which measures the viscosity of oil and compares it with set value required, accordingly signal is generated which control the steam inlet valve to heater, to increase or reduce the steam flow in to heater. Use of oil record book Regulation 17 Oil record book, Part I Machinery space operations 1. Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above other than an oil tanker shall be provided will an oil Record book Part I (Machinery space operations). The oil Record Book, whether as a part of the ships official log-book or otherwise, shall be in the form specified in appendix III to this Annex. 2. The Oil Record Book Part I shall be completed on each occasion, on a tank-to-tank basis if appropriate, whenever any of the following machinery space operations takes place in the ship: 1. Ballasting or cleaning of oil fuel tanks; 2. Discharge of dirty ballast or cleaning water from oil fuel tanks 3. Collection and disposal of oil residues (sludge and other oil residues); 4. Discharge overboard or disposal otherwise of bilge water which has accumulated in machinery spaces; and 5. Bunkering of fuel or bulk lubricating oil 3. In the event of such discharge of oil or oily maxture as is referred to in regulation 4 of this annex or in the event of accidental or other exceptional discharge of oil not excepted by that regulation, a statement shall be made in the oil Record book Part I of the circumstance of, and the reasons for, the discharge. 4. Each operation described in paragraph 2 of this regulation shall be fully recorded without delay in the Oil record Book Part I, so that all entries in the book appropriate to that operation are completed. Each completed operation shall be signed by the officer or officers in charge of the operations concerned and each completed page shall be signed by the master of ship. The entries in the Oil record Book Part I, for ships holding an International Oil Pollution Prevention Certificate, shall be at least in English, French or Spanish Where entries in an official national language of the state whose flag the ship is entitled to fly are also used, this shall prevail in case of a dispute or discrepancy.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Any failure of the oil filtering equipment shall be recorded in the oil Record Book Part I. Oil record book to be kept in readily accessible place and kept on board for 5 years after last entry made in it Component authority may inspect the oil record book such as port state control. ______________________________________________________________________ 27. (a) Effective fire detection to UMS engine room requires careful consideration. Identify the problems and state how they are overcome. (10) (b) Explain with the aid of diagram the operation of (10) (i) An ionization type fire detector head. (ii) A photoelectric type fire detector head. 2010/sr3 2008/sr? 2008/sr3 2007/sr2 2006/sr2 2011/sr1 2010/sr7 2010/sr4 2010/sr3 A variety of devices are available for detecting fire in unmanned machinery spaces but each has an ability to detect basically only one aspect. Thus, smoke detectors based on the ionization chamber are able to recognize combustion products but will not register radiation from a flame or heat. A smoke detector, based on the interruption of light reception by a photo electric cell, will only identify the shadow effect of dark smoke when it passes through its chamber. It will not identify unseen combustion products, heat or flame. Heat sensors and rate of temperature rise sensors based on the differential expansion of bimetal strips will detect only heat. Flame detectors may not detect a flame which is hidden by equipment and are sometimes caused to operate by sources of radiation other than from a flame. Each device has a limited ability to detect a feature associated with fire so that systems are likely to have more than one type of device. Watchkeepers can detect fire by seeing flames and smoke, smelling combustion products and feeling heat. FIRE DETECTION TECHNOLOGIES (1) Short comings of ion-chamber detection:Ion-chamber detection depends on aerosol produced in combustible products reaching the detector, and therefore, detector location is very important. Fires which start some distance away from the detector, could take a number of minutes before smoke sets off the alarm, while slow smouldering fires could take well over thirty minutes before they are detected. So Ionisation chamber is only suitable where a large flame fire and enough of smoke evolves, may be in machinery space oil fire. (2) Short comings Optical detectors collection which alarms. However, of optical detectors:suffer from high false alarm rates because of dust scatter light and eventually leads to spurious with an aerodynamic design which encourages dust

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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settlement on the less critical optical surfaces, the units are less susceptible to false alarms. (3) Carbon monoxide smoke Detector latest development:- When a slow smouldering fire takes place, then carbon monoxide evolved, being a gas, is much more mobile than aerosols or particles and can move by diffusion, whereas smoke movement is largely constrained by connection currents created from the fire. So, in theory, carbon monoxide detector would have a faster detection rate where a strong smoke plume is nor present. The risk areas better suited to carbon monoxide fire detection arrangement are: (i) Rooms with partially compartmentalized ceilings, where the mobility of CO gas enables detection in situations where other fire products may not easily reach the detectors. (ii) Areas with Soft furnishing, where there is the likelihood of an undiscovered fire smouldering for a significant period before igniting. Carbon monoxide detectors would give several hours advanced warning. (iii) Areas with steam problems or where CO2 smoke is used for special effects. As carbon monoxide detectors are not effected by aerosols they are resistant to spurious alarms in situations where these exists as part of the normal environment. (4) Very early Smoke Detection Alarms System (VESDAS) Unlike point detectors, the optical air sampling system does not rely on convection current to introduce smoke to the detector. Instead, air is drawn through a dust filter designed to remove particles more than 25 u in diameter. The diameter is close to upper size limit for large smoke particles. On entering the chamber, the air sample is subjected to an intense flash of light (Xenon light), while an extremely sensitive photo-electric receiver detects lights scattered off the particles which are suspended in the air stream. The resulting signal is then processed to give an analogue signal of smoke intensity. VESDAS are using broad spectrum light source* which are more sensitive in a much broader spectral band width and responds to smoke particles of all sizes. VESDAS are used to safeguard high value assets such as informations stored in computer rooms, machinery control, navigation and safety systems. (5) Flame Detection:Ultra-violet technology based flame detectors have fallen into disrepute as they have a higher frequency of spurious alarms and if the lens is covered with a thin film of oil, the detector is rendered useless. Infra-red type systems are responsive to sunlight and other high intensity lights and blackbody radiation and not suitable on board. The most effective flame detector, is the single wave length type device consisting of a pyro-electric sensor with an interference filter to limit the Infra-red bandwidth. Transmitting radiation in a narrow range of wavelengths centred on 43u, corresponds to an emission/absorption band of CO2 and therefore,
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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the detector is sensitive to radiation produced by hot CO2 in flames. Yet solar radiation at 4.4u is absorbed by atmospheric CO2, so the detector is insensitive to sunlight. An additional advantage is that the output of the pyro-electric sensor is amplified and electrically filtered to pass a restricted range of 1 to 30Hz which is characteristic of the flicker from flames, thus providing discrimination against radiation arising from nearby hot bodies. (6) Latest Single Channel flame detector:An optical filter is installed to enable a single electric infra-red sensor to measure the radiated energy present in two separate wavebands placed on either side of the flame detection waveband. The signal obtained from this channel is cross-co-related with the signal from the flame detection channel to provide an accurate prediction of non-flame energy. The use of such single channel optical processing techniques, as opposed to the use of two separate electronic sensors, improves the overall reliability and eliminates the nuisance alarms from modulated black body sources (the energy given by a hot object). Although for most shipboard applications the optical or the new infrared flame detection technologies are still best suited to machinery spaces. Ionization chamber combustion products detectors

Figure A Within machinery spaces, ionization chamber combustion products detectors (Figure A) are the type most used. These devices monitor the electrical change which occurs when combustion particles reach the open chamber of the detector.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Air in the open and closed chambers conducts a small electric leakage level current from the low pressure d.c. supply, because it is ionized by alpha particles emitted from a small piece of enclosed radium. Any combustion products reaching the open chamber reduce the conductivity. The increased resistance to current flow across the open chamber air gap, causes a rise in potential which triggers the electronic device and switches on a full current flow in the alarm circuit. Operation of any or all of the devices will operate the one alarm. The indicator light shows which device has functioned so that source of combustion products (sometimes not visible) can be located. The indicator light provided on the sensor body is also used for testing with gas from a test canister or cigarette smoke. The appropriate number of detector heads are sited in strategic positions above equipment which is a fire risk and at deckhead level in the protected compartment Obscuration type smoke detectors

Figure B A simple photo-cell and light arrangement (Figure B) can be used as a detector for visible smoke but this type of device would not detect invisible combustion products. Flame detectors

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Figure D Ultra-violet flame detector Photo conductors sensitive to infra-red light (Figure C) or photoemmissive cells (Figure D) which are sensitive to ultra-violet light, can both be used for flame detection. Light may be directed through a filter, on to the detecting Surface by a wide angle lens. A rotating mirror can be incorporated to extend the area under surveillance. The radiation increases conductivity so that current flow increases and causes an alarm circuit to be triggered. To reduce the chance of false alarms from light sources other than flame, a capacitor and a coil are connected in series, such that only current fluctuations, with a frequency similar to that of flames, are passed. Heat sensors Bimetal strips made up from brass and INVAR will deflect when heated due to the high expansion coefficient of the brass and the low expansion coefficient of the INVAR, which is 36% nickel steel
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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deflection increases with temperature and could in itself be used to complete an electrical circuit and operate an alarm at some specific figure. However, rate of rise can be detected using two bimetal strips (Figure E) of different thickness.

Figure E These are set up parallel to each other and arranged to deflect in the same direction. Rapid temperature rise will cause the thinner element to deflect more quickly than the other, so causing contact to be made and the alarm circuit to be completed. A slow rise causes a similar deflection in both elements, so that a gap between the contacts persists, until a certain maximum temperature if reached when contact is made because of other differences in the make up of the strips. Detection system The control equipment associated with the installation may be accommodated in the wheel house or in a fire control centre and comprises a fire indicating cabinet to which the detector heads are connected, a power unit, to convert the incoming ships supply to the voltage appropriate to the equipment and a standby battery unit. The cabinet will indicate in which space a fire has been detected and will also monitor the system and indicate whether a fault have developed. It will also instigate an audible alarm. ______________________________________________________________________ 28. a) With reference to shipboard sewage systems, describe the principle of operation of EACH the following types: (10) (i) Flow through system; (ii) Collection/holding/transfer system; (iii) Zero discharge system. (b) Explain why sewage systems involving aerobic action are to be preferred to those with anaerobic action. (10) 2010/sr3 2009/sr6 2008/sr3 2006/sr 2010/sr3
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Principle Biological system requires a steady and relatively constant flow of solid sewage so the bacteria can exist in sufficient quantity to maintain effluent discharge at the correct quality. Sludge build up is a possible problem although extended residence in the aeration chamber greatly reduces the amount. For example, sewage with 80% solid waste is reduced to 20% of its original weight after 12 hours in the aeration tank. The process of aerobicity strips oxygen from the water and creates more water, carbon dioxide and bacteria.

Aerobic (Biological) Treatment plant (Flow through system)

(ii) Collection/holding/transfer system; Plants are designed so that the effluent is retained in the vessel for discharge well away from land, or to a receiving facility ashore; others are designed to produce an effluent which is acceptable to port authorities for discharge inshore. In the former type, the plant consists of holding tanks which receive all lavatory and urinal emptying, including flushing water, while wash-basins, showers and baths are permitted to discharge overboard. Simple holding tanks may be acceptable for ships which are in port for only a very brief period. The capacity would need to be excessively large for long stays because of the amount of flushing water. They require a vent, with the outlet suitably and safely positioned because of gas emissions. A flame trap reduces risk. Inhibiting internal corrosion implies some form of coating and, for washing through of the tank and pump after
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

73 discharge required.

QACL2 SHIP SAFETY & ENVIRONMENTAL PROTECTION of the contents at sea, a fresh water connection is

(iii) Zero discharge system

Figure a Elsan type sewage plant The Elsan type plant (Figure a) has an initial reception chamber in which separation of liquid and solid sewage takes place. Wastes drop on to a moving perforated rubber belt (driven by an electric motor) which the liquid passes through but solids travel with the belt to fall into a caustic treatment tank. Solids are then transferred by a grinder pump to the holding tank. The liquid passes via the perforated belt to treatment tanks which contain chlorine and caustic based compounds. These chemicals make the liquid effluent acceptable for use as a flushing fluid. The Pneupress arrangement which supplies liquid for flushing the toilets can deliver recirculated fluid or, when the vessel is on passage, sea water. Capacity of the holding tank is 2 litres per/person/day. The tank is pumped out at sea, or to shore if the ship is in port for a long period. Tank size is small because liquid effluent passes mainly to the flushing system (excess overflows to the holding tank). (b) Explain why sewage systems involving aerobic action are to be preferred to those with anaerobic action.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Aerobic action Disintegration of sewage by bacteria in the presence of ample amount of oxygen is called aerobic treatment Anaerobic system Disintegration of bacteria in the absence of less amount of oxygen is called anaerobic treatment With anaerobic system the affluent produced is black and it will lead to turbid [muddy] water Here the bacteria produces toxic gases such as H2S which is flammable also Affluent will pollute the water The effluent produced by aerobic system is clean and does not pollute the ocean Extra care will have to be taken while opening sewage plant with anaerobic bacteria since gases produced are flammable and toxic Anaerobic sewage cannot be discharged overboard Since it is not clean thus making it uneconomical and impractical for ship Where as aerobic system sewage can be thrown overboard if more than 12 NM if untreated and 4 NM if treated and comminuted. (c) Explain the meaning and significance of the term biochemical oxygen demand. Bio-chemical oxygen demand (BOD) is a measure of the total amount of oxygen which will be taken by the chemical and organic matter in the effluent. It is important in two fold Firstly if the waterways in which the effluent is discharged is overloaded with oxygen absorbing matters the oxygen content of the water will be reduced to a level at which fish and some plants can not be supported Secondly a class of bacteria which can live without oxygen will predominate in the sewage or in the water ways to which it is discharged the bacteria associated with this condition produces hydrogen sulphide with its chrematistics pungent smell. Aerobic bacteria use Oxygen in the process of breaking down the sewage. At the end of the process the action of the bacteria reduces and so does the Oxygen demand. The bio-chemical oxygen demand (BOD) is determined by incubating at 20C, a sample of sewage effluent which has been well oxygenated. The amount of oxygen absorbed over a fiveday period is then measured. The test is used in this context to evaluate the effectiveness of treatment as it measures the total amount of oxygen taken up as final aria complete breakdown of organic matter by aerobic bacteria in the effluent occurs. The quantity of oxygen used equates to the amount of further breakdown required. ______________________________________________________________________ 29. With reference to bunkering on board vessel following:(a) Initial preparation for H.O. & D.O. bunkering. (b) Precautions for overflow during bunkering. describe the

(7) (7)

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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(c) Method of taking soundings during bunkering and operation of line valves. (6) 2009/sr12 2007/sr9 2007/sr4 2006/sr1 2006/sr6 2011/sr1 2010/sr2 Method of taking soundings during bunkering and operation of line valves. Initial preparation for H.O. D.O. bunkering; INITIAL PREPARATION: Are all personnel aware of the intention to bunker? Are they aware of emergency procedures in case of an oil spill? Has the bunkering plan been discussed with the officers involved? Are they aware of Their stations and duties during the bunkering operation. Signals and alarms to be used in case of a spill Type , specifications and quantities of fuel to be taken Tanks to be filled and sequence Present soundings and expected soundings on completion Are all associated overboard discharge valves close secured? Are unnecessary manifold valves/connections closed and blanked off Are all deck scuppers plugged? Are all save-alls emptied out and plugged? Is oil spills control equipment readily available in key locations? Are means of draining off any accumulation of water on deck provided? Is a common communication link between bunkering station, duty officer engine rooms established? Are all bunker tank air pipes checked to be open and unblocked? Are all sounding pipe caps tight? Are all bunker tanks sounded? Are all bunker tank high level alarms checked for proper functioning? Is all fire equipment in position and fire precautions being observed? Precautions for overflow during bunkering; Monitor tank level getting filled continuously Reduce rate of flow or open next tank before topping up Give timely warning to bunker station for reducing flow, for stopping pumping Monitor supply line pressure, leakage via hose connection Close valve of tank whose bunkering is completed Ensure sufficient ullage in tank for hose draining air blowing Notify supplier that last tank has reached The person stationed at the tank filling station is in overall charge of the bunkering procedure, he will monitor the tanks as they fill, keeping on eye on the filling line pressure and the filling rate. As the tanks approach 95% capacity, the next tank ( ) should be opened and the full tanks shut off If the bunkering to capacity, then the filling rate will have to be slowed right down whilst topping off the tanks. At the finish of bunkers, it is his responsibility to shut the alves, dip the tanks, and fill in the Oil Record Book. ______________________________________________________________________ 30. Describe instructions you will give to the trainee engineers with respect to EACH of the following:
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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(a) Working with gas cutting and welding equipment; (b) Securing of bottles for gas cutting and welding; (c) Stowage of spare and empty oxygen and acetylene bottles. 2008/sr8 2007/sr2 2005/sr4 2010/sr2

