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11. ESP: - ENHANCED SURVEY PROGRAM. Enhanced survey programme is a guideline for shipping companies and owners to prepare their ship for special surveys to maintain the safety of the ship while at sea or at port. A survey programme is to be prepared by the owner and is to be submitted to the recognized authorities like classification societies, 6 months prior to the survey. A new chapter XI is added for special measures to enhance maritime safety under this resolution. According to these guidelines, it has 2 Annexes: Annex A: Guidelines on enhance survey programme of inspection during survey of bulk carrier. Annex B: Guidelines on enhance survey programme of inspection during survey of oil tankers. Each annex A & B has 9 chapters which are almost similar. The only dissimilarities being operational and constructional aspects of both type of vessels i.e. oil tankers and bulk carriers. The chapters can be briefly described as: Chapter 1: General application, documentation onboard to be completed prior to the inspection which is to be served as basis for surveys.
y y
y y y y y y y
16. what is recognized organization? 1. RO means a Recognized Organization or other private body carrying out surveys and issuing or endorsing Statutory Certificates of ships on behalf of a flag State. 2. The RO responsibility is assessed only relating to detainable deficiencies that are: (i) covered by a statutory certificate that has been issued or endorsed by the RO with a date of survey; and (ii) the RO has carried out the last survey or verification audit for the relevant certificate(s). 3. A detainable deficiency is associated with the RO if it is: (i) a serious structural deficiency including corrosion, wastage, cracking and buckling unless it is clear that the deficiency has occurred since the last survey conducted by the RO; or (ii) a serious deficiency in equipment or non-structural fittings (such as fire main, air pipes, cargo hatches, rails, masts etc.) AND it is less than 90 days since the last survey conducted by the RO, unless it is clear that the deficiency has occurred since the last survey conducted by the RO; or (iii) a serious deficiency in equipment or non-structural fittings which clearly would have existed at the time of the last survey; or
20. ISPS, which certificate is issued under this, how it will be issued? This guideline describes the steps to be undertaken for issuing an International Ship Security Certificate (ISSC) to a ship upon verification of its security system and any associated security equipment covered by the relevant provisions of the ISPS Code and SOLAS Chapter XI-2. The certification shall ensure that the security system and associated security equipment of the ship fully complies with the Code and is in Satisfactory condition and fit for the service for which the vessel is intended. This guideline establishes the procedures for: Review and approval of Ship Security Plans 11
26.Ship Shore ISM/ISPS Drill Pack includes: Introduction to the drill Scenario Guidelines to the DPA or CSO for the drill preparation Guidelines to Master/Safety or Security Officer for proper drill execution Sample Scenario Sample office records Sample messages to be exchanged to and from the vessel Flag notification of safety/security incident Drill evaluation guidelines For ISM Purposes (Full scale scenarios) Scenario No 1 : Steering Failure, Grounding, Flooding, Pollution Scenario No 2 : Man Over board, Search & rescue, Cargo Shifting, Excessive List, Abandon Ship Scenario No 3 : Power Failure, M/E Failure, Collision, Fire Scenario No 4 : Fire, Rescue from Enclosed Space, Injury, Helicopter Operations For ISPS Purposes (Full scale scenarios) Scenario No 5 : Bomb Threat Scenario No 6 : Piracy Scenario No 7 : Hijacking Scenario No 8 : Stowaways In that respect ALL vessels may conduct ONE full scale drill every Quarter and thus ensure all drills an annual basis. 27. Define bulk carrier, general cargo ship (i) If a ship is primarily designed to carry dry cargoes in bulk, that is, it is designed in the first instance around dry bulk cargoes, then it should be designated a bulk carrier and comply with the pertinent requirements of SOLAS including chapter XII. 14
In the preparation of cross curves of stability, certain assumptions have been made, as follows; The ships centre of gravity remains fixed at the pole point, or assumed centre of gravity, regardless of the angle of heel. The ships hull, consisting of the bottom, sides, and weather deck, is assumed to be perfectly watertight. Superstructures and deckhouses above the weather deck are normally assumed to be non watertight. Any actual water tightness of such structures, maintained by the proper closure of watertight doors, will provide a margin of safety of additional intact stability beyond that indicated by the cross curves at angles of heel that immerse the structures in question. 15
Figure 7.2. Typical cross curves of stability KN cross curves of stability It has already been shown that the Stability Cross Curves for a ship are constructed by plotting the righting levers for an assumed height of the centre of gravity above the keel. In some cases the curves are constructed for an assumed KG of zero. The curves are then referred to as KN curves, KN being the righting lever measured from the keel. To obtain the righting levers for a particular displacement and KG the values of KN are first obtained from the curves by inspection at the displacement concerned. The correct righting levers are then obtained by subtracting from the KN values a correction equal to the product of the KG and sin heel.
