Any unauthorised production of these notes is legal crime all rights reserved, Authors MANDAL LTD since 2006. Just think u are cleared in orals. And then u read this noted. Only then they will be useful Thanks and best regards chapter 1 Passenger ships are one which may accommodate more than 12 passengers Refer ship has refrigerated cargo compartment Liners specific time bet ports with speed bet 15 to 20 knots At the extreme for end there is tank called as fore peak tank which may be used for the ballast or fresh water Above this tank is chain locker and store space At After end is after peak tank enclosing the stern tube in water tight compartment Between the peak bulkhead there is continuous tank top which is subdivided in to carry oil bunker , fresh water and ballast water The machinery space at aft has effect of reducing maximum bending moment After engine room bulkhead and after peak bulkhead is watertight shaft tunnel enclosing shaft and allowing excess to the shaft and bearings directly from engine room Forecastle is fitted to reduce the amount of water shipped forward and to provide adequate working space for handling the ropes and also sometimes as use for storage
Oil tankers
Tankers are used to carry oil or other liquids in bulk, oil being the most usual cargo Machinery is situated aft to provide an unbroken cargo space which is divided in to the tanks by longitudinal and transverse bulkheads. The tanks are separated from the machinery space by an empty compartment known as cofferdam A pump room is provided at the after end of the cargo space and may form part of cofferdam A double bottom is only required in the way of machinery space Centre tank is usually half the width of the ship
BULK CARRIERS
BULK CARRIERS ARE THE VESSEL TO CARRY such cargoes as ore coal gain sugar in large quantities They are designed to ease at loading and discharging cargo The double bottom runs from stem to stern In the ships designed for the heavy cargoes such as iorn ore the double bottom is very deep and longitudinal bulkhead are fitted to restrict the cargo space This system rises the centre of gravity of the ore resulting in comfortable ship With the lighter cargo such as grain the restriction of the cargo is not necessary although deep hooper sides are fitted to facilitate at the discharge of cargo either by suction or grabs The spaces at the sides of hatches are plated to give self trimming properties
Colliers Colliers are usually much smaller than the usual range of bulk carriers Being mainly used for the coastal trading To raise the level of upper deck aft providing greater volume of cargo space aft is called as RAISED QUATER DECK The double bottom is continuous in the cargo space and knuckled up to form hopper sides which improves the discharge rate. CONTAINER SHIPS
Fast discharge rate and reduce cargo handling cost Roll on roll off vessel In order to reduce the cargo handling costs and time in port further vessel have been designed with flat decks which are virtually unrestricted Accommodation is provided at forward and also this can be used as the passenger vessel also
Liquefied gas carriers Natural gas Methane is carried By reducing the temp between -82 to -162 association with the pressure of 4.6 MN/m2 to atmospheric pressure The tanks are inbuilt 1 m from ship side Access is provided from the sides and ends of the tanks allowing internal structure to be inspected The tank material is invar which has thermal coefficient as 1
CHEMICAL CARRIERS A considerably variety of chemical cargoes are now being required to be carried in bulk . Many of these cargoes are highly corrosive and incompatible while other requires close control of temp and pressure Many times the tanks inside layer is coated with the zinc silicate
Chapter 2 GENERAL NOTES
Terms and abbreviation Length overall The distance from extreme fore part of ship to the extreme point at aft and is greatest length of the ship It is used for dry dock purpose Length between overall
The fore perpendicular is point at which summer load line crosses the stem After perpendicular is the after side of rudder post( the part of the stern frame of a vessel to which a rudder is fitted) or centre of the rudder stock if there is no rudder post The distance between the two is called as LBP It is used for the ship calculation Breadth extreme The greatest breadth of the ship measured outside of shell plating
Breadth moulded The greatest breadth of the ship measured inside of the ship
Depth extreme The depth of the ship measured from underside of the keel to the top of the deck beam of uppermost continuous deck at midship Depth moulded Depth measured form top of the keel to deck Draft moulded The distance between the load water line to the top of the keel at midship
Freeboard :
the distance between the top of the deck plating to the waterline at midship
Camber Transverse curvature of the deck from the centreline down to the sides Camber is used on exposed decks to drive the water to the sides of the ship Sheer The curvature of the deck in forward and aft diection raising from the midship to mazimum at the ends The sheer forward is usually twice the aft sheer on exposed deck at the fore and aft ends further makes ship more seaworthy by raising the deck at the fore and after ends further the water and by reducing the volume of water coming on the deck rise of floor the bottom shell of the ship is sometimes sloped up from the keel to the bilge to facilitate drainage the rise of floor is small about 15cm bilge radius the radius of the arc connecting the sides of the ship to the bottom at the midship portion of the ship tumble home in some ships the midship side shell in the region of the upper deck is curved slightly towards the centreline thus reducing the width of the upper deck above such tumble home improves appearance of the ship Displacement The mass of ship and everything it contains A ship has different value of displacement at different draughts
Light wt Mass of empty ship . with out stores fuel water crew or other effects
Deadweight The mass of cargo, fuel,water, stores etc ship carries . the dead weight is the difference between the displacement and the light weight It is usual to discuss the size of a cargo ship in relation to its dead wt , thus a 10000 tonne ship is one which is capable of carrying a deadwt of 10000tonne Liquefied gas carriers are compared in terms of the capacity of the cargo tanks Eg 10000m3
Flare of hull The outward curvature of hull at fwd is called as flare of hull...