(a) Welding and flame cutting in areas other than in the workshop should generally be the subject of a permit-to-work. Operators should be competent in the process and familiar with the equipment to be used. Where portable lights are needed to provide adequate illumination, they should be clamped or otherwise secured in position, not handheld, with leads kept clear of the working area. Harmful fumes can be produced during these operations especially from galvanizing, paint etc. Oxygen in the atmosphere can be depleted when using gas cutting equipment and noxious gases may be produced when welding or cutting. Special care should therefore be taken when welding and flame cutting in enclosed spaces to provide adequate ventilation. The effectiveness of the ventilation should be checked at intervals while the work is in progress. In confined spaces, breathing apparatus may be required. Welding and flame cutting equipment should be inspected before use to ensure that it is in a serviceable condition. All repairs should be carried out by a competent person. Protective Clothing Protective clothing and equipment complying with the relevant British Standard Specifications should be worn by the operator and as appropriate by those working with him to protect them from particles of hot metal and stag and from accidental burns and their eyes and skin from ultra-violet and heat radiation. The operator should normally wear: Welding helmet with the correct grade of transparent eye piece for the current being used. Eye goggles or a hand-held shield may b suitable alternatives in appropriate circumstances. Leather welding gauntlets Leather apron (in appropriate circumstances) Long-sleeved natural fibre boiler suit or other approved protective clothing Clothing should be free of grease and oil and other flammable substances. (b) COMPRESSED Air bottles empty or filled should be handled with care They should be properly secured and kept tight Bottles should be easily and quickly removable from stored position because in case of fire these will add to enhance hazards Protective caps on bottles to be in place while cylinders are not in use or being moved Valve should be closed when cylinder is empty (C) Where two or more than 2 either oxygen or acetylene bottles to be stored that should be stored in separate room which is well ventilated The compartment should not be subjected to high temperature In room
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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there should not be any electrical fitting or any other potential spark causing element which would at as ignition source Permanent and prominent NO SMOKING board to be placed at entrance of compartment All empty bottles to be segregated and properly togged Each cylinder should be properly marked which should include Name, Chemical Formulae, and Symbol. Cylinder body should be colour coded For CO2 black For acetylene C2H2 maroon red ______________________________________________________________________ 31. (a) Describe the changes which taken place within a lead-acid battery during discharge and when charging is taking place. (8) (b) Explain:(i) Why the rate of charge will affect gassing? (2) (ii) The risks associated with gassing and safeguard in battery compartments. (2) (iii) The reasons for distilled water top up. (2) (iv) The remedy for spillage of electrolyte on the skin. (2) (c) List the electrical system on board the ship where continuity of supply from emergency sources of power of is essential in the event of main power failure. (4) 2008/sr3 2005/sr9 2010/sr2 Answer Lead acid battery consist of insulated set of plates immersed in diluted solution of hydrogen sulphide [H2SO4] in water Discharging action; Hydrogen ions remove oxygen from lead peroxide [PbO2], and combine with reducing lead peroxide to grey lead [Pb] The formation of water leads to dilution of H2So4 and thus cell discharges and sp gravity of cell drops At-ve plate Sulphate ions combine with pure lead of-ve plate Thus lead sulphate is formed [PbSO4] H2SO4 ----2H+ + SO4 2H+ + O2 --------H2O At lead Pb++ + SO4 ------PbSO4 [lead sulphate] This PbSO4 is coated on active plate and finally cover it up wholly During discharge process Fully charged cell has 1.95 Volts After discharging 1.8 Volts Charging; While charging + ve side of supply is connected to positive side of cell and ve end ofsupply to-ve plates Here lead sulphate is broken into pure lead and sulphate ions [SO4] Water also breaks down, due to current to form H+ and O2 ions Thus oxygen recombines with lead at+ve plate and lead peroxide is formed again Hydrogen recombines with SO4 to form H2SO4 H2O ----2H+ + O
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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2H+ + SO4 -----H2SO4 PbS4 -------Pb + SO4 Pb + O2 ------ PbO2 [lead peroxide] b) Gassing in lead acid cell is because of evolution of hydrogen and oxygen gases When cell is being charged electrolyte and water of which water is broken down into 2H+ and O ion These gases shows bubbles at surface These gases are allowed to moved out via open vent of battery Hydrogen is explosive and light in weight therefore it moves towards ceiling of compartment If rate of charging is more, more amount of hydrogen gas will be formed hence rate of charging affects gassing 2) Risk associated with gassing and safeguard in battery compartment During charging hydrogen gas is produced, which has flammable range of 4% to 74% in air. Thus chances of formation of explosive mixture are high, if spark is produced in battery room, due to any reason, then explosion chances are high. Hydrogen being light in weight moves towards ceiling and continuously expelled out by exhaust fan on top of room. Fan and motor are placed outside of battery room,. The fan blades are non metallic i.e. plastic to avoid chances of spark generation. The discharge of hydrogen is made such that it will nit pass near galley suction blower, or Engine Room suction blower. No naked light and no smoking boards are put in battery compartment 3) Reasons for distilled water top up. Plates of lead acid cell are always kept submerged. Due to gassing action and evaporation battery suffers loss of water, thus liquid level drops. Therefore the plates which are now not submerged will not take action while discharging process, since they are not in contact with electrolyte. Thus potential of battery is affected hence top up of water is necessary. Battery potential will drop down considerably without use of battery, if electrolyte level falls down. Battery should not be overfilled Therefore it will lead to electrolyte bubbling out via vent. 4) Remedy for spillage of electrolyte on skin On spillage of electrolyte, the skin should be thoroughly washed with clean fresh water. Typical essential services include 1) Emergency lighting (at every muster and embarkation station, alleyways, stairways and exits, personnel lift cars, machinery spaces
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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and main generating stations including their control positions, all control stations, emergency switch board all-stowage positions of firemans outfits, at the steering gear, at the fire pump and the emergency bilge pump and at the starting position of their motors. 2) Navigation lights; and other lights required by COLREG. 3) MF radio installation, whip earth station if applicable. 4) All internal communication equipment required in an emergency. 5) Ship borne navigational equipment 6) Fire detection and alarm system and fire door holding and resease system. 7) Intermittent operation of Day light signaling lamp. 8) The ships whistle 9) Manually operated call points 10) All internal signals that are required in an emergency. 11) One of the fire pumps (either of the main fire pumps, or the emergency fire pump.) 12) Automatic sprinkler pump, 13) Emergency fir pump. # all the above services for 36Hrs. Also 14) Any water tight doors with their indicators and warning signals 15) The emergency arrangement to bring the lift cars to deck, level for the escape of persons: ______________________________________________________________________ 32. Describe an emergency generating plant for use in the event of complete failure of the main electrical installation and make particular reference to :Starting arrangement. Cooling systems. Fuel and its supply. Periodic attention required. Location. 2011/sr1 2009/sr6 2007/sr4 2006/sr8 2011/sr1 Answer A self-contained emergency source of electrical power is to be provided in the event of main power failure, which should be capable of supplying all those services that are essential for safety in an emergency, simultaneously for a period of 36 hors (passenger vessels) or 18 hours (cargo vessels). Essential services include emergency lightings, internal communication system, navigational aids, fire detection, alarms, controls, emergency fire pump, emergency bilge pump, steering gear, watertight doors etc. Where the emergency source of electrical power is a generator, it is to be (i) driven by a suitable prime mover with an independent supply of fuel having a flashpoint (closed cup test) of not less than 43C; (ii) started automatically upon failure of electrical supply from the main source of electrical power and is to be automatically connected to the emergency switchboard to provide all those essential services stated above within 45 seconds, (iii) During the transition period an accumulator battery should come into service automatically supplying
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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all the essential lighting requirements, fire detection, controls alarms, having a capacity of at least for V% hour. Starting arrangement:(a) The emergency diesel generator supplying power to emergency switchboard, is being normally supplied from the main switchboard with an air circuit breaker which is interlocked with emergency generator air circuit breaker such that main circuit automatically switches off when the emergency generator comes on load. As the main switchboard supply goes off, emergency generator self starter circuit comes on with a battery source and timer, at the same time fuel supply line opens through a solenoid valve from the independent fuel tank. The battery serf starter circuit remains on for few seconds by a timer allowing firing to take place and engine to pick up speed. In case, firing does not take place with the time duration of the first timer, alarm sounds indicating starting trouble and a second timer with a time delay again energizes the self starter circuit for restarting. Three such attempts are generally provided for starting as well as a hand cranking arrangement sometimes provided. The battery for self starter circuit is normally kept under trickle charge from mains supply through a step-down transformer and rectifier and battery condition can be monitored from an indication in the switchboard. Cooling System:- Emergency generator shaft driven Lube. Oil pump provides all engine lubrication. Shaft driven fresh water pump Provides jacket cooling; an independent Fr.W. tank replenished water loss. A shaft driven positive displacement pump takes sea water suction and discharge is used as coolant in lube oil cooler and fresh water cooler.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Fuel supply:- An independent diesel oil tank situated in the emergency generator compartment having adequate capacity for required duration provides the fuel supply through a solenoid operated valve which opens when the main switchboard power supply fails. Periodic maintenance:- The emergency power system must be ready and available at all times. The testing is normally carried out during the weekly emergency fire and boat drill practice sessions. The main generators are not shut down, but the emergency generator starting sequence and coming on load can be tested on manual mode, by simulating a mains power failure. Automatic start relays and interlocks fitted in the system must be checked. Insulation resistance of both armature and field windings to be checked and space heaters to be kept on when the generator in not in running condition. Slip-rings and brushes to be checked and kept in good condition and spring pressure adjusted for good contact. Self starter battery electrolyte level, density and connection terminals to be checked and battery charging circuit to be kept on. Location. The emergency source of electrical power, associated transforming equipement, if any, transitional source of emergency
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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power emergency switchboard and emergency lighting switchboard are to be located above the uppermost continuous deck and be readily accessible from the open deck. They are to be located aft of the collision bulkhead. In the event of a fire or other casualty after of the collision bulkhead. In the event of a fire or other casualty in spaces containing the main source of electrical power and its switchboard, will not interfere with the supply, control and distribution of emergency source of electrical power. ______________________________________________________________________ 33. Hot work is planned in the bottom platform of the engine room As a watch keeping officer how will you ensure that the job is carried out safely? Welding and flame cutting in areas other than in the workshop should generally be the subject of a permit-to-work. Operators should be competent in the process and familiar with the equipment to be used Where portable lights are needed to provide adequate illumination, they should be clamped or otherwise secured in position, not handheld, with leads kept clear of the working area. Harmful fumes can be produced during these operations especially from galvanizing, paint etc. Oxygen in the atmosphere can be depleted when using gas cutting equipment and noxious gases may be produced when welding or cutting. The effectiveness of the ventilation should be checked at intervals while the work is in progress Welding and flame cutting equipment should be inspected before use to ensure that it is in a serviceable condition. All repairs should be carried out by a competent person. Protective clothing and equipment complying with the relevant British Standard Specifications should be worn by the operator and as appropriate by those working with him to protect them from particles of hot metal and slag and from accidental burns and their eyes and skin from ultra-violet and heat radiation. Before welding, flame cutting or other hot work operation, a check should be made that there are not combustible solids, liquids or gases, at, below or adjacent to the area of the work, which might be ignited by heat or sparks from the work. Welding or other hot work should never be undertaken on surfaces covered with grease, oil or other flammable or combustible substances. When welding or flame cutting in the area of oil tank savealls, ensure that the savealls are clean and free of any inflammable residues. When welding or flame cutting in the area machinery space bilges, ensure that the bilges are clean and free of any inflammable residues. Where necessary, combustible materials and dunnage should be moved to a safe distance before commencing operations. Welding and flame cutting operations should be properly supervised and kept under regular observation. Suitable fire extinguishers should be kept at hand ready for use during the operation. A person with a suitable extinguisher should be stationed to keep watch on areas not visible to the welder which may be affected.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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In view of the risk of delayed fires resulting from the use of burning or welding apparatus, appropriate frequent checks should be made for at least two hours after cessation of the work. ______________________________________________________________________ 34. With reference to MARPOL 73/78 (a) Explain the purpose of an oil record book? (b) What is the regulation concerning above requirement? (c) What all is recorded in oil record book (d) What is SOPEP? (e) What are the contents of a SOPEP locker? (f) Prepare a Pre-Bunkering checklist. (g) Precautions to be taken during bunkering 2009/sr6 2007/sr10 2006/sr7 2011/sr3

(2) (2) (2) (2) (4) (4) (4)