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Definitions
For the purpose of this Annex, the following shall apply: Lightship Displacement () is the quantity of water displaced by the vessel expressed in tonnes (1 tonne = 1000kg). 1 Freeboard is the vertical distance from the water surface to the upper surface at side of deck.
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The volume of water displace in cubic metres would be multiplied by 1.o25 if floating in sea water but since the density changes depending upon the place the experiment is conducted, the density must also be measured at the time of the experiment..
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Inspection
The vessel must be inspected and notes made of the distribution and weight of any temporary material or equipment on board that can not be removed at the time. All tanks should be inspected to ensure that they are empty. This should not present the inspector with a problem if the vessel is a new vessel at delivery stage. However, if the vessel is operational, if it is not possible to empty the tanks, they should be topped up to ensure that there would be no free surface effect during the experiment. Oil in crankcases and hydraulic oil systems are acceptable, but the levels in oil reservoirs should be carefully controlled. The bilge should be dry as should all ballast spaces. The vessel should be on an even keel. If it is not, weights can be added and their position recorded both horizontally and vertically (and of course, the actual weight recorded).
Mooring
Since the weather must be good, sea flat calm and no wind, light mooring lines should be used. Ensure that moorings are not so tight that they restrict vessel movement. The vessel must be well clear of the quay and should not be in danger of touching the bottom during the experiment.
Measurement of freeboard
The measurement of the freeboard is most important. The measurements should be make from a small boat or skiff and without touching the vessel in a way that would cause it to roll or pitch. Anyone on board should stay on the centre line and not move about.
Pendulum arrangement
If it is not possible to have more than one pendulum due to the size of the vessel, it should be located as close to amidships as possible and on the centerline. The pendulum should not be too short otherwise it would be difficult to accurately measure the deflection. Even in a small vessel it should not be less than 2 metres in length, but the longer, the better. The intention is to get a reasonable measurement at small angles of heel (not less than 2 and not more than 4. The longer the pendulum the longer the measuring board. The position of the centre mark "0" is important and if a metre stick or ruler is used, ensure that the zero mark selected will not cause confusing when measuring Port and Starboard measurements. 22
Experiment
Vessel Name Place . . Water density ............................. Moving weights to Port 0/4 1/4 2/4 0/3 1/3 2/3 0/2 1/2 2/2 0/1 1/1 2/1 =/+/+/Center 0 1/0 2/0 =/+/+/Moving weights to Starboard 0/1 1/1 2/1 0/2 1/2 2/2 0/3 1/3 2/3 0/4 1 / 4 2/4 Date.. Time
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inclination must not be more than 4 (preferably about 3) Call this Experiment 2.
With the vessel steady (no movement of persons on board) record the measurement or mark the zero point in line with the pendulum. Call this Experiment 0
M G
Move weight A from the Port side to the Starboard side over weight C If weights are moved by hand, ensure that the carriers go back to the centre line and remain still. When the vessel settles, mark the position of the pendulum line 1 or measure the deflection and write the result in the log. This is useful to detect any problems in the exercise. Call this Experiment 1.
Figure 2
Experiment 0
A B
C D
Figure 3
Experiment 1
A C D
Move weight B to the Starboard side over weight D. When the vessel is steady, mark the position of the pendulum. At this point, the angle of
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In some cases it may be necessary to lift lines from the vessel prior to inclining the vessel in order to develop the displacement table.