Reserve Buoyancy:- It is the potential buoyancy of a ship and depends upon the intact, watertight volume above the waterline. When a mass is added to ship, or buoyancy is lost due to bilging, the reserve buoyancy is converted into buoyancy by increasing the draught. If the loss in bupyancy exceeds the reserve buoyancy the V/L will sink.
Stresses in ship structure
Numerous forces act again on a ship structure some of them are static and dynamic 1 Longitudinal bending: A ship may be regarded as non uniform beam carring non uniformly distributed wts and having varying degree of support along its length The structure resisting longitudianal bending consist of all continuous longitudinal material The portions farthest from the axis of bending being most important e.g. top of sheer strake where high stress point occurs such points are to be avoided by joining stringer plate and sheer strkae to form rounded gunwale bar
Racking When ship rolls there is tendency for the ship to distort transversely in similar way to that in which in picture frame may collapse this is known as racking and is reduced by beam knee and tank side bracket connection together with the transverse bulkheads with greatest effect Pounding rthythemic slamming of forward bottom part of ship on the troughs is called as pounding Panting The inward and outward moment of shell platting could lead to fatigue of material thus restricted panting stringers
Chapter 4 bottom and side framing
All ocen going ship EXCEPT OIL TANKERS AND SMALL COASTAL VESSEL are fitted with the a double bottem which extends from fore peak bulkhead and almost to afterpeak bulkhead The double bottom consist of outer shell and an inner skin or tank top , this provide protection in the event of damage to the bottom shell Tank top being continuous increases the longitudinal strength and acts as a platform for cargo and machinery
The double bottom space contains a considerable amount of structure and is therefore useless for cargo it may however be used for the carriage of oil fuel and fresh water and water ballast The tanks are tested by pressing them up until they overflow If it is anticipated that cargo will regularly that cargo will be regularly discharged by a grabs or by fork lift trucks it is necessary to fit double wood ceiling or heavier plating
A tank top may be knuckled down to the sides of ship by means of Margin plate
Keels Centre line of bottom structure, which is often said to be a back bone of the ship This contributes substantially the longitudianally length of the ship Duck keel are provided in the double bottom of some vessel These run from the fwd of the engine room bulkhead to the collision bulkhead And are utilised to carry double bottom piping The piping is accessible when cargo is loaded And it forms box type bottom girder and strainghtening is provided at tanktop and keel in continuation with the solid floors above and bottom are stiffener and side girder
Double bottom Double bottom can be framed longitudinally or transversely but if the ships lenth exceeds 120 m of the length then it has to be longitudinally framed As the ships length exceeds the ship bottom shell may buckle if transverse stiffened Double bottom in the way of machinery spaces which are adjacent to the after peak are required to be transversely framed
At the centre line of the ship the middle strake of inner bottem may be consider as the upperflange of the centre line girder formed by the centre girder and keel plate Floors (frames means just like photo frame when stiffeneing member runs and forms rings like structure it is called as the frame are count as from aft to fwd) Vertical transverse plate floors are provided both where the bottom is transversly framed and longitudinally framed Transversely framed double bottom If the double bottom is transversely framed then transverse solid plate floors and bracket plated floors with transverse frames provide the principal support for the inner bottom and bottom shell plating
Solid plate floors are fitted at the every frame space in engine room and pounding region Under the boiler seats , where ship is regularly discharged be grabs Elsewhere the soild plate floors may be spaced upto 3m apart with the bracket floor at frame space between the solid floors, (frame space : distance between the two floors ie the two frames )
Longitudianally framed double bottom
Longitudianl frames are fitted to bottom shell at 760mm and are supported by 3.7 m and intermediate longitudianals are supported by bracket floors ie by sturts and flat bar stiffener
Machinery space double bottom A girder is fitted on each side of bedplate in such way that the holding down bolts pass through th top angle girder in welded ships a horizontal flat sometimes fitted to the top of the girder
Side framing