Regulation 17 Oil Record Book, Part I-Machinery space operations 1 Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery space Operations). The Oil record Book, Whether as a part of the ships official log-book or otherwise, shall be in the Form specified in appendix III to this Annex. 2. The Oil Record Book Part I shall be completed on each occasion, on a tank-to-tank basis if appropriate, whenever any of the following machinery space operations takes place in the ship: 1. ballasting or cleaning of oil fuel tanks; 2. discharge of dirty ballast or cleaning water from oil fuel tanks; 3. collection and disposal of oil residues (sludge and other oil residues); 4. discharge overboard or disposal otherwise of bilge water which has accumulated in machinery spaces; and 5. bunkering of fuel or bulk lubricating oil. 3. In the event of such discharge of oil or oily mixture as is referred to in regulation 4 of this Annex or in the event of accidental or other exceptional discharge of oil not excepted by that regulation, a statement shall be made in the Oil Record Book Part I of the circumstances of, and the reasons for, the discharge. 4. Each operation described in paragraph 2 of this regulation shall be fully recorded without delay in the Oil record Book Part I, so that all entries in the book appropriate to that operation are completed. Each completed operation shall be signed by the officer or officers in charge of the operations concerned and each completed page shall be signed by the master of ship. The entries in the Oil Record Book Part I, for ships holding an International Oil pollution Prevention Certificate, shall be at least in English, French or Spanish. Where entries in an official national language of the State whose flag the ship entitled to fly are also used, this shall prevail in case of a dispute or discrepancy.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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5. Any failure of the oil filtering equipment shall be recorded in the Oil record Book Part I. 6. The oil Record Book Part I, shall be kept in such a place as to be readily available for inspection at reasonable time and, except in the case of unmanned ships under tow, shall be kept on board the ship. It shall be preserved for a period of three years after the last entry has been made. The competent authority of the Government of a Party to the present Convention may inspect the Oil Record Book Part I on board any ship to which this Annex applies while the ship is in its port or offshore terminals and may make a copy of any entry in that book and may require the master of the ship to certify that the copy is a true copy of such entry. Any copy so made which has been certified by the master of the ship as a true copy of an entry in the ships Oil Record Book Part I shall be made admissible in any judicial proceedings as evidence of the facts stated in the entry. The inspection of an Oil Record Book Part I and the taking of a certified copy by the competent authority under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed. SOPEP stands for Shipboard Oil Pollution Emergency Plan. Marpol 73/78 Annex 1 Regulation 26 states Every ship of 400 tons gross tonnage and above and every oil tanker of 150 tons gross tonnage and above shall carry on board a Shipboard Oil pollution Emergency Plan approved by the Administration. The purpose of the plan is to provide guidance to the Master and officers on the steps to be taken in the event of a pollution incident or in the likelihood of one. The Shipboard Oil Pollution Emergency Plan (SOPEP) is to be seen as an information from the owners to the Master of a particular ship. It shall advise the Master how to react in case of an oilspill to prevent or at least mitigate negative effects on the environment. The plan contains operational aspects for various oilspill scenarios and lists communication information to be used in case of such incidents. Its main contents include the person to be contacted in case of oil spill, his contacting methods such as phone number and address, the procedure to be adopted in case of oil spill, such as the disposal methods, anti-pollution equipment and materials. For easy reference, the following plans must be included in SOPEP. Principal Particulars of the vessel General Arrangement Plan Capacity Plan Midship section Shell expansion plan Pumping arrangement It must be kept in the masters office
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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The materials used for oil spillage mainly include the following. 1) the material used for cleaning up spilled oil, for example, the oil absorbent such as saw dust and oil felt 2) The material for preventing split oil from spreading out, such as oil booms BUNKERING CHECK LIST INITIAL PREPARATION: Are all personnel aware of the intention to bunker? Are they aware of emergency procedures in case of an oil spill? Has the bunkering plan been discussed with the officers involved? Are they aware of Their stations and duties during the bunkering operation Signals and alarms to be used incase of a spill Type ( ), specifications and quantities of fuel to be taken Tanks to be filled and sequence Present soundings and expected soundings on completion Are all associated overboard discharge valves close secured? Are all unnecessary manifold valves/connections closed and blanked off Are all deck scuppers plugged? Are all save-alls emptied out and plugged? Is oil spill control equipment readily available in key location? Are means of draining off any accumulation of water on deck provided? Is a common communication link between bunkering station, duty officer engine room established? Are all bunker tank air pipes checked to be open and unblocked? Are all sounding pipe caps tight? Are all bunker tanks sounded? Are all bunker tank high level alarms checked for proper functioning? Is all fire equipment in position and fire precautions being observed? PRIOR TO BUNKERING: Are the bunker hoses of sufficient length? Are the hoses and couplings in good condition? Is the capacity of the lifting gear sufficient for the hose? Is the hose tested to required pressure and suitable for the oil to be loaded? Has the delivery note quantity and specification verified to be correct? Has the bunkering plan been discussed, agreed and signed with the supplier? Has the ships and suppliers emergency response procedures been discussed? Has a communication system been established between the ship and supplier? Have signals for the following been agreed Commence pumping Increase pumping rate Educe pumping rate Cease pumping
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Emergency stop Has a method for determining quantity pumped aboard been agreed? Has shore/barge readings/soundings been sighted/recorded? Have compatibility tests, if necessary, been carried out? Have all bolts been fitted on the connecting flange and nuts tightened? Is the filling line prepared and all relevant valves to the tank opened? Has an overflow tank been designated? Have fire wires been rigged fore and aft? Has a seaman been detailed to tend moorings? Are the appropriate signals being displayed2? Are names and contact numbers (telephone, telex, fax, VHF) of the following available Terminal/Port Authority Local Emergency Services Regulatory services (e.g. USCG) Agent Precautions to be taken during bunkering Two people will be involved directly in the bunkering procedure; one man stationed at the manifold, and one at the tank valve controls. However the Deck OOW is also involved, as he must be informed at the start and finish of bunkers He will make that the bunkering flag is raised, and that the ship is securely moored. He will also be involved in coordinating procedure should an oil spillage occur. The Duty Engineer will also be involved as he must know which tanks are being filled, and which can be used. Transfer of fuel may not be possible during bunkering; it is not advisable to do so anyway. If the overflow tank flow or high level alarm goes off in the ECR he will have to take action to stop the bunkers. It may also be his job to test a sample of the fuel being bunkered for compatibility, water, viscosity, density and catalytic fines. The person stationed at the manifold will stay in communication with the barge and the tank filling station. He will ensure that there are no leaks from pipeline or manifold. He will also ensure that the drip sampling is being carried out correctly. He is also the first response in the case of an oil spill, his duty being to stop the bunkering, summon assistance and take initial pollution limitation action. The person stationed at the tank filling station is in overall charge of the bunkering procedure, he will monitor the tanks as they fill, keeping an eye on the filling line pressure and the filling rate. As the tanks approach 95% capacity, the next tank ( ) should be opened and the full tanks shut off
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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If the bunkering to capacity, then the filling rate will have to be slowed right down whilst topping off the tanks. At the finish of bunkers, it is his responsibility to shut the valves, dip the tanks, and fill in the Oil Record Book. ______________________________________________________________________ 35. With reference to chemical tankers: (a) Sketch a suitable cargo pumping and stripping system, labeling the component parts and indicating the direction of fluid flow. (10) (b) State the requirements of the regulations evolved to reduce pollution of the sea by chemical tanker chargoes. (10) 2009/sr6 2007/sr10 2006/sr7 2005/sr4 2005/sr4

Diagram of Vac-Strip cargo sysem 1. Level control (level controller) 2. Exhaust control valve 3. Pressure switches 4. Auto/manual selector (panel loader) 5. High selector relays 6. Butterfly valve 7. Vacuum pump 8. Reservoir tank 9. Vacuum breaker 10. Separator 11. Interceptor tank 12.Thermostat State the requirement of the regulation evolved to reduce pollution of the sea by chemical tanker cargo Answer
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Regulation 6 Categorization and listing of noxious liquid substances and other substances 1. For the purpose of the regulations of this annex, noxious liquid substances shall be divided into four categories as follows: 1. Category X: Noxious liquid substances X Which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a major hazard to either marine resources or human health and, therefore, justify the prohibition of the discharge into the marine environment; 2. Category Y: Noxious liquid substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a hazard to either marine resources or human health or cause harm to amenities or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into the marine environment; 3. Category Z: Noxious liquid substances which, if discharged into sea from tank cleaning or deballasting operations, are deemed present a minor hazard to either marine resources or human health therefore justify less stringent restrictions on the quality quantity of the discharge into the marine environment; the to and and

4. Other substances: Substances indicated as OS (Other Substances) in the pollution category column of chapter 18 of the International Bulk Chemical Code which have been evaluated and found to fall outside category X,Y or Z as defined in regulation 6.1 of this Annex because they are, at present, considered to present no harm to marine resources, human health, amenities or other legitimate uses* of the sea when discharged into the sea from tank cleaning or deballasting operations. The discharge of bilge or ballast water or other residues or mixtures containing only substances referred to as Other Substances shall not be subject to any requirements of the annex. ______________________________________________________________________ 36. With reference to the ISPS Code state the following: (a) Duties of ships security officer (8) (b) Shipping companys responsibilities. (6) (c) Certificate issued as per the code and its validity. (6) 2009/sr6 2008/sr9 2010/sr12 Section 12 Ship Security Officers (SSO) A SSO shall be designated on each ship. Duties and responsibilities of the SSO 1. 2. 3. 4. 5. Regular security inspections of the ship Maintaining and supervising the implementation of the SSP Co-ordinating the handling the implementation of the SSP Proposing modifications to the SSP reporting to the CSO any deficiencies and non-conformities

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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6. enhancing security awareness and vigilance on board 7. adequate training to be provided to shipboard personnel 8. reporting all security incidents 9. co-ordinating implementation of the SSP with CSO PESO 10. security equipment is properly operated, tested, calibrated. Section 6 Obligations of the Company

Clear statement emphasizing the masters authority (6.1) Masters overriding authority and responsibility to make decisions with respect to the security of the ship (6.1) Request the assistance of the Company or of any Contracting Government (6.1) The company security officer, the master and the ship security officer shall be given the necessary support (6.2) Section 19 Verification and Certification 19.1 Verifications 19.1.1.1 initial verification Shall include a complete verification of its security system and any associated security equipment and the approved SSP. Security system and any associated security equipment fully complies with the requirements Satisfactory condition/fit for the service 19.1 Verifications 19.1.1.2 renewal verification Not exceeding five years Security system and any associated security equipment fully complies with the requirements Satisfactory condition/fit for the service 19.1.1.3 intermediate verification At least one intermediate verification, if only one, shall take place between the second and third anniversary date. Include inspection of security system and any associated security equipment 19.1.1.4 additional verification Any additional verifications as determined by the administration. The verifications of ships shall be carried out by officers of the administration. The Administration may entrust the verifications to a RSO (19.1.2) Security system and equipment after verification shall be maintained to conform with the provisions (19.1.4) After verification has been completed, no changes shall be mode in security system and equipment without the sanction of the Administration (19.1.4) 19.2 Issue or endorsement of certificate
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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International Ship Security Certificate shall be issued after the initial or renewal verification (19.2.1) Such certificate shall be issued or endorsed either by the Administration or by the RSO (19.2.2) 19.3 Duration and validity of certificate International ship security Certificate shall not exceed 5 years (19.3.1) When the renewal verification is completed within 3 months before the expiry date of the existing certificate, the new certificate shall be valid from the date not exceeding 5 years from the date of completion of the renewal verification to a date not exceeding 5 years from the date of expiry of the existing certificate (19.3.2) When the renewal verification is completed after the expiry date of the existing certificate, the new certificate 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 certificate (19.3.2.1) When the renewal verification is completed more than 3 months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal verification to a date not exceeding 5 years from the date of completion of the renewal verification (19.3.2.2) at the Renewal verification, if a new certificate cannot be issued/ placed on board, existing certificate may be endorsed (19.3.4) and shall be accepted as valid for a further 5 months (19.3.4) certificate shall cease to be valid; (19.3.8) 1. Renewal/Intermediate/(Additional) verifications are not completed within the period 2. Certificate is not endorsed 3. Company changes 4. flag changes 19.4 Interim certification After 1 July 2004, Interim ISSC may be issued for; (19.4.1) 1. a ship without a certificate, on delivery, prior to its entry/reentry into service 2. flag changes from party Government 3. flag changes from non-party Government 4. company changes Interim ISSC shall be valid for (19.4.4) 6 months Or until full certificate is issued, whichever comes first May not be extended No subsequent, consecutive Interim ISSC shall be issued (19.4.5) 19.4 Interim certification To be verified; (19.4.2) 1. SSA completed 2. copy of SSP (submitted for approval) provided onboard, and SSP is being implemented) 3. Security Alert System is provided, if required 4. CSO
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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1. shall ensure a) review the SSP b) SSP has been submitted for approval c) SSP is being implemented on the ship 2. established necessary arrangements for completion of Initial Verification Drills, exercises, internal audits 5. Arrangement for Initial verification 6. Master, SSO relevant shipboard personnel are familiar with their duties specified in the Code Relevant provision of the SSP Have been provided such information ______________________________________________________________________ 37. Steering system failure has caused shipping casualties and oil pollution discuss The cause of such failure The precaution necessary in design operation and maintenance Failure of the common hydraulic pipe system of a four ram steering gear with duplicated power units, could result in rapid discharge of oil from the circuit and loss of steering capability. Single failure concept Steering capability of the vessel should not be lost in case of a single fault developing in the system As per rule, no single failure of any of the steering gear will put the system out of action for not more than 45 seconds 100% redundancy It is the complete duplication of the equipment such that if there is a failure there is no loss of that service Two independent and identical systems capable of steering so that in case of single failure duplication of hydraulic pipe work pump and motor gives and addition safe guard with complete hydraulic system redundancy Steering gear 2 independent and separate power actuating system 100% torque each Each capable of 35 to 30 deg in 28 second The major pollution risk with loss of steering on a larger tanker, make it necessary to have complete hydraulic system redundancy on new tankers of 100,000 dwt and above. This implies either two complete and independent hydraulic steering gears or two interconnected circuits with automatic isolation of one from other should there be a loss of hydraulic fluid. The principle of a steering gear suitable for any vessel, including tankers of more that 100,000dwt, is shown in Fig 3. Fig 3)

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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The four-ram gear consists of two pairs of rams, each pair being capable of supplying 50% of the torque required. For normal full ahead running they are operated together to provide 100% torque, with one pump and motor power unit in used. The system operation in the same way as other four-ram arrangements, but duplication of the hydraulic pipe work as well as pump and motor power units gives and additional safeguard with complete hydraulic system redundancy. The same sort of design can also be used in conjunction with duplicated rotary vane cylinders (one chamber above the other) as indicated in the sketch. Oil loss from fracture in the pipe system would lower the level in the reservoir of the running pump and through the flat switch and control unit shut down the isolating valves. The two sets of piping and associated pairs of rams would now be isolated. The leak could be in either pipe and ram set, however, and the problem remains whether to shut down the running pump and then start the other. One proposal is that a second lower level float switch be fitted to each reservoir. If, after closure of the isolating valves, no further oil loss occurred, the running pump would be left in operation, but continuing drop in oil level would initiate shutdown of the running pump and start of the other in 45 seconds.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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A number of proposals have been advanced for shutdown and isolating arrangements. There is the risk that the apparent increase in safety is jeopardized by added complesity and greater number of components exposed to failure. The Amoco cadiz disaster focused attention on the fact that failure of the common hydraulic pipe system of a four ram steering gear with duplicated power units, could result in rapid discharge of oil from the circuit and loss of steering capability. Four ram or double vane type gears with duplicated hydraulic circuits, as well as duplication of pumps, were developed. This arrangement cannot, however, be operated with both pumps running and the duplicated hydraulic circuits isolated from each other. The systems have to be connected in common for operation with both pumps. Either pump can provide hydraulic power for the combined circuit or for an isolated half, with the bypass open on the other part.

Figure The Hastie-Brown split system, shown here in split operation, is arranged to give two ram operation automatically in the event of loss of fluid from one system. Figure illustrates a four ram gear which complies with the International Convention for the Safety of Life at Sea (SOLAS) regulations (1974, amended 1981) relating to tankers, chemical tankers
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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or gas carriers of 10000gt and upwards (see especially Chapter 11-1 Regulation 29, Paragraph 19). Two main power and servo-power units draw from a two-compartment tank fitted with oil level switches arranged at three levels. Level I gives an initial alarm following loss of oil from either system. In normal operation one or both power units provide hydraulic power to all four rams. Continued loss of oil initiates one or both of the level 2 switches. These energize their respective solenoid operated servo valves, causing the combined isolating and bypass valves to operate, splitting the system such that each power unit supplies two rams only. At the same time if one power unit is stopped it is automatically started. Further loss of oil and the system on which it is occurring will operate one of the level 3 switches. This will close down the power units on the faulty side. Steering then continues, uninterrupted but at half the designed maximum torque on the sound system. The defective system is out of action and isolated.

Four ram steering gear diagrammatic arrangement Steering gear failures and safeguards The vital importance of the steering gear is reflected in the regulations of the government department with responsibility for shipping (usually Department of Transport or Coastguard) the requirements of the classification societies (Lloyds register, American Bureau of Shipping, Bureau Veritas and others) and the recommendations of the International Maritime Organization (IMO).
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Some general requirements for steering gears, based on the various regulations and SOLAS 1974, are given below: Ships must have a main and an auxiliary steering gear, arranged so that the failure of one does not render the other inoperative. An auxiliary steering gear need not be fitted, however, when the main steering gear has two or more identical power units and is arranged such that after a single failure in its piping system or one of its power units, steering capability can be maintained. To meet this latter alternative the steering gear has to comply with the operating conditions of paragraph 2-in the case of passenger ships while any one of the power units is out of operation. In the case of large tankers, chemical tankers and gas carriers the provision of two or more identical power units for the main steering gear is mandatory. The main steering gear must be able to steer the ship at maximum ahead service draught, of putting the rudder from 35 on one side to 30 on the other side in not more than 28 secs. (The apparent anomaly in the degree of movement is to allow for difficulty in judging when the final position is reached due to feedback from the hunting gear which shortens the variable delivery pump stroke.) Where the rudder stock, excluding ice strengthening allowance, is required to be 120 mm diameter ai the tiller, the steering gear has to be power operated. The auxiliary steering gear must be capable of being brought speedily into operation and be able to put rudder over from 15 on one side to 15 on the other side in not more than 60 secs with the ship at its deepest service draught and running ahead at the greater of one half of the maximum service speed or 7 knots. Where the rudder stock (excluding ice strengthening allowance) is over 230 mm diameter at the tiller, then the gear has to be power operated. It must be possible to bring into operation main and auxiliary steering gear power units from the navigating bridge. A power failure to any one of the steering gear power units or to its control system must result in an audible and visual alarm on the navigating bridge and the power units must be arranged to restart automatically when power is restored. Steering gear control must be provided both on the bridge and in the steering gear room for the main steering gear and, where the main steering gear comprises two or more identical power units there must be two independent control systems both operable from the bridge (this does not mean that two steering wheels are required). When a hydraulic telemotor is used for the control system, a second independent system need; not be fitted except in the case of a tanker, chemical carrier or gas carrier of 10000 gt and aover. Auxiliary steering gear control must be arranged in the steering gear room and where the auxiliary gear is power operated, control must also be arranged from the bridge and be independent of the main steering gear control system. It must be possible, from within the steering gear room, to disconnect any control system operable from the bridge from the steering gear it
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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serves. It must be possible to bring the system into operation from the bridge. Hydraulic power systems must be provided with arrangements to maintain the cleanliness of the hydraulic fluid. A low level alarm must be fitted on each hydraulic fluid reservoir to give an early audible and visual indication on the bridge and in the engine room of any hydraulic fluid leakage. Power operated steering gears require a storage tank arranged so that the hydraulic systems can be readily recharged from a position within the steering gear compartment. The tank must be of sufficient capacity to recharge at least one power actuating system. Where the rudder stock is required to be over 230 mm diameter at the tiller (excluding ice strengthening) an alternative power supply capable of providing power to operate the rudder, as described in paragraph 3 above, is to be provided automatically within 45 seconds. This must supply the power unit, its control system and the rudder angle indicator and can be provided from the ships emergency power supply or from an independent source of power located within the steering compartment and dedicated for this purpose. Its capacity shall be at least 30 minutes for ships of 10000 gt and over and 10 minutes for other ships. Steering gear testing Except in the case of ships regularly engaged on short voyages, the steering gear should be thoroughly checked and tested within 12 hours before departure. These tests should include testing of power unit and control system failure alarms, the emergency power supply (when relevant) and automatic isolating arrangements. Every three months an emergency steering drill should be held and should include direct control from within the steering compartment at which time the use of the communications procedure with the navigating bridge should be practiced. ______________________________________________________________________ 38. (a) Sketch and describe a non-portable 136 liter foam fire engine. (10) (b) Briefly explain how to operate the foam engine. (4) (C) State the two constituents used, which enable a stable foam to be produced. (2) (d) State for what approximate length of time, the engine should generate foam. (2) (e) Where on board ship would you expect such an extinguisher to be located. (2) 2007/sr6

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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A. B. C. D. E. F. G. H. J. K. L. M.