Figure 5
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A B C D
inclination must not be more than 4 (preferably about 3) Call this Experiment 2.
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The position of the key reference points now differ from Figure 1.
M G
Z
B
B and C are no longer in line and the righting lever G Z can be clearly seen.
Figure 7
Experiment 3
A B
C D
Move weights A and B back to the their original positions on the Port side and when all is steady, mark the position of the pendulum 4 which is Zero but it may not coincide with the original Zero position (or enter the measurement in the log). Call this Experiment 3
Figure 8
Experiment 4
C A B
Move the weight C and to the Port side and place it over weight A. When settled, mark the position No. 5 or enter the measurement in the log. As before, this will help to determine if there are any problems occurring due to wind, touching bottom etc. Call this Experiment 4.
Experiment 5
C D A B
Place weight D over weight B and when all ism settled, mark the board No. 6 or enter the distance moved from the new Zero position in the log. Call this Experiment 5.
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Move weights C and D back to their original positions on the Starboard side. Mark the new Zero position if not the same as before or enter the distance moved by the pendulum from position No. 6. Call this Experiment 6.
Figure 8
Experiment 6
Repeat the movement of the weights at least three times making sure that the next set of marks are clearly separated from the first sequence and always being careful to record the correct Zero position. The freeboard must be measured. This should be done as accurately as possible and patience is required, particularly if the water tends to lap the side of the hull. The key points are:
y y y ford amidships P and S aft.
Water line
Figure 9
Base line
At the same time, the draft can be measure and this will provide a check on the accuracy of the draft marks.
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Calculation
In the experiment described above, (drawn from an actual experiment) the following data was logged: Weight moved (w) Distance moved by the weight. (d) Length of pendulum (l) Displacement The four weights used measure 87...kg each 2.708 1.690 m 29.579 Tons
The deflection of the pendulum being recorded as follows: Experiment No. 0 01 02 03 Measurement from metre stick on baton 100 113 129 97 Deflection of Pendulum 0 13 mm weight A to B 16 mm weight B to D 32 weights A+B returned to Port side positions (2 moves)
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To obtain GM
Solving for GM: GM = .w x. d ( tan U or GM =w x d x l Note that KM is constant for a particular draft and can be obtained from the vessels curves of form and GM is obtained from the experiment noting also that KG = KM - GM Thus to find the GM from the experiment given in the example, GM = 87.23 x 2.708 x 1.69 29597 x 0.014874 Thus, GM = 0.907 m 47. Describe the stretcher u had in your last ship? What is the name of that stretcher?? Neil Robertson stretcher. 48. 7. Annex VI tell all latest amendments from 2011. Greenhouse Gas Emissions. 2011 Amendments to MARPOL Annex VI introduced mandatory measures to reduce emissions of greenhouse gases (GHG). The Amendments added a new Chapter 4 to Annex VI on Regulations on energy efficiency for ships. NOx emission limits are set for diesel engines depending on the engine maximum operating speed (n, rpm), as shown in Table 1 and presented graphically in Figure 1. Tier I and Tier II limits are global, while the Tier III standards apply only in NOx Emission Control Areas. Table 1. MARPOL Annex VI NOx Emission Limits Tier Tier I Tier II Tier III Date 2000 2011 2016 NOx Limit, g/kWh n < 130 17.0 14.4 3.4 130 n < 2000 45 n-0.2 44 n-0.23 9 n-0.2 n 2000 9.8 7.7 1.96 29
a - alternative date is 2025, to be decided by a review in 2018 Heavy fuel oil (HFO) is allowed provided it meets the applicable sulfur limit (i.e., there is no mandate to use distillate fuels). Alternative measures are also allowed (in the SOx ECAs and globally) to reduce sulfur emissions, such as through the use of scrubbers. For example, in lieu of using the 1.5% S fuel in SOx ECAs, ships can fit an exhaust gas cleaning system or use any other technological method to limit SOx emissions to 6 g/kWh (as SO2). Greenhouse Gas Emissions MARPOL Annex VI, Chapter 4 introduces two mandatory mechanisms intended to ensure an energy efficiency standard for ships: (1) the Energy Efficiency Design Index (EEDI), for new ships, and (2) the Ship Energy Efficiency Management Plan (SEEMP) for all ships. The EEDI is a performance-based mechanism that requires certain minimum energy efficiency in new ships. Ship designers and builders are free to choose the technologies to satisfy the EEDI requirements in a specific ship design. The SEEMP establishes a mechanism for operators to improve the energy efficiency of ships.