Foam-making compound tank. Water supply from pump Air pipe into tank lop Pressure gauge. Scouring value. Air intake. Interconnected lever opening air, compound and water cocks. Removable hose reel. Coupled water and compound hoses. Branch pipe water cock. Branch pipe compound cock. Foam-making branch pipe

Fig.-Foam hose reel unit. Non-portable. Extinguishers The gross tornado and class of ship, power and type of main propelling machinery determine whether or not a 45-51 (10 gal) or 1361 (30 gal) capacity foam extinguisher is provided in the machinery or, boiler spaces, 16kg (35 lb) and 45 kg (100 lb) carbon dioxide extinguishers being deemed, acceptable alternatives. Unlike their smaller counterparts, there are no British Standards specifications which cover the construction and performance of these onon portable extinguishers, but some guide lines in this respect are contained in the. Rules. Thus, in the case of the foam type, whilst the range of 14 m (45 ft) and period of discharge (not less than 100 sec) are laid down for the 1361 (30 gal) capacity machine, no requirement is made in respect of method of operation, the designer thus being left free to develop this aspect as he pleases. Providing the fire main is always pressurized, a foam making hose reel unit such as is illustrated in Fig. is acceptable in machinery and
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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boiler spaces extinguisher.

The type illustrated is intended for bulkhead mounting and incorporates its own foam compound supply tank (A). Lever (G) operates three cocks simultaneously, one controlling the water supply from the fire main, one controlling the foam compound tank vent to atmosphere and the third controlling the supply of compound from the tank. On opening lever (G) in addition to venting the tank to atmosphere and opening the supply valve from the tank, water flows to one on the side of the hose reel, the other inlet receiving a solution of water and foam compound, the compound living-been induced into the water stream by means of an inductor unit. The hose reel contains a length of twin hose, secured together as shown, the reel end of each hose being attached to one of the side inlets referred to. To the free ends of the hoses is attached a foam making branch pipe where two solutions mix mid, with the addition of contained air, produce foam, foam quality is controlled by the operation of levers (I,) and (k). Water pressure in excess of 41 bars (60 Ib/in) is usually necessary before such equipment can be used effectively. As speed of action is essential if success is to be achieved in fighting an incipient fire, this type of equipment is extremely useful under the conditions stated, as by the mere opening of one valve foam is readily available at the nozzle without the need to have previously unwound the hose. After use, the foam compound tank should be refilled immediately, and the foam compound hose and connexions washed through will clean sea water by using scouring valve (E). In the carbon dioxide types of non-portable extinguishers, it is essential in view of the pressures involved to lay down the specification to which the cylinders must be constructed i.e. BS 401:1931, BS 1287:1946 or BS 1288: 1946, the Home Office Specification s being accepted as on equivalent. Other features, such as rate of discharge which affects performance, and means to prevent injury to the operator from electrical discharge or cold burn on discharge of the extinguisher are specified but once again the method of operation is left to the ingenuity of the designer. Although termed non-portable, these extinguishers are usually mounted on wheels for case of movement. These use of these larger non-portable machines is usually resorted to after several portable extinguishers have been used to no avail. In such circumstances, no hesitation should be permitted in using these larger appliances as a machinery space fire which is not extinguisher after Several portables have been expended, may now be travelling in all directions and any oil which is involved has had several minutes
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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pre-burn time a dangerous situation. Far better to over-kill the fire with massive applications of foam or other extinguishing medium than risk using more portables only to find the conflagration is now beyond the extinguishing capability of the non-portable equipment system and the attendant necessity of abandoning the machinery space in question. Although only protein foam has been referred to up till now, it may be of interest to note at this point that two other types of foam, namely fluoro protein foam and aqueous film forming foam (AFFF) are beginning to find favour in the marine world in view of their superior flame knockdown and faster fire control capabilities. The former is combination of hydrolyzedprotein and fluorosurfactant usually in a 3-10 per cent concentration in water, depending on method of application and equipment used, while the latter is a synthetic foam, in a 6 per cent concentration in water, with the unique ability of extinguishing oil fires by allowing water to float on the fuel thus providing an effective vapour seal. (a) Protein foam. (b) Fluoroprotein Foam (FP). (c) Film Forming Fluoroprotein Foam Foam (FFFP). (d) Aqueous Film Forming Foam (AFFF). (e) Alcohol Resistant Aqueous Film Forming Foam (AR-AFFF) (f) Synthetic Foam. ______________________________________________________________________ 39. With reference to an emergency source of electrical power in cargo ships:Describe a typical power source. (7) Give a typical list of essential services, which must be supplied simultaneously (7) Explain how the emergency installation can be periodically tested.(6) 2008/sr8 Answer a) Figure.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Emergency generators for passenger vessel are now required to be automatically started and connected within 45 seconds. A set of automatically connected emergency batteries capable of carrying certain essential items for 30 minutes, is also required. Alternatively batteries are permitted as the main emergency source of power. Regulations specify the supply of emergency power to essential services on passenger ships for a period of upto 36 hours. A shorter period is allowed in vessels such as ferries. Some of the essential services may be operated by other than electrical means (such as hydraulically controlled water tight doors), others may have their own electrical power. If the batteries are the only source of power they must supply the emergency load without recharging or excessive voltage drop (12% limit) for the required length of time. Because the specified period is upto 36 hours; batteries are used normally as a temporary power source with the emergency generator taking over essential supplies when it starts. The emergency switch board has two sections, one operating at 440 volts and the other at 220 volts. The 440 V supply, under normal circumstances, is taken from the main engine room switch board through a circuit breaker. A loss of main power causes this breaker to be tripped and the supply is taken over directly by the emergency generator when started through breaker B. An inter lock prevents
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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simultaneous closure of both breakers. A special feeder is some times fitted so that in a dead ship situation the emergency generator can be connected to the main switchboard. This special condition breaker would only be closed when the engine room board was cleared of all load, i.e. all distribution breakers were open. Selected machinery within the capacity of the emergency generator could then be operated to restore power, at which stage the special breaker would be disconnected. Typical essential services include 1) Emergency lighting ( at every muster and embarkation station, alleyways, stairways and exits, personnel lift cars, machinery spaces and main generating stations including their control positions, all control stations, emergency switch board all-stowage positions of firemans outfits at the steering gear, at the fire pump and the emergency bilge pump and at the starting position of their motors. 2) Navigation lights; and other lights required by COLREG. 3) MF radio installation, ship earth station if applicable. 4) All internal communication equipment required in an emergency 5) Ship borne navigational equipment. 6) Fire detection and alarm system and fire door holding and release system. 7) Intermittent operation of Day light signaling lamp 8) The ships whistle. 9) Manually operated call points 10) All internal signals that are required in an emergency. 11) One of the fire pumps (either of the main fire pumps, or the emergency fire pump. 12) Automatic sprinkler pump, 13) Emergency fire pump. # all the above service for 36 Hrs. Also 14) any water tight doors with their indicators and warning signals. 15) The emergency arrangements to bring the lift cars to deck, level for the escape of persons: PERIODICAL TESTING OF THE EMERGENCY INSTALLATION: Correct functioning of the auto start equipment is obviously vital to the production of emergency power. Regular, weekly, testing of the emergency generator should include simulation of the loss of normal power. The start up equipment may provide a pushbutton to interrupt the normal voltage supply to the panel which then triggers the start sequence. Loss of main power supply can easily be simulated by pulling a fuse in the auto start pane which supplies the under-voltage or under-frequency relay. Emergency generators should be regularly checked and run up to speed for short test runs to comply with safety regulations. These no-load running checks should when practicable, be supplemented occasionally by a proper load test. This requires the disconnection of normal mains power while the emergency generator is loaded upto near its rated value. Only the proper load test will prove the performance of the generator and its prime mover, together with its circuit-breaker operation. ______________________________________________________________________ 40. SKETCH a simple outline of a garbage incinerator type auxiliary boiler and show in some detail the standard furnace for normal steam raising and the adjoining pyrolyzing furnace for garbage sewage and waste disposal. Describe the pyrolzing process
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Incinerators These are capable of dealing with waste oil, oil and water mixtures of up to 25% water content, rags, galley waste, etc., and solid matter from sewage plants if required. Fig. shows a small water tube type of boiler combined with incinerator plant in order to provide an economy. Homogenous oil/water mixtures that have been formed by passing them through a comminutor-king of grinder, macerator, mixer which produces a fine well dispersed emulsion-are supplied to the rotating cup burner. Solid waste from the galley and accommodation, etc., would be collected in bags and placed in the chamber, the loading system of which is self evident in the diagram. The loading arrangement incorporates a locking device which prevents the doors (loading and ash pit) being opened with the burner on. The solid waste goes through a process that may be described as pyrolysis, that is the application of heat. Hydrocarbon gases are formed, due to the low air supply to this compartment, which pass into the main chamber through a series of small holes and burn in the furnace. Dry ash remaining in the chamber has to be removed periodically through the ash pit door. Solid matter from sewage systems could be incinerated in this unit, a connection would have to be made from the sewage plant to the pyrolysis chamber of the incinerator. ______________________________________________________________________ 41. Sketch an infra red detector, give a brief description of its Operation;
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Sketch a light scatter smoke detector, give a brief description of its operation; State what type of fire the infra-red detector is used to sense, and why it must always be used together with a smoke detector. Answer A) Sketch of infra-red flame detector:

Flicker radiation from flames reach the lens / filter of the detector which only allows infra-red rays to pass through and are focused on to a photo cell. The signal from the photo cell is transmitted to an amplifier and frequency unit, which is tuned to 25HZ, being the characteristic of flames, then via a time, delay (to minimize false alarms) which triggers an alarm. Sketch of light scatter smoke detector

In this type of smoke detector, a photo cell is separated by a barrier from a semi-conductor Intermitting flashing light, this is all
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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enclosed in an enclosure that only allows smoke to penetrate, not light. When smoke is present in the enclosure, light is scattered around the barrier onto the photo cell, which then sends a signal to an alarm and control circuit, triggering an alarms. b) Infra-red type fame detectors are best suited to machinery spaces and high risk areas, it should be used together with a smoke detector as a smoke detector gives an earlier warning of fire. ______________________________________________________________________ 42. Describe with the aid of sketch the braking arrangement for controlled lowering of life boat. State the periodic survey requirement relating to the launching appliance and wire rope falls of life boat. 2010/sr12 2009/sr4

The wires that the lifeboat is lowered on are called the Falls and are controlled by a small winch. A handbrake to the winch is released by lifting a lever against a counterweight (dead mans handle) so that the lifeboat can be lowered. In the example shown, the outer casing rotates and is braked by downward pressure on the handle, which forces the brake shoes against the drum. A static and dynamic test is used on the handbreake. The static test is applied to the brake by raising the lifeboat 50 to 100mm up from the rests with the boat loaded to 150% of its maximum and the harbor pins in. The dynamic test involves lowering the boat at maximum speed with 110% maximum load and applying the handbrake. The maximum travel of the boat after applying the brake should be 1m

A centrifugal brake is fitted so that the speed of lowering does not exceed 36 m/min (2 ft/sec). In the example shown the rotating brake shoes are pressed against the drum when the centrifugal force overcomes the force in the springs. The centrifugal brake undergoes the dynamic test with 110% maximum loading and should contain the lowering speed to the maximum
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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(i) The roller ratchet will lock the brake drum against lowering until the central cam is rotated a small amount (by lifting the handbrake lever). The static test on the handbrake will also test the roller ratchet. (ii)The roller ratchet is fitted alongside the handbrake and is required so the when the process of lifting the lifeboat back to the davits is interrupted, the falls will lock in that position and not start to lower.

State the periodic survey requirement relating to the launching appliance and wire rope falls of life boat. 4.4.7.6 Every lifeboat to be launched by a fall or falls, except a free-fall lifeboat, shall be fitted with a release mechanism complying with the following requirements subject to paragraph 5 below: 1. The mechanism shall be so arranged that all hooks are released simultaneously; 2. The mechanism shall have two release capabilities as follows; 2.1 a normal release capability which will release the lifeboat when it is waterborne or when there is no load on the hooks; and 2.2 an on-load release capability which will release the lifeboat with a load on the hooks. This release shall be so arranged as to release the lifeboat under any conditions of loading from no-load with the lifeboat waterborne to a load of 1.1 times the total mass of the lifeboat when loaded with its full complement of persons and
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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equipment. This release capability shall be adequately protected against accidental or premature use. Adequate protection shall include special mechanical protection not normally required for offload release, in addition to a danger sign. To prevent an accidental release during recovery of the boat, the mechanical protection (interlock) should only engage when the release mechanism is properly and completely reset. To prevent a premature on-load release, on-load operation of the release mechanism should require a deliberate and sustained action by the operator. The release mechanism shall be so designed that crew members in the lifeboat can clearly observe when the release mechanism is properly and completely reset and ready for lifting. Clear operating instructions should be provided with a suitably worded warning notice; 3. The release control shall be clearly marked in a colour that contrasts with its surroundings; 4. The fixed structural connections of the release mechanism in the lifeboat shall be designed with a calculated factor of safety of 6 based on the ultimate strength of the materials used, assuming the mass of the lifeboat is equally distributed between falls; and 5. Where a single fall and hook system is used for launching a lifeboat or rescue boat in combination with a suitable painter, the requirements of paragraph 4.4.7.6.2 need not be applicable; in such an arrangement a single capability to release the lifeboat or rescue boat, only when it is fully waterborne, will be adequate. 4.4.7.7 Every lifeboat shall be fitted with a device to secure a painter near its how. The device shall be such that the lifeboat does not exhibit unsafe or unstable characteristics when being towed by the ship making headway at speed up to 5 knots in calm water. Except for free-fall lifeboats, the painter securing device shall include a release device to enable the painter to be released from inside the lifeboat, with the ship making headway at speeds up to 5 knots in calm water. ______________________________________________________________________ 43. a) What are the requirements of Emergency Source of electrical power as per SOLAS 74 Conventions as amended in cargo ships? (6) (b) Name the services that are required to be supplied power from emergency source. (6) (c) What are the starting arrangements for emergency generating sets? (8) 2009/sr3 2006/sr3 Regulation 43 Emergency source of electrical power in cargo ships 1.1 A self-contained emergency source of electrical power shall be provided. 1.2 The emergency source of electrical power, associated transforming equipment, if any, transitional source of emergency power, emergency switchboard and emergency lighting switchboard shall be located above the uppermost, continuous deck and shall be readily accessible from he
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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open deck. They shall not be located forward of the collision bulkhead, except where permitted by the Administration in exceptional circumstances. 1.3 The location of the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency power, the emergency switchboard and the emergency lighting switchboard in relation to the main source of electrical power, associated transforming equipment, if any, and the main switchboard shall be such as to ensure to the satisfaction of the Administration that a fire or other casualty in the space containing the main source of electrical power, associated transforming equipment, if any, all the main switchboard, or in any machinery space of category a will not interfere with the supply, control and distribution of emergency electrical power. As far as practicable the space containing the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency electrical power and the emergency switchboard shall not be contiguous to the boundaries of machinery spaces of category A or those spaces containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard. 1.4 Provided that suitable measures are taken for safeguarding independent emergency operating under all circumstances, the emergency generator may be used, exceptionally, and for short periods, to supply non-emergency circuits. 2. The electrical power available shall be sufficient to supply all those services that are essential for safety in an emergency, due regard being paid to such service as may have to be operated simultaneously. The emergency source of electrical power shall be capable, having regard to starting currents and the transitory nature of certain loads, of supplying simultaneously at least the following services for the periods specified hereinafter, if they depend upon an electrical source for their operation: 2.1 For a period of 3 h, emergency lighting at every muster and embarkation station and over the sides as required by egulations III/11/4 and III/16.7. 11 For a period of 18 h, emergency lighting: 1 in all service and accommodation alleyways, stairways and exits, personnel lift cars and personnel lift trunks; 2. in the machinery spaces and main generating stations including their control positions; 3. in all control stations, machinery control rooms, and at each main and emergency switchboard; 4. at all stowage positions for firemens outfits; 5. at the steering gear; and 6. at the fire pump referred to in paragraph 2.5, at the sprinkler pump, if any, and at the emergency bilge pump, if any, and at the starting positions of their motors. 2.3 For a period of 18h
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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1. the navigation lights and other lights required by the International Regulations for preventing Collisions at Sea in force; 2. on ships constructed on or after 1 February 195 the VHF radio installation required by regulation IV/7.1.1 and IV/7.1.2; and, if applicable; 2.1 The MF radio installation required by regulations IV.9.1.1, IV/9/1/2. IV/10.1.2 and IV/10.1.3; 2.2 the ship earth station required by regulation IV/10.1.1; and 2.3 the MF/HF radio installation required by regulations IV/10.2.1, IV/10.2.2 and IV/ll.l 2.4 For a period of 18 h; 1. all internal communication equipment as required in an emergency; 2. the ship borne navigational equipment as required by regulation V/12; where such provision is unreasonable or impracticable the Administration may waive this requirement for ships of less than 5,000 gross tonnage; 3. the fire detection and fire alarm system; and 4. intermittent operation of the daylight signaling lamp, the ships whistle, the manually operated call points and all internal signals that are required in an emergency; Unless such services have an independent supply for the period of 18 h from an accumulator battery suitably located for use in an emergency. 2.5 For a period of 18 h one of the fire pumps required by regulation 11-2/4:3.1 and 4.3.3 if dependent upon the emergency generator for its source of power. 2.6.1 For the period of time required by regulation 29.14 the steering gear where it is required to be so supplied by that regulation. 2.6.2 In a ship engaged regularly in voyages of short duration, the Administration if satisfied that an adequate standard of safety would be attained may accept a lesser period than the 18 h period specified in paragraphs 2.2 to 2 but not less than 12h. 3. The emergency source of electrical power may be either a generator or an accumulator battery, which shall comply with the following: 3.1 Where the emergency source of electrical power is a generator, it shall be: 1. driven by a suitable prime mover with an independent supply of fuel, having a flashpoint (closed cup test) of not less than 43C; 2. Started automatically upon failure of the main source of electrical power supply unless an transitional source of emergency electrical power in accordance with paragraph 3.1.3 is provided; where the emergency generator is automatically started, it shall be automatically connected to the emergency switchboard; those services referred to in paragraph 4 shall then be connected automatically to the emergency generator; and unless a second independent means of starting the emergency generator is provided the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and 3. provided with a transitional source of emergency electrical power as specified in paragraph 4 unless an emergency generator is provided capable both of supplying the services mentioned in that paragraph and
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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of being automatically started and supplying the required load as quickly as is safe and practible subject to a maximum of 45 . 3.2 Where the emergency source of electrical power is an accumulator battery it shall be capable of. 1. carrying the emergency electrical load without recharging while maintaining the voltage of the battery throughout the discharge period within 12% above or below its nominal voltage; 2. automatically connecting to the emergency switchboard in the event of failure of the main source of electrical power; and 3. immediately supplying at least those services specified in paragraph 4 3.3 The following provision in paragraph 3.1.2 shall not apply to ships constructed on or after 1 October 1994: Unless a second independent means of starting the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system. 3.4 For ships constructed on or after 1 July 1998, where electrical power is necessary to restore propulsion, the capacity shall be sufficient to restore propulsion to the ship in conjunction with other machinery, as appropriate, from a dead ship condition within 30 min after blackout. 4. The transitional source of emergency electrical power where required by paragraph 3.1.3 shall consist of an accumulator battery suitably located for use in an emergency which shall operate without recharging while maintaining the voltage of the battery throughout the discharge period within 12% above or below its nominal voltage and be of sufficient capacity and shall be so arranged as to supply automatically in the event of failure of either the main or the emergency source of electrical power for half and hour at least the following services if they depend upon an electrical source for their operation. 1. the lighting required by paragraphs 2.1, 2.2 and 2.3.1. For this transitional phase, the required emergency electrical lighting, in respect of the machinery space and accommodation and service spaces may be provided by permanently fixed, individual, automatically charged, relay operated accumulator lamps; and 2. all services required by paragraphs 2.4.1.,2.4.3 and 2.4.4 unless such services-have an independent supply for the period specified from an accumulator battery suitably located for use in an emergency. 5.1 The emergency switchboard shall be installed as near as is practicable to the emergency source of electrical power. 5.2 Where the emergency source of electrical power is a generator, the emergency switchboard shall be located in the same space unless the operation of the emergency switchboard would thereby be impaired. 5.3 No accumulator battery fitted in accordance with this regulation shall be installed in the same space as the emergency switchboard. An indicator shall be mounted in a suitable place on the main switchboard or in the machinery control room to indicate when the batteries
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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constituting cither the emergency source of electrical power or the transitional source of electrical power referred to in paragraph 3.2 or 4 are being discharged. 5.4 The emergency switchboard shall be supplied during normal operation from the main switchboard by an interconnector feeder which is to be adequately protected at the main switchboard against overload and short circuit and which is to be disconnected automatically at the emergency switchboard upon failure of the main source of electrical power. Where the system is arranged for feedback operation, the interconnector feeder is also to be protected at the emergency switchboard at least against short circuit. 5.5 In order to ensure ready availability of the emergency source of electrical power, arrangement shall be made where necessary to disconnect automatically non-emergency circuits from the emergency circuits. 6. The emergency generator and its prime mover and any emergency accumulator battery shall be so designed and arranged as to ensure that they will function at fully rated power when the ship is upright and when inclined at any angle of list up to 22.5 or when inclined up to 10 either in the fore or aft direction, or is any combination of angles within those limits. 7. Provision shall be made for the periodic testing of he complete emergency system and shall include the testing, of automatic starting arrangement. Regulation 44 Starting arrangements for emergency generating sets 1. Emergency generating sets shall be capable of being readily started in their cold condition at a temperature of 0C. If this is impracticable, or if lower temperatures are likely to be encountered, provision acceptable to the Administration shall be made for the maintenance of heating arrangements, to ensure ready starting of the generating sets.

2. Each emergency generating set arranged to be automatically started shall be equipped with starting devices approved by the Administration with a stored energy capability of at least three consecutive starts. A second source of energy shall be provided for an additional three start within 30 min unless manual starting can be demonstrated to be effective. 2.1 Ships constructed on or after 10 October 1994, in lieu of the provision of the second sentence of paragraph 1, shall comply with the following requirements: The source of stored energy shall be protected to preclude critical depletion by the automatic starting system, unless a second independent means of starting is provided. In addition, a second source of energy shall be provided for an additional three starts within 30 min unless manual starting can be demonstrated to be effective.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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3. the st9red energy shall be maintained at all times, as follows: 1 electrical and hydraulic starting systems shall be maintained from the emergency switchboard; 2 compressed air starting systems may be maintained by the main or auxiliary compressed air receivers through a suitable nonreturn valve or by an emergency air compressor which, if electrically driven, is supplied from the emergency switchboard; 3 all of these starting, charging and energy storing devices shall be located in the emergency generator space; these devices are not to be used for any purpose other than the operation of the emergency generating set. This does not preclude the supply to the air receiver of the emergency generating set from the main or auxiliary compressed air system through the non-return valve fitted in the emergency generator space. 4.1 Where automatic starting is not required, manual starting is permissible, such as manual cranking, inertia starters, manually charged hydraulic accumulators, or powder charge cartridges, where they can be demonstrated as being effective. 4.2 when manual starting is nor practicable, the requirements of paragraphs 2 and 3 shall be complied with except that starting may be manually initiated.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Typical essential services include 1) Emergency lighting (at every Muster and embarkation station, alleyways, stairways and exits, personnel lift cars, machinery spaces and main generating stations including their control position, all control stations, emergency switch board all-stowage positions of firemans outfits, at the steering gear, at the fire pump and the emergency bilge pump and at the starting position of their motors. 2) Navigation lights; and other lights required by COLEG. 3) MF radio installation, ship earth station if applicable. 4) All internal communication equipment required in an emergency. 5) Ship borne navigational equipment 6) Fire detection and alarm system and fire door holding and release system 7) Intermittent operation of Day light signaling lamp 8) The ships whistle 9) Manually operated call points 10) All internal signals that are required in an emergency 11) One of the fire pumps (either of the main fire pumps, or the emergency fire pump.) 12) Automatic sprinkler pump 13) Emergency fire pump. # all the above services for 36Hrs.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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14)any water tight door with their indicators and warning signals 15) The emergency arrangements to bring the lift cars to deck, level for the escape of persons:

44. In Engine room that is operated under U.M.S condition, describe the following The Perforation of high pressure fuel pipe Answer The high pressure fuel oil system for each cylinder in provided with safety system that actuates the fuel pump locking device in case hot pipe fracture on other causes of extensive leakage on high pressure system. All high pressure pipes in the system are provided with steel wire armoured protecting nose. Through holes drilled in the flanges, the space between the pipes on hose is connected to a diaphragm valve fitted to the end of the distribution piece. The diaphragm valve is fitted with a spring loaded non return valve which is set to open at a pr of 1kg/cm2. Besides, there is a small drain n hole through which old originating from smaller leakage can be drained to drain funnel with out acting on the diaphragm valve. In the event of pipe Fracture or other extensive leakage in the system the drain hole will not be able to take the increased amount of oil and an oil pressure will built up in the space between the high pressure pipe and the protective hose. However the pr cannot rise above 1kg/cm2 at which the non return valve will open and allow the oil to be conveyed to drain Funnel Due to action of oil pressure the diaphragm valve will Cause the valve which interposed in the air supply line to the cylinder of the fuel pump leaking arrangement to change over and actuate the locking arrangement. The Fuel pump roller guide is locked in its upper position, the Combustion in the cylinder will cease, and the will give warning for falling exhaust temperature. B. The imminence possibility of scavenge fire. In ship, where the Engine room is periodically U.M.S. [Temp sensors are fitted at critical point within the scavenge space.] a monitoring device can be installed in the scavenge air space, which gives an alarm at abnormal temp rise. In uniflow scavenged engine sensors are fitted around the cylinder liner just above the scavenge ports; temp higher than reference will actuate the alarm system. In U.M.S. ship it will actuate slowing down procedure; increase of abnormal temp rise will cause the main engine to slow down. These sensors fitted in scavenge space sense a rise in temp and actuate an alarm in E/R as well as respective remote Station. 3. Condition that may be conducive to a crank case explosion.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Formations of oil mist in the C/C can lead to crank case explosion. Amore reliable and prompt warning of the formation of oil mist the crank case can be obtained with an oil mist detector which gives an alarm at a mist Concentration of 2.5% of the in flammable quantity. The instrument is used to Sample the air oil mixture in a Diesel engine crank case and detect any concentration due to a hot bearing etc, well below the level at which an explosion may occur, oil mist is drawn into the instrument by a fan, driven by an electric motor through sampling tube connected to the top of the respective crank chamber of the crank case. A rotating sampling valve driven off the fan motor connects each tube in turn for 4 seconds to the measuring tube, whilst a reference tube has a sample from the remaining crank chamber passing through it, so it can evaluate the diff in oil mist level. The overall mist density of all crank chamber is also taken once every rev of the sampling the sampling valve, and compared with fresh air. A beam of light from common lamp is reflected by Mirrors along the axis of the parallel measuring and reference tube energizing silicon photo electric cells connected electrically back to back, so that the output from the circuit is the difference between their individual current under normal condition the oil mist level is the same in both tubes and the output is Zero. An increase in oil mist density in any one e crank chamber will unbalance the photo cell output and at a pre determined level an alarm is energized. A rotating indicator stops at the crank chamber with the abnormal oil mist condition. The lenses and cells should be cleaned periodically and the air circuit tested daily. The connecting tube should slope and have no loops to prevent oil blockage. Instrument should be checked for Zero Setting ______________________________________________________________________ 45. Enumerate the essential elements of ISM Code. To what type of vessels it is applicable. Describes various documents, certificates issued under this Code. State their validity and frequency of periodical audit. (20) 2009/sr3 2009/sr2 2008/sr1 2007/sr10 2007/sr7 2006/sr7 2005/sr? 2005/sr7 2005/sr9 International safety Management (ISM) Code means the International Management code for the safe Operation of Ships and for pollution prevention, adopted by the International Maritime Organization by Assembly Resolution A.741 (18) as amended. The objective are among others: 1. Provide for safe practices in ship operation and safe working environment;
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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2. establish safeguards against all identified risks; and 3. continuously improve safety management skills of personnel ashore and aboard ships, including preparing for emergencies related both to safety and environmental protection. The following functional requirements are made on the SMS in section 1.4 of the ISM-Code: 1. a safety and environmental protection policy 2. instructions and procedures to ensure safe operation of ships and protection of the environment in compliance with relevant international and flag state legislation 3. defined levels of authority and lines of communication between, and amongst, shore and shipboard personnel 4. procedures for reporting accidents and non-conformities with the provisions of this code 5. Procedures to prepare for and respond to emergency situations 6. procedures for internal audits and management reviews This System is supposed to ensure a safer operation of the vessel and a safer working Environment: By analyzing hazardous situations in order to avoid them in the future and by continuously training the crew for emergencies the safety of the vessel and its operation are supposed to improve. The SMS shall include a plan for the obedience of regulations and recommendations of both authorities and classification societies. The shipping company shall also have a safety policy in the SMS. The system is also supposed to be subject to recurring periodic revisions performed by the company itself. According to the ISM-Code a so-called designated person shall be appointed by the shipping company. The designated person shall supervise the SMS is implemented and maintained. The SMS shall also be reviewed by the authorities or by a body who has been delegated this competence by them. If the SMS fulfils the requirements of the ISM-Code a Document of Compliance (DOC) is issued to the company. After this the process continues on the vessels Each vessel is reviewed in terms of documentation and manuals regarding safety. The knowledge and ability of the crew in handling emergencies are also scrutinized. If the standards set in the SMS are met in practice by both the vessel and the crew a safety management certificate (SMC) is issued for the vessel. This is a separate process for each vessel and revisions will be performed regularly. For example Det Norske veritas (DNV) will audit a DOC annually, and the SMC after two and a half years.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Periodical safety management audits are to be carried out to maintain the validity of the DOC and/or SMC The purpose of these audits is to verify:- the effective functioning of the SMS; that possible modifications of the SMS comply with the requirements of the ISM Code; - that corrective action (necessary for settlement of Non-Conformities found during prior audits) has been effectively implemented, and-that statutory and classification certificates are valid and no surveys are overdue. Periodical verification for the DOC is to be carried out within three months before and after the anniversary date of the DOC (annual office audit). Periodical (intermediate) verification for the SMC is to be carried out between the second and third anniversary date of the SMC (intermediate shipboard audit) if only one periodical audit is carried out. A DOC and/or SMC renewal verification shall be carried out from six months before the expiry date of the certificate and shall be completed before the expiry date. DOC and/or SMC renewal verification shall be carried out according to the same principles as for the initial verification, including all elements of the SMS and the effectiveness of the SMS in meeting the requirements of the ISM Code. Document review shall be part of the renewal verification should modifications to the Company and/or shipboard SMS have taken place. Document of Compliance Document of Compliance (DOC) means a document issued to a Company which complies with the requirements of the ISM Code. The Document of Compliance should be issued by the Administration, by an organization recognized by the Administration or, at the request of the Administration, by another Contracting Government to the Convention to any Company complying with the requirements of this Code for a period specified by the Administration which should not exceed five years. Such a document should be accepted as evidence that the Company is capable of complying with the requirements of this Code. 3 The Document of Compliance is only valid for the ship types explicitly indicated in the document. 4 The validity of a Document of Compliance should be subject to annual verification by the Administration 5 A copy of the Document of Compliance should be placed on board in order that the master of the ship 6 The safety management certificate should be issued to a ship for a period which should not exceed five years by the Administration Safety management certificate Safety management certificate (SMC) means a document issued to a ship which signifies that the company and its shipboard management in accordance with the approved safety management system (SMS). ______________________________________________________________________
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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46. Write short notes on the following: (a) Force majeure (b) Innocent passage (c) Contineutal shelf (d) Flag State jurisdiction (e) Coastal State jurisdiction 2009/sr3 2007/sr7 2005/sr9