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50. What factors decide when and from where to enter in machinery space after co2 total flooding? Re-entry is determined by a. heat build up due to the scale of fire and the elapsed time after the release. b. has the fire been extinguished or chances of a smoldering fire exists. c. ships position , condition and the prevailing weather (ship may be listing to angle of progressive flooding etc) d. the location of the entry point e. risk analysis outcome. 51. Emergency fire location. Forward (but aft of collision bulkhead), tunnel, steering gear flat.(bow thruster space). All areas allow pump to be operated if the engine room cannot be entered. The rule stipulates fire in one compartment should not pull the fire pumps out of order. The arrangement of sea connection, fire pump and their source of power shall be as to ensure that1. in passenger ships of 1000 gross tonnage and upwards in the event of a fire in any compartment , all the fire pumps will not be put out of action and 2. in passenger ship of less than 1000 GT and in cargo ships if a fire in any one compartment could put all the pumps out of action, there shall be an alternative means consisting of an emergency fire p/p complying with the provision of the fire safety system code with its source of power and sea connection located outside the space where the main fire pump or their source of power are located. For emergency fire pump
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The main property of oxygen which helps in its detection and measurement of its percentage in the given sample of air is that of Para-magnetism. Basically this means that oxygen gets attracted towards a magnetic field. The set up for measuring oxygen content using this property can be understood from the image As you can see in the sketch there are two platinum resistance wires which are exposed to two different chambers. In the first chamber there is the air in which the oxygen content needs to be monitored plus there is an artificially created magnetic field, while the second chamber there is the same air but there is no magnetic field present in this chamber. The wires form a part of the Wheatstone bridge circuit and if you remember from your study of physics, the Wheatstone bridge is used to measure an unknown resistance by obtaining a balance between two legs of the circuit. The air whose content has to be noted is supplied at one end and is filtered by passing it through a diffuser and goes on to the two chambers as shown in the picture. Hence while one chamber of the meter attracts oxygen the reference chamber attracts only air. This causes a difference in the temperature of the two wire sets because of the difference in thermal conductivity of oxygen with respect to air. This causes imbalance in the resistance of the bridge legs and the degree of this imbalance is in proportion to the oxygen content in the sample to be measured. Last but not least there is a meter which is calibrate to show this difference in resistance as a percentage of the oxygen in the given sample, thus allowing the ship staff to note the oxygen content in the given space. 53. What are the entries to be made for automatic or non automatic discharge overboard for bilge water? NON-AUTOMATIC DISCHARGE OVERBOARD OR DISPOSAL OTHERWISE OF BILGE WATER WHICH HAS ACCUMULATED IN MACHINERY SPACES Bilge water is originating from leaking water seals of pumps, stern tube, leaking pipes/flanges of fuel oil, steam, sea water, fresh water, boiler water systems. The anticipated quantity depends on many factors (ER condition and maintenance, crew competence, age of vessel, etc.). Guidance on daily bilge water quantity can be reported as: 33
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2.3 Strength of the towing components 2.3.1 Towing components as specified in 2.2 for strength should have a working strength of at least 1,000 kN for tankers of 20,000 tonnes deadweight and over but less than 50,000 tonnes deadweight and at least 2,000 kN for tankers of 50,000 tonnes deadweight and over(working strength is defined as one half ultimate strength). The strength should 39
1 Capacity of life rafts when more than one is carried 1.1 when two or more life rafts are carried to provide the required capacity these 42
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