Answer Force majeure, definition A clause in a supply contract that permits either party not to fulfill the contractual commitments due to events beyond their control. These events may range from strikes to export delays in producing countries. Force majeure risk The risk that there will be an interruption of operations for a prolonged period after a project finance project has been completed due to fire, flood, storm, or some other factor beyond the control of the projects sponsors. The risk that there will be prolonged interruption of operations for a project finance enterprise due to fire, flood, storm, or some other factor beyond the control of the projects sponsors. Many shipping and other performance contracts include a force majeure clause which excuses a party who breaches the contract due to acts of God. Hard call protection is the period in which the convertible bond is not callable for early redemption by the issuer under any circumstances (except in cases of force majeure or government regulations). Force majeure A ship which is not subject to the provisions of the present Regulations at the time of its departure on any voyage shall not become subject to such provisions on account of any deviation from its intended voyage due to stress of weather or any other cause of force majeure. There have been a number of potential force majeure events recently: hurricane Isobel. Typhoon Maemi, and the dockers strike on the west coast of America in 2002 to name a few. Such events tend to cause delay at loading or discharging ports, and where vessels are on voyage charters claims for demurrage are likely to arise. The charter party contains a force majeure clause. In the context of lay time and demurrage, a force majeure clause normally describes a charter party term suspending the running of time upon the happening of a specified event beyond the charters control. Meaning of innocent passage 1. Passage is innocent so long as it is not prejudicial to the peace, good order or security of the coastal State. Such passage shall take place in conformity with this Convention and with other rules of international law.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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2. Passage of a foreign ship shall be considered to be prejudicial to the peace, good order or security of the coastal state if in the territorial sea it engages in any of the following activities: a. any threat or use of force against the sovereignty, territorial integrity or political independence of the coastal state, or in any other manner in violation of the principles of international law embodied in the Charter of the United Nations; b, any exercise or practice with weapons of any kind; c. any act aimed at collecting information to the prejudice of the defence or security of the coastal state; d. any act of propaganda aimed at affecting the defence or security of the coastal state; e. the launching, landing or taking on board of any aircraft; f. the launching, landing or taking on board of any military device; g. the loading or unloading of any commodity, currency or person contrary to the customs, fiscal, immigration or sanitary laws and regulations of the coastal state; h. any act of willful and serious pollution contrary to this Convention; i. any fishing activities; j. the carrying out of research or survey activities, k. any act aimed at interfering with any systems of communication or any other facilities or installations of the coastal state l. any other activity not having a direct bearing on passage. Definition of the continental shelf 1. The continental shelf of a coastal state comprises the sea-bed and subsoil of the submarine areas that extend beyond its territorial sea throughout the natural prolongation of its land territory to the outer edge of the continental margin, or to a distance of 200 nautical miles from the baselines from which the breadth of the territorial sea is measured where the outer edge of the continental margin does not extend up to that distance. 2. The continental shelf of a coastal state shall not extend beyond the limits provided for in paragraphs 4 to 6. 3. The continental margin comprises the submerged prolongation of the land mass of the coastal state, and consists of the sea-bed and subsoil of from the baselines from which the breadth of the territorial sea is measured. This paragraph does not apply to submarine elevations that are natural components of the continental margin, such as its plateau, rises, caps, banks and spurs. 7. The coastal state shall delineate the outer limits of its continental shelf, where that shelf extends beyond 200 nautical miles from the baselines from which he breath of the territorial sea is measured, by straight lines not exceeding 60 nautical miles in length,
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

119 connecting longitude.

QACL2 SHIP SAFETY & ENVIRONMENTAL PROTECTION fixed points, defined by coordinates of latitude and

8. Information on the limits of the continental shelf beyond 200 nautical miles from the baselines from which the breadth of the territorial sea is measured shall be submitted by the coastal state to the Commission on the Limits of the Continental shelf set up under Annex II on the basis of equitable geographical representation. The Commission shall make recommendations to coastal State on matters related to the establishment of the outer limits of their continental shelf. The limits of the shelf established by a coastal state on the basis of these recommendations shall be final and binding. 9. The United data, shelf. coastal state shall deposit with the secretary general of the Nations charts and relevant information, including geodetic permanently describing the outer limits of its continental The secretary General shall give due publicity thereto.

10. The provisions of this article are without prejudice to the question of delimitation of the continental shelf between states with opposite or adjacent coasts. Flag state jurisdiction The basic obligations imposed upon the flag state are contained in article 94 of UNCLOS which requires flag States to take measures to ensure safety at sea which conform to generally accepted international regulations, procedures and practices (article 94 (3), (4) and (5)). The following IMO conventions may, on account of their world-wide acceptance, be deemed to fulfill the requirement of general acceptance. International Convention for the safety of Life at Sea, 1974 (SOLAS 74); Protocol of 1978 relating to the International Convention for the safety of Life at Sea, 1978 (SOLAS Protocol 78); International convention on Load Lines, 1966 (LOAD LINES 1966); International convention on Tonnage Measurement of Ships, 1969 (TONNAGE 1969); Convention on the International Regulations for Preventing Collisions at sea, 1972 (COLREG 1972); International Convention on Standards of Training, Certification and Watchkeeping for seafarers, 1978 (STCW 1978); International convention on Maritime search and Rescue (SAR 1979). IMO resolution A.847 (20) on guidelines to assist flag states in the implementation of IMO instruments provide flag states with a means to establish and maintain measures for the effective application and enforcement of he following IMO Conventions: SOLAS 1974, MARPOL 73/78, Load Lines, and STCW 1978. A subsequent IMO resolution A.912
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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QACL2 SHIP SAFETY & ENVIRONMENTAL PROTECTION (22), which wupersedes and revokes A.881 (21), provides guidance to assist flag states in the self-assessment of their performance; and assembly resolution A.914 (22) provides guidance on measures to further strengthen flag state implementation. Enforcement of IMO safety and antipollution provisions has been strengthened by the incorporation into SOLAS of the International Safe Management Code (ISM) under which companies Operating ships are subject to a safe management system under the control of the administration of the flag state. Basic obligations for the flag State regarding safety of navigation are included in Part VII of UNCLOS dealing with the high seas, where enforcement of international safety regulations relies exclusively upon the effective exercise of flag state jurisdiction. Enforcement of these regulations continues to rely primarily on the exercise of flag state jurisdiction irrespective of where he ship is navigating.

Coastal State jurisdiction IMO treaty instruments do not attempt to regulate the jurisdictional power of the coastal state. This is a subject exclusively within the scope of UNCLOS. This Convention provides the enforcement framework for IMO instruments by establishing the degree to which coastal states may legitimately interfere with foreign ships in order to ensure compliance with IMO rules and standards. Against this background, the following provisions of UNCLOS are relevant for the enforcement of IMO standards by coastal states: In its territorial sea, the coastal state may enact laws and regulations relating to innocent passage (article 21 (1)), particularly with respect to safety of navigation and the regulation of maritime traffic (article 21(1)(a)). These laws and regulations must conform with the provisions of the Convention and other rules of international law. The adoption of the IMO conventions referred to above and their consequent incorporation into national legislation entitles coastal states to request that foreign ships in innocent passage through their territorial sea comply with the rules of these conventions, even if the flag state is not party to the relevant instrument. Pursuant to article 41(3), the se lanes and traffic separation schemes which states bordering straits may designate or prescribe must conform to generally accepted international regulations. On account of their wide acceptance, SOLAS, the General Provision on Ships routeing and COLREG, should be considered as representing the generally accepted international regulations. As in the case of the territorial sea, foreign ships must comply with the laws and regulations which states bordering straits may adopt, including those relating to safety and the prevention, reduction and control of pollution (article 42), even if their flag States are not bound by the treaties containing these
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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regulations. Furthermore, in order to protect bordering States; interests, UNCLOS has imposed on foreign ships in transit passage the obligation to comply with generally accepted international regulations, procedures and practices for safety at sea, including the International Regulations for preventing Collisions at Sea (article 39(2)(a)) This expression seems to have a wider connotation in that it may cover also non-binding instruments. (It may also be noted that elements of search and rescue are encompassed within the terms of article 39.) In accordance with article 35 (c), provisions in the Convention concerning straits used for international navigation (part III) do not affect the legal regime in straits in which passage is regulated by related long-standing international conventions in force specifically related long-standing international conventions in force specifically relating to such straits. These conventions should, however, be implemented bearing in mind the criteria of compatibility established in article 311 of UNCLOS and referred to in the introductory part of this document.

Article 54 of UNCLOS extends the application of the above mentioned provisions on transit passage to archipelagic sea lanes passage. By operation of article 58(2), the regime of the high seas applies in principle to the EEZ. As will be explained below, coastal states may adopt jurisdictional measures in connection with the implementation of routeing measures. ______________________________________________________________________ 47. State the precautions needed for the safe operation of portable electrical equipment and lighting, with respect to(a) Safety of personnel; (10) (b) Areas made hazardous by the presence of flammable vapors. (10) 2009/sr2 2009/sr1 2008/sr9 2007/sr3 2010/sr12 Answer With regards to operation of portable electrical equipment such as hand drill, hand grinder etc and lighting such as hand lamps, safety of personal mainly related to protection against electric shock Electric shock is due to the flow of current through your body. This is often from hand to hand or from hand to foot. A chock current as low as 15mA ac or dc may be fatal. Obviously the size of shock current is related to the applied voltage and your body resistance. Typically, the total resistance between hands is around 2k but it is dependent upon the contact area, the resistance of which may be 18k per cm2 when dry, or 1 k per cm2 when damp. The resistance of the internal paths is a hundred ohms. The voltage that may cause death is not capable of specification. It could be as low as 100V with the skin wet and the contact area large. Voltages of about 60V and below are regarded as reasonably safe for portable hand tools. This is why special step down isolating
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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transformers are used with portable hand tools and hand lamps. These transformers supply the tool or lamp at 110V ac but because the secondary winding is centre-tapped to earth, maximum shock to earth is 55V. Other precaution necessary before using portable equipment are Insulation resistance of equipment should be good. Proper 3pin plug with earth wire protective fuse in the circuit, no loose connection or bare twisted wire to be checked. Dry hands insulating material hand gloves, protective engine room shoes must be worn Equipment should be in good working order and do not draw unnecessary high current Equipment body should be earthed and the earth wire continuity up to the plug top, as well as plug socket earth point should also be ensured Following precaution are to be taken while using portable equipment and lighting in hazardous zone To use intrinsically safe (Exi) monitoring or instrumentation equipment in space which are in direct contact with cargo space All portable electrical equipment having motors should be of increased safety (Exe) type if they are used in the cargo pump room or such space Flame proof (Exd) or pressurized luminaries and hand lamps of only flame proof types are to be used in space which are hazardous with the presence of flammable vapours The switches and fuses must be located in a normally safe area and only double pole switches and fuses must be used. The above equipment must be tested and certified by appropriate authority before being used in hazardous area. Question Describe the operating mechanism for a water tight door which has provision for remote closure from bridge and local operation. State the source of power for closure of electrical and source of power for alarm and indicator. Answer There are three basic positions from which the door can be operated. When more than 5 doors are fitted (or in the case of passenger ships) all doors must be capable of being closed simultaneously from central control (bridge) with open/closed indications This central control position gives quick, convenient, simultaneous closing of all doors. Above the bulkhead deck there should be sited emergency closing arrangements with an open/closed indicator. Operation could be from a secondary power source or manual. This remote arrangement allows the remote secondary source to each door to be operated in the event of failure of the primary power source, which overcomes the need for local control in event of the space being flooded.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Local power or manual control is provided either side of the door. If local control is used when all doors have been centrally closed, automatic reclosing will occur when the local control is released. HYDRAULIC POWER OPERATED W.T. DOOR Simplified hydraulic circuit for a W.T. Door The simplified door control circuit shown illustrates the main valve, operable from the bridge (electrical signal operating the solenoid on the main valve) and the local control valve The following two sketches show opening and closing by operation of he local valve.

Movement of the hand controlled local valve to the position shown allows pilot oil to be supplied to the main valve to cause movement of the main valve, allowing oil through the main valve to the check valve (i) thereby holding it open. Simultaneously, oil is supplied through check valve (ii) to the right hand side of the door piston to cause the door to open when oil is drained from the left hand side of the door piston via the check valve (i) through the main valve and back to the tank. Movement of the hand controlled local valve in the opposite direction allows pilot oil to move the main valve as shown. Oil is supplied from the pump, through the main valve to supply oil via the check valve (i) to the left hand side of the door piston. Also from this line, pilot oil is supplied to check Valve (ii) to hold it open. The supply oil also circulates from pump through check valve (ii) to the right hand side of the door piston. The pressure on each side of the piston is the same, but the force from left to right (causing closure) is greater due to the differential areas of the piston. Thus the door closes slowly and the oil circulates. (b) State the source of power for closure of electrical and the source of power for alarm and indicator. Electrical power for this system should be from emergency generator and associated alarm and control will be from emergency switch board. In regular use power is from main generator through emergency switch board In case of failure of main gen and flooding in engine room power is supplied from emg generator Hydraulic accumulator are provided which should give 3 closing In hydraulic system motor should have two independent power sources [emergency and main] and each accumulator provides atleast 3 time operation i.e. close-open-close against list of 15 deg power operating system should be designed to minimize possibility of effecting door closing operation in case of failure If hydraulic pipe fails it should not effect all the doors but only one door if emergency and main generator fail then transient source of power should be available such as battery
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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It should be able to operate door 3 times it should supply power for indication and alarm ______________________________________________________________________ 48. (a) Sketch and describe an Oily Water separator. (15) (b) Explain the working principle of an oil content meter. (5) 22009/sr2 First the complete unit is filled with clean water, then the oil / water is pumped to the 1st stage coarse separating compartment, here oil having a lower density than water, will rise to the surface, heating coils aiding in this process, this known as the collection space, a sensor will then sense the level of oil here and it will be dumped accordingly via an oil valve to the dirty oil tank. The remaining oil/water will move down to the fine separating compartment and move slowly between catch plates, more oil will separate on the underside of these plates and more outwards until free to rise up to the collection space. Almost oil free water then passes on to the 2nd stage of the unit. Here two coalescer filters are situated, the first filter removes any physical impurities present and promotes some filtration, the second filter uses coalesce filter elements to achieve final filtration. Clean water then leaves the second stage on to a clean water holding tank or via a 15pppm monitor with audible and visual alarm overboard.

(b) Explain the working principle of an oil content meter Answer The control system of Fig. utilizes two probes with the lower probe (shown) giving a balanced electrical bridge in water and the upper probe (not shown) giving balance in oil or air.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Fig. OILY-WATER SEPARATOR INTERFACE LEVEL CONTROL Detection of level is measured by variation of capacitance which is accomplished by alteration in dielectric strength. One plate of the capacitor is a probe, possibly made of stainless steel, the other is the shell and both are connected to an ac bridge which is supplied with high frequency low voltage alternating current. As the interface moves the dielectric strength (relative permittivity sr) alters. The control system uses three probes top, middle, and bottom. With the pump started and supplying water to the separator to rise to the lower probe level, the bridge is balanced and the solenoid deenergised.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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When water rises to the upper probe its bridge is unbalanced and the output signal is amplified which energises a left hand solenoid (not shown) which moves the pilot valve to the left. This allows clean water pressure to pass (from 1) to close the oil discharge valve (through 2). Shell pressure rises and a spring loaded water discharge valve is opened. As oil build up occurs the oil-water interface moves down de-energises the left hand solenoid and then energises the right hand solenoid, the pilot valve moves right (as shown) and water pressure opens the oil discharge valve (through 3) and the discharge valve closes. Each probe and valve has a signal indicator lamp and an alarm bell operates when the lower probe bridge is unbalanced. A third probe at a low level can be arranged to cut out the pump if oil falls to that point. Notes. [The level controller shall be equipped for the oily water separator and, in combination with the solenoid valve, used for the automatic operation (automatic oil draining) of the oily water separator. As shown in Fig.l, the KTS type level controller is composed of the detector, amplifier and high frequency cable interconnecting these two devices.

Principle of Operation The level controller forms a kind of condenser between the electrode and inside surface of the oily water separator shell. The capacitance of this condenser will change in proportion with the dielectric
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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constant of the measured object which presents between the electric constant of the measured object which presents between the electrode and inner wall surface of the oily water separator shell. The level controller detects and controls the interface sensing the capacitance which varies depending upon the kind of measured object. The detector is fitted to the lowest level in the control range of the oil water interface. For example, when the oil-water interface reaches the lowest level, the detector transmits a signal to the amplifier at the same time and operates the solenoid valve. Thus, the level controller serves to control the oil-water interface to keep it always above the lowest level. The solenoid valve is energized to open (relay-off) when the electrode is in oil and close (relay-on) when in water. In case the electrode part changes to water from oil, the solenoid valve goes to the close position (relay-on) after maintaining the open position (relay-off) for a preset while by a electronic timer circuit. On the other hand, in case the electrode part changes to oil from water, the closed solenoid valve (relay-on) will open(relay-off) after 2-3 second by the circuit to prevent chattering.

A: B: C: D: E: F:

Tuning circuit High Frequency Power source. Stabilized Power Source Signal Detecting circuit Timer Chattering Prevention circuit Output Relay (Live Contact)

a. Fig.3.-1: Solenoid valve opens. B. Fig3-2: Solenoid valve closes. C. Fig 3-3: Electronic timer is brought in the circuit to keep
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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solenoid valve open for preset time. Fig.3-4: Solenoid valve closes (after the preset time of electronic timer is set up). ______________________________________________________________________ 49. With reference to fuel bunkering on board. (a) Give details of planning and checks before starting the bunkering (7) (b) Precautions during the bunkering operation (7) (c) How is a representative sample of the fuel obtained? (6) 2009/sr2 Two people will be involved directly in the bunkering procedure; one man stationed at the manifold, and one at the tank valve controls. However the Deck OOW is also involved, as he must be informed at the start and finish of bunkers. He will make sure that the bunkering flag is raised, and that the ship is securely moored. He will also be involved in coordinating procedure should an oil spillage occur. The Duty Engineer will also be involved as he must know which tanks are being filled, and which can be used. Transfer of fuel may not be possible during bunkering; it is not advisable to do so anyway. If the overflow tank flow of high level alarm goes off in the ECR he will have to take action to stop the bunkers. It may also be his job to test a sample of the fuel being bunkered for compatibility, water, viscosity, density and catalytic fines. The person stationed at the manifold with stay in communication with the barge and the tank filling station. He will ensure that there are no leaks from pipeline or manifold. He will also ensure that the drip sampling is being carried out correctly. He is also ensure that the drip sampling is being carried out correctly. He is also the first response in the case of an oil spill, his duty being to stop the bunkering, summon assistance and take initial pollution limitation action. The person stationed at the tank filling station is in overall charge of the bunkering procedure, he will monitor the tanks as they fill, keeping an eye on the filling line pressure and the filling rate. As the tanks approach 95% capacity, the next tank ( ) should be opened and the full tanks shut off. If the bunkering to capacity, then the filling rate will have to be slowed right down whilst topping off the tanks. At the finish of bunkers, it is his responsibility to shut the valves, dip the tanks, and fill in the Oil Record Book. The bunkering procedure must conform the ISM code esp Section 7 relating to procedures for the prevention of pollution. Prior to arrival at bunker port ensure that all those who are to be involved in the operation know the quantity and specification of the fuel to be taken on.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Obtain from C/E copy of bunker order giving details of quantity and specification After consultation with C/E and Chief Officer, arrange any necessary transfer of fuel To allow bunkering to take place into empty tanks in case of incompatibility or Specification problems Record transfers in oil record book. Check operation of alarms in overflow tank and pump out. Check fuel lines earth bonding After any necessary transfers, calculate free space available, taking into account that Tanks will only be filled to 95 capacity to allow for expansion. The SOPEP (Shipboard Oil Poll ution Emergency Plan) should also be reviewed, ensuring the information contained in it is up to dae. BUNKERING PROCEDURES 1. Commence bunkering at a low pumping rate. 2. Examine all hose connections for leakages and ensure that oil is flowing into the correct tank. 3. If all is well, the pumping rate may be increased, but supply line pressure is to be monitored at all times. 4. Temperature readings are to be noted and representative samples drawn 5. A spot analysis may be carried out if the vessel carries a fuel test kit including a compatibility test if necessary 6. Each bunker sample should be jointly signed, witnessed, dated and retained. 7. Give the suppliers timely warning to reduce the pumping rate or to stop pumping. 8. Close each tank valve as the tank is filled 9. Inform suppliers when the final tank is reached. 10. Ensure that there is sufficient ulllage in the tank for hose draining/line blowing. 11. Drain all hoses on completion 12. Close main valve, disconnect hose and blank off manifold connection 13. Reconfirm all tank sounding 14. Reconfirm all bunker line and tank filling valves are secured. 15. Sight, agree and record shore/barge meter readings. 16. Verify bunker receipt details are correct and sign. 17. Make entry in the OIL RECORD BOOK. b) When fuel is ordered, it is generally based on ISO82217 standard and its amendments. The information given by supplier to the vessel is very limited and far less than the information stipulated by standard. Practice of requiring more information in combination with fuel sampling and testing program, could be one way for a healthy operation and could help to prevent problems. This should start at the point of transfer of custody; this is vessel bunker manifold flange, where the fuel is delivered to the vessels custody. Sampling by continuous drip method is legally and universally acceptable. This is the very first step necessary to make sure what is
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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purchased is delivered. The samples companies with facilities for testing.

C) Sampling methods The primary sample should be obtained by one of the following methods; 1. Manual valve-setting continuous-drip sampler; or 2. time-proportional automatic sampler; or 3. flow-proportional automatic samplers Sampling equipment should be used in accordance with manufacturers instructions, or guidelines, as appropriate. Sample of the fuel delivered to the ship should be obtained at the receiving ships inlet bunker manifold and should be drawn continuously throughout the bunker delivery of bunker fuel covering each bunker delivery note. In case of receiving an amount of bunker fuel necessitating two or more delivery notes, the sampling work may be temporarily stopped to change sample bags and bottles and then resumed as necessary.

______________________________________________________________________ 50. Write short notes on (a) Garbage Record Book (5) (b) Annex VI of MARPOL 73/78 (5) (c) SOPEP (5) (d) IOPP (5) 2009/sr12 2009/sr2 2007/sr9 Every ship of 400 tons gross tonnage and above and every ship which is certified to carry 15 persons or more engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the Convention and every fixed and floating platform engaged in exploration and exploitation of the sea-bed shall be provided with a Garbage record Book. The Garbage Record Book, whether as a part of the ships official logbook or otherwise, shall be in the form specified in the appendix to this Annex;
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Each discharge operation, or completed incineration, shall be recorded in the Garbage Record Book and signed for on the date of the incineration or discharge by the officer in charge. Each completed page of the Garbage Record Book shall be signed by the master of the ship. The entries in the Garbage Record Book shall be at least in English, French or Spanish. Where the entries are also made in an official language of the State whose flag the ship is entitled to fly are also used, these entries shall prevail in case of a dispute or discrepancy. The entry for each incineration or discharge shall include date and time, position of the ship, description of the garbage and the estimated amount incinerated or discharged; The Garbage Record Book shall be kept on board the ship and in such a place as to be available for inspection in a reasonable time. This document shall be preserved for a period of two years after the last entry is made on the record. In the event of discharge, escape or accidental loss referred to in regulation 6 of this Annex an entry shall be made in the Garbage Record Book of the circumstances of, and the reasons for, the loss. (4) The Administration may waive requirements for Garbage Record Books for: Any ship engaged on voyages of 1 hour or less in duration which is certified to carry 15 persons or more; or Fixed or floating platform while engaged in exploration and exploitation of the sea-bed.

(5) The competent authority of the Government of a party to the Convention may inspect the Garbage Record Book on board any ship to which this regulation applies while the ship is in its ports or offshore terminals and may make a copy of any entry in that book, and may require the master of the ship to certify that the copy is a true copy of such an entry. Any copy so made, which has been certified by the master of the ship as a true copy of an entry in the ships Garbage Record Book, shall be admissible in any judicial proceedings as evidence of the facts stated in the entry. The Inspection of a Garbage Record Book and the taking of a certified copy by the competent authority under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed. FORM OF GARBAGE RECORD BOOK Name of ship: Distinctive number or letters, IMO No: Period: From To: 1. Introduction In accordance with Regulation 9 of Annex V of the International Convention for the prevention of Pollution from Ships, 1973, as modified by the protocol of 1978 (MARPOL 73/78) a record is to be kept
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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of each discharge operation or completed incineration. This includes discharges at sea, to reception facilities, or to other ships. 2. Garbage and garbage management: Garbage includes all kinds of food, domestic and operational waste excluding fresh fish and parts thereof, generated during the normal operation of the vessel and liable to be disposed of continuously or periodically except those substances which are defined or listed in other annexes to MARPOL 73/79 (such as oil, sewage or noxious liquid substances). The Guidelines for the Implementation of Annex V of MARPOL 73/78 should also be referred to for relevant information. 3. Description of the Garbage The garbage is to be grouped into categories for the purposes of this record book as follows: Plastics Floating dunnage, lining, or packing material Ground-down paper products, rags, glass, metal, bottles, crockery, etc. Paper Products, rags, glass, metal, bottles, crockery, etc. Food waste Incinerator ash 4. Entries in the garbage Record Book Entries in the Garbage record book shall be made on each of the following occasions: (a) When garbage is discharged into the sea: (i) Dale and time of discharge (ii) Position of the ship (latitude and longitude) (iii) Category of garbage discharged (iv) Estimated amount discharged for each category in m3 (v) Signature of the officer in charge of the operation. (b) When garbage is discharged to reception facilities ashore or to other ships. (i) Date and time of discharge (ii) Port or facility, or name of ship (iii) Category of garbage discharged (iv) Estimated amount discharged for each category in m3 (v) Signature of officer in charge of the operation (c) When garbage is incinerated (i) Date and time of start and stop of incineration (ii) Position of the ship (latitude and longitude) (iii) Estimated amount incinerated in m3 (iv) Signature of the officer in charge of the operation (d) Accidental or other exceptional discharges of garbage (i) Time of accurrence (ii) Port or position of the ship at time of occurrence (iii) Estimated amount and category of garbage
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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(iv) Circumstances of disposal escape or loss, the reason therefore and general Remarks 4.2 Receipts The master should obtain from the operator of port reception facilities, or from the master of the ship receiving the garbage, a receipt or certificate specifying the estimated amount of garbage transferred. The receipts or certificate specifying he estimated amount of garbage transferred. The receipts or certificates must be kept on board the ship with the Garbage record Book for two years. 4.3 Amount of garbage The amount of garbage onboard should be estimated in m3, if possible separately according to category. The garbage record Book contains many references to estimated amount of garbage. It is recognized that the accuracy of estimating amounts of garbage is left to interpretation. Volume estimates will differ before and after processing. Some processing procedures may not allow for a usable estimate of volume, e.g. the continuous processing of food waste. Such factors should be taken into consideration when making and interpreting entries made in a record. MARPOL 73/78 Annex VI 1. Introduction MARPOL 73/78 Annex VI Regulations for the prevention of Air Pollution from ships will enter into force on 19 May 2005, and includes many new aspects related to design of ships, but event more related to operational issues. 2. Annex VI in general The adoption of MARPOL Annex VI has followed some years of debate within organizations. At the same time IMO technical code on the Control of Emissions of Nitrogen Oxides from Marine diesel Engines was adopted. MARPOL Annex VI and the technical Code have retroactive requirements for diesel engines 130 kw and above installed on ships keel-laid on or after 1January 2000, and Incinerators installed onboard on or after 1 January 2000. MARPOL Annex VI will apply to all ships, fixed and floating drilling rigs and other platforms from 19 May 2005, but the certification requirements are depending on size of the vessel and time of periodical survey. Ships of 400 gross tons and above engaged in international voyages involving countries that have ratified the conventions, or ships flying the flag of those countries, are required to have an International Air Pollution Prevention Certificate (IAPP Certificate). This certificate must be on board at delivery for a hip constructed (Keel laid) after 19 May 2005.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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For ships constructed before this date, the IAPP certificate must be on board at the first scheduled dry-docking after 19 May 2005, but not later than 19 May 2008. The IAPP certificate will be issued following an initial survey carried out by the Flag administration or by a recognized organization (e.g. Det Norske Veritas) on behalf of the Flag Administration, confirming compliance with MARPOL Annex VI. For Ships with the flag of an Administration that have not yet ratified Annex VI, a Certificate of Compliance with Annex VI may be issued by DNV. Annex VI also requires diesel engines (as described above) to carry individual certificates with regard to NOx emissions, named engine International Air Pollution Prevention (EIAPP) Certificates. Annex VI requires that every ship of 400 gross tonnage or above and every fixed and floating drilling ring and other platforms shall be subject to the following surveys. An initial survey before the ship is put into service or before the IAPP Certificate is issued for the first time. Periodical surveys at intervals specified by the Administration but not exceeding five years. A minimum of one intermediate survey during the period of validity of the certificate. In the case of ships of less than 400 gross tons, the Administration may establish appropriate measures in order to ensure that Annex VI is complied with. The Administration shall arrange for unscheduled inspections during the period of validity of the certificate. If the administration establishes mandatory annual surveys, these unscheduled inspections shall be obligatory, and for this purpose DNV has so far considered that all administrations will apply a system with mandatory annual surveys. Annex VI has requirements to the following main issues. Regulation 12 Emissions from O zone depleting substances from refrigerating Plants and fire fighting equipment. Regulation 13 Nitrogen Oxide (Nox) emissions from diesel engines. Regulation 14 Sulphur Oxide (Sox) emissions from ships Regulation 15 Volatile Organic compounds emissions from cargo oil tanks of oil tankers. Regulation 16 Emissions from shipboard incinerators. Regulation 17 Fuel Oil quality. Shipboard Oil Pollution Emergency Plan Marpol 73/78 Annex 1 Regulation 26 states Every ship of 400 tons gross tonnage and above and every oil tanker of 150 tons gross tonnage and above shall carry on board a shipboard oil pollution Emergency plan approved by the Administration.
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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The purpose of the plan is to provide guidance to the Master and officers on the steps to be taken in the event of a pollution incident or in the likelihood of one. The plan must be developed in accordance with guidelines issued by IMO and written in the working language of the Master and officers. It must contain at least the fol lowing:a) The procedure o be followed by the Master or other person in charge of the ship to report an oil pollution incident b) The list of authorities or persons to be contacted in the event of an oil pollution incident c) A detailed description of the action to be taken immediately by persons on board to reduce or control the discharge of oil following an incident d) The procedure and point of contact on the ship for coordinating shipboard action with national and local authorities in combating the pollution For easy reference, the following plans must be included in SOPEP Principal particulars of the vessel General Arrangement Plan Capacity Plan Midship section Shell expansion plan Pumping arrangement It must be kept in the masters office International Oil pollution prevention certificate An international Oil Pollution Prevention Certificate shall be issued, after an initial or renewal survey in accordance with the provisions of regulation 6 of this Annex, to any oil tanker of 150 gross tonnage and above and any other ships of 400 gross tonnage and above which are engaged in voyages to ports or offshore terminals under jurisdiction of other Parties to the present convention. Such certificate shall be issued or endorsed as appropriate either by the Administration or by any persons or organization duly authorized by it. In very case the Administration assumes full responsibility for the certificate. The International Oil Pollution Prevention Certificate shall be drawn up in the form corresponding to the model given in appendix II to this Annex and shall beat least in English, French or Spanish. If an official language of the issuing country is also used, shall prevail in case of a dispute or discrepancy. 1 An International Oil Pollution Prevention Certificate shall be issued for a period specified by the Administration, which shall not exceed five years. 2.1 Notwithstanding the requirements of paragraph 1 of this regulation, when the renewal survey is completed within 3 months before the expiry date of the existing certificate, the new
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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certificate shall be valid from the date completion of the renewal survey to a date not exceeding 5 years from the date of expiry of the existing certificate. 2.2 When the renewal survey is completed ofter the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of expiry of the existing certificate. 2.3 When the renewal survey is completed more than 3 months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of completion of the survey. 3 If a certificate is issued for a period of less than 5 less than 5 years, the Administration may extend the validity of the certificate beyond the expiry date to the maximum period specified in paragraph 1 of this regulation, provided that the surveys referred to in regulations 6.1.3 and 6.1.4 of this Annex applicable when a certificate is issued for a period of 5 tears are carried out as appropriate. 4 If a renewal survey has been completed and a new certificate cannot be issued or placed on board the ship before the expiry date of the existing certificate, the person or organization authorized 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. 5 If a ship at the time when a certificate expires is not in a port in which it is to be surveyed, the Administration may extend the period of validity of the certificate 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 surveyed, and then only in cases where it appears proper and reasonable to do so. No certificate shall be extended for a period longer than 3 months, and a ship to which an extension is granted shall not, on its arrival in the port in which it is to be surveyed, be entitled by virtue of such extension to leave that port without having a new certificate. When the renewal survey is completed, the new certificate shall be valid to a date not exceeding 5 years from the date of expiry of the existing certificate before the extension was granted. 6 A certificate issued to a ship engaged on short voyages which has not been extended under the forgoing provisions of this regulation may be extended by the Administration for a period of grace of up to one month from the date of expiry stated on it. When the renewal survey is completed, the new certificate shall
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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7 In special circumstances, as determined by the administration, a new certificate need not be dated from the date of expiry of the existing certificate as required by paragraphs 2.2, 5 or 6 of this regulation. In these special circumstances, the new certificate shall be valid to a date not exceeding 5 years from the date of completion of the renewal survey. 8 If an annual or intermediate survey is completed before the period specified in regulation 6 of this Annex, then 1 the anniversary date shown on the certificate shall be amended by endorsement to a date which shall not be more than 3 months later than the date on which the survey was completed; 2 the subsequent annual or intermediate survey required by regulation 6.1 of this Annex shall be completed at the intervals prescribed by that regulation using the new anniversary date; and 3 The expiry date may remain unchanged provided one or more annual or intermediate surveys, as appropriate, are carried out so that the maximum intervals between the surveys prescribed by regulation 6.1 of this annex are not exceeded. 9 A certificate issued under regulation 7 or 8 of this annex shall cease to be valid in any of the following cases: 1. If the relevant surveys are not completed within the periods specified under regulation 6.1 of this Annex; 2. If the certificate if not endorsed in accordance with regulation 6.1.3 or 6.1.4 of this Annex; or 3. upon transfer of the ship to the flag of another state. A new certificate shall only be issued when the Government issuing the new certificate is fully satisfied that the ship is in compliance with the requirements of regulations 6.4.1 and 6.4.2 of this annex. In the case of a transfer between parties, if requested within 3 months after the transfer has taken place, the Government of the Party whose flag the ship was formerly entitled to fly shall, as soon as possible, transmit to the Administration copies of the certificate carried by the ship before the transfer and, if available, copies of the relevant survey reports. ______________________________________________________________________ 51. State how safety is achieved regard to gas emission in battery rooms where a large number of lead acid cells are stored with reference to: (a) Provision of lighting; (5) (b) Ventilation if a fan is fitted; (5) (c) Type of distilled water container for topping up; (5) (d) Use of tools and replacement of defective batteries (5)
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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20062007/srEMG

2007/sr6 2005/sr1

replacement of defective batteries SAFETY PRECAUTIONS IN BAITERY CHARGING ROOMS Provision of lighting All lighting in battery room should be of explosion proof No fluorescent tube light is allowed, since sparking occurs during staring Main switch should be outside the battery room Light should be of proper wattage High wattage bulbs should not be used than recommended Entry point of cables entering fitting should be sealed with sealing compound Fittings should not be painted Once fittings are opened for repair while refitting gaskets should be replaced and properly fitted The gases given off from any battery on charge, whether lead acid or alkaline type, are explosive. All battery compartments should be well ventilated to remove gases on charge. Suction of battery room should be from top Blowers and motors should be fitted outside the room Blower material should be of non sparking type Motor sealed explosion proof Type of distilled water container for topping up Metal jugs must not be used for topping up purposes. Should be of non metallic type should be of plastic to avoid sparking and shock Loose wires and tools must not be placed on top of the cells. All tools should be spark proof and insulated So that even if dropped it will not cause sparking or short circuit Voltmeter used should be intrinsically safe Replacement of defective batteries Check new battery for specification, dimension Stop charging Remove terminal of defective battery Keep them far away as possible do not allow them to short Do not allow any terminal to touch any metal part Remove battery from position Clean bottom of rack Put the new battery in position Apply petroleum jelly to terminal Fit the connection Put on charger Takes time for charging Old defective battery to be removed from the room ______________________________________________________________________ 52. With reference to an oil water separator (a) (i) Sketch such a device (5)
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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(ii) Describe the passage of oil/water mixture from the delivery of pump to the outlets of the separator. (5) (b) State how oil density and temperature affect the separation of oil from water. (10) 2009/sr1 2006/sr4 Answer a) Forces that contribute towards the total force available for oil and water separation are, the force of gravity due to water and oil having different densities, oil will separate to the surface, water to the bottom, in the separator, heating coils, baffles, weirs and filters contribute towards separation. b) Sketch First the complete unit is filled with clean water, then the oil/water is pumped to the 1st stage coarse separating compartment, here oil having a lower density than water, will rise to the surface, heating coils aiding in this process, this known as the collection space, a sensor will then sense the level of oil here and it will be dumped accordingly via an oil valve to the dirty oil tank. The remaining oil/water will move down to the fine separation compartment and move slowly between catch plates, more oil will separate on the underside of these plates and move outwards until free to rise up to the collection space. Almost oil free water then passes on to the 2nd stage of the unit. Here two coalesce filters are situated, the first filter removes any physical impurities present and promotes some filtration, the second filter uses coalesce filter elements to achieve final filtration.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Clean water then leaves the second stage on to a lean water holding tank or via a 15pppm monitor with audible and visual alarm overboard. c) Oil density and temperature relate to the ease of separation because with added heat, the viscosity of the oil is reduced and thus aiding separation, plus the density of the oil will lower and allow for better separation. 60. Define briefly the construction details peculiar to each of the following types of closure that enables their primary function to be fully realized Watertight doors Fire Proof doors Gas tight doors State why (a) can perform and function of (b) as well as of (c) Whereas function of (b) and (c) are restricted soley to their primary function 2011/sr1 Water tight doors Water tight doors are required to access through the main water tight bulk heads deck for watch keeping purposes or to provide means of escape. This must be built to withstand flooding and the head of water created. The W.T door to the tunnel is generally heavy and hand operated, cast or fabricated, vertically or horizontally sliding door which close positively into a taper or wedge for a metal to metal water tight seal, need not be . insulated. Power may be used for
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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operation with remote control as well as local control from either side. The positive closing is by screw shaft or hydraulic rams, in all cases the door should be capable of closing against 15 deg of heel with dissimilar metals being used to prevent seizing Audible alarm during closure by remote power shall sound fro at least 5 second but not more than 10 seconds before the door begins to move and continue Power shall be from ESB through dedicated distribution board situated above blk head deck and be capable of being automatically supplied by emergency source in event of failure of main or emergency power. As par SOIAS74 Chapter II -2 Regulation 9 Fire proof doors. These doors are fitted above water line and in accommodation space suitably manufactured with insulation being fire retardant material classed A class & B class divison in accordance with the fire test procedure code. For e.g. in galley and service space. Hold back hook are not permitted to keep the door in open position.They are comparatively lighter in construction to that of the W.T. doors, held in open position by a solenoid energized magnetic switch connected to the fire alarm circuit. In event of these fire switches get deenergised and close the door with fire alarm. Gas tight door. These doors are fitted on the weather deck entry into accommodation and in super structure areas. They are made of wood lighter in construction compared to W.T or fire doors with thin aluminium/steel sheathing providing a gas tight sea. These doors are opened and closed manually. W.T doors are robust in construction of steel fitted in machinery space prone to fire, flooding and smoke, hence prevents the passage of flame and smoke. Thus it does the function of fire and gas tight door duties. Fire doors are lighter in construction fitted above the bulk head deck, preventing the passage of flame and smoke providing a gas tight sealing and thus functioning as gas tight doors also. They are provided in the accommodation spaces, galley boundaries and stair case areas. The gas tight doors are also lighter in construction hut only meant for providing gas tight sealing, but cannot perform the functionof (a) ______________________________________________________________________ 61. With respect to a heavy fuel oil system describe:(a) Bunkering arrangements with safety fittings provided (5) (b) Onboard oil purification system. (5) (c) Remote shut off arrangements. (5) (d) How environmental pollution is a voided? (5) (e) Temperature control arrangement. (3) (f) The use of the Oil Record Book. (3) 2011/sr3

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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Bunkering connection is made on bunkering manifold of ship from where it is taken to different tank through valves.Valves are situated in engine room, controlling fuel flow into the storage tank and are placed near tank depth gauge this is termed as bunkering station. Air vents on tank extend upto weather deck level, thus if tank overflows due to overfilling, oil will be spilled on deck. During and oil transfer. To avoid this risk overflow arrangement is provided to fuel tanks. The air vent of double bottom tank, come up to deck and led into a pipe running in fore and aft direction on each side. Starboard air vent are connected pipe on starboard and port vent pipe are connected on port line pipe. In some ships, ring main is formed by connecting up pipes with cross over at each end. In other case on cross over is fitted about mid length of port and starboard pipe. The down comer are led fro sides of ring main or from centre of cross over into overflow tanks, the down comer has sight glass indicating overflow to engine room personal. In case of overflow alarms are activated at bunker station and control room. Overflow tanks are safeguarded against overpressure by an air pipe extending up to deck, if overflow tank overflow then oil will be spilled on deck.All air vents are provided with wire mesh screen, on weather deck, which avoid any spark entering from outside into bunker tanks. Remote shut off arrangement Every ship to which fire fighting appliance rule is applicable Oil transfer pump fuel oil supply pump and all such fuel pumps should have remote control situated outside the machinery space by which in case of fire, pump can be stopped from outside. Every pipe connected to fuel storage, settling tank or daily tank, not being double bottom tank, should have quick closing valve, i.e. to be shut from readily accessible position outside the space in which tank is situated, in case pipe burst and oil spilling in engine room which is major fire hazard. Inlet pipe to such tank is provided with non return valve. How environment pollution is avoided Heavy fuel oil system has potential of causing degradation effect on environment. Therefore control of such discharge from ship is essential. Marpol 73/78 is main convention which is meant to prevent pollution caused by discharge of such oil overboard. Annex 1 on marpol 73/ 78 deals with prevention of pollution by oil. The discharge of oily bilge water into sea is restricted except under specified conditions.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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The machinery space bilge water, when mixed with heavy fuel oil, due to leaks, is to be 1st passed through oily water separation and then through the oil discharge monitoring and control system. Regulation stipulates Discharge of machinery space bilges into sea water. Bilge water does not originate from cargo pump room bilge. Bilge water is not mixed with oil cargo residue from pump room Pumping out bilge is permitted if. Ship is en route The oil content in bilge water do not exceed 15ppm.If ship is not in special area.If tanker is 50 Nm away from nearest land.Instantaneous rate of discharge of oil constant do not exceed 30 lt/Nm Total quantity of oil discharged into sea do not exceed 1/30.000 of total cargo capacity. Oil residue is transferred to reception facility Marpol 73/78. annex 6 has come in force from 19th may 2005. it sets limits of sulphur oxide and nitrogen oxide emission from ships exhaust. Sulphur in fuel should not exceed more than 4.5% when not in Sox emission control area, and less than 1.5% when in Sox emission control area. To control Nox emission All diesels engines above 130Kw power output, which are constructed or under gone major conversion on or after 1st Jan 2000. should be tested and issued with Engine international air pollution prevention certificate On board oil purification system. The purification of heavy oil is done in 2 stages. Here oil is 1st passed through purifier and then through clarifier The residual fuel is heated in supply tank to temperature of 50 to 60 degree C then drawn from this tank by purifier inlet pump.The pump delivers oil to thermostatically controlled heaters which raise the temperature of oil to 80 degree C, which is then fed to purifier with low feed rate to obtain maximum purification. Here water content in fuel is removed. The oil is now fed to clarifier. which is used to separate only solids. Oil from purifier is discharged to clarifier by purifier discharge pump. After clarification discharge pump delivers oil to daily service tank for engine use. Temperature control arrangement Residual fuel have very high viscosity thus separation and purification of such fuel is difficult. Therefore they are heated to bring down viscosity in range so that fuel oil can be used run propulsion system.Stem plant 15-65 c.s.t Diesel plant 8-27 c.s.t. The oil is heated either in steam heater or electrical heater In steam heater and low pressure [7Kg/cm2] saturated steam is passed which reduce viscosity of oil. Overheating of oil in both types of heater is essential because it leads to cracking of oil which leads to deposits formation of heating surface, which impairs the efficient operation of heater In electrical heater elements are used.

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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A viscosity controller is fitted downstream of heater, which measures the viscosity of oil and compares it with set value required, accordingly signal is generated which control the steam inlet valve to heater, to increase or reduce the steam flow in to heater. Use of oil record book Regulation 17 Oil Record Book. Part I Machinery space operations 1 Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery space operations). The Oil Record Book, whether as a part of the ship's official log-book or otherwise, shall be in the form specified in appendix III to this Annex. 2 The Oil Record Book Part I shall be completed on each occasion, on a tank-to-tank basis if appropriate, whenever any of the following machinery space operations takes place in the ship: . 1. ballasting or cleaning of oil fuel tanks; 2. discharge of dirty ballast or cleaning water from oil fuel tanks; 3. collection and disposal of oil residues (sludge and other oil residues); 4.discharge overboard or disposal otherwise of bilge water which has accumulated in machinery spaces; and 5.bunkering of fuel or bulk lubricating oil. 3 In the event of such discharge of oil or oily mixture as is referred to in regulation 4 of this Annex or in the event of accidental or other exceptional discharge of oil not excepted by that regulation, a statement shall be made in the Oil Record Book Part I of the circumstances of. and the reasons for. the discharge. 4 Each operation described in paragraph 2 of this regulation shall be fully recorded without delay in the Oil Record Book Part I. so that all entries in the book appropriate to that operation completed. Each completed operation shall be signed by the officer or officers in charge of the operations concerned and each completed page shall be signed by the master of ship. The entries in the Oil Record Book Part I, for ships holding an International Oil Pollution Prevention Certificate, shall be at least in English. French or Spanish. Where entries in an official national language of the State whose flag the ship is entitled to fly are also used, this shall prevail in case of a dispute or discrepancy. Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part I.Oil record book to be kept in readily accessible place and kept on board for 5years after last entry made in it Component authority may inspect the oil record book such as port state control. Un-solved Question: 53. Write short notes on:
P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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(a) SART (b) HRU (c) ELSA (d) EPIRB (e)Life boat equipments 2010/sr7 2011/sr3 54. What routine checks should be carried out on Dry powder Sprinkler Head 2011/sr3 55. Describe the Zero discharge system. 2011/sr3 56. What are the statutory certificates carried on board ship. Explain their significance briefly 2011/sr3 57. Write short note on UNCLOS STCW ISM MLC 2011/sr3 58.Your ship mate has received a mild electrical shock What will be your immediate course of action? What first aid will you administer? 2011/sr3 59. What is Port State Control? 2011/sr3

P L E A S E U S E T H I S B O O K F O R R E F E R E N C E O N L Y . A N S W E R S W E R E C O M P I L E D F R O M V A R I O U S N O T E S C R E A T E D F R O M P E O P L E W H O P R E P A R E D F O R T H E I R O W N U S E . P L E A S E E X C U S E T Y P O E R R O R S , S P E L L I N G M I S T A K E S A S I T W A S T Y P E D B Y N O N / M A R I N E R . P L E A S E E M A I L U S T H E C O R R E C T I O N S T O C O R R E C T I O N S @ D I E S E L S H I P . C O M . T O O R D E R C A L L / S M S 9 9 6 2 7 7 7 1 1 1 / 0 9 7 8 6 6 2 6 2 3 7

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