The side shell may be transversly or longitudinally framed , transverse framing being adopted in may conventional cargo ships Transverse framing In general cargo ship the transverse framing will consist of main and hold frames with brackets top and bottom and lighter tween deck frames with brackets at the top REFER FIG 17.2 177 Scantlings of the frames depends upon the position, spacing , and depth and to some rigidity of the end connections Web frames that is build up frames consisting of plate web and face flat Where web is considerably deeper than the conventional transverse frame are often introduced along the side shell Nos are fitted in mid ship machinery space In any deep tank adjacent to the collision bulkhead In the tween deck above the after peak tank IN ALL CASE THE PROVISION OF WEB FRAME IS INTENDED TO INCREASE THE RIGIDITY OF THE TRANSVERSE SHIP SECTION AT THAT POINT
LONGITUDINAL FRAMING If the side shell is longitudinally framed the transverse webs are to support the longitudianal Larger ships required to have a double hull are longitudinally framed at the sides with transverse webs arranged in line with the floors in double bottom to ensure continuity of transverse strength
Container ships
Shell plating:
External hull of the ship consist of bottom shell side shell and decks WHICH ARE FORMED BY LONGITUDIANL STRIPS OF PLATING KNOWN AS STAKES STAKES THEMSELVES ARE CONSTRUCTED OF A NUMBER OF PLATES JOINED END TO END THE MOST IMPORTANT PART OF SHELL PLATING IS BOTTOM SHELL PLATING AS IT IS AT GREATEST DISTANCE FROM THE NEUTRAL AXIS THEREFORE IT IS SLIGHTLY THICKER THAN SIDE SHELL PLATING THE KEEL PLATE IS ABOUT 30 % thicker than the remainder of the bottom shell plating since it is subjected to wear when docking the strake adjacent to the keel on each side of the ship is called as Gardboard strake The uppermost line of plating in the side shell is called as sheer strake. The shell and side frames acts as pillars supporting the loads from the decks above and must be able to withstand weight of cargo In most cases the strength of the panel which is required to withstand the waterpressure is more than the sufficient to support the cargo but where the internal loading is particularly high such as in the way of deep tanks the frame must be increased in strength
BULWARKS
It is necessary to fit some arrangement to prevent personal falling or being washed overboard Many ships are fitted with open rails for this purpose while others are fitted with others solid plates known as bulwarks at least 1 m high There is no direct connection between bulwark and sheerstrake Large openings known as freeing ports must be cut in to the plates
DECK PLATING
The deck plating of the ship carries a large proportion of the stresses due to longitudinal bending the upper deck carrying greater load than second deck The continuous plating alongside of hatches must be thick enough to withstand the loads. The palting between the hatches have very little effect on the longitudinal strength
The deck form cover over the cargo accommodation machinery and therefore must be watertight The outboard deck strake is called as stringer plate
BEAMS AND DECK GIRDERS
THE DECKS MAY BE supported either by transverse beams in conjunction with longitudinal girder or by longitudinal beams with transverse girder The transverse beams are carried across the ship and are bracketed to the side frames by means of beam knees A continuous longitudinal girder is fitted on each side of the ship along side of hatches The beams are bracketed or lugged to the girders thus reducing their span. In the way of hatches the beams are broken to allow open hatch space and are joined at their inboard ends to either the girder or hatch side coamings The broken beams are called as half beams Flanged girder are efficiently used , as they forms hatch coamings refer fig
Modern ships are fitted with longitudinal beams which extend as far as practicable along the whole length of the ship outside the side of hatches
They are bracketed to the transverse bulkhead and are supported by transverse girders which are carried across the ship Or in the way of hatches or machinery casing From the side of the ship to the hatch or casing in case of machinery or hatch Increase in continuous longitudinal material leads to reduction in thickness of deck At points where concentrated loads are anticipated it is necessary to fit additional deck stiffening. Additional support is necessary in way of winches windlass capstans Beams under such seating may be increased in strength by fitting reverse bars which extends to adjacent girders
Chapter 6 Bulkheads and deep tanks
There are three types of bulkhead Water tight bulkheads Non water tight bulkheads Tank bulkheads
Construction of bulkhead: Collision bulkhead must extend from bottom to upper deck. Aft peak bulkhead needs only extend to first deck above load water line. All others must extend to uppermost continuous deck. Plating usually fitted vertically, and thickness gradually increases from the top downward. Stiffeners are fitted at 750mm apart, but collision bulkhead and deep tanks have 600mm spacing.
Water tight bulkhead
Transverse bulkhead function
1. Divide the ship into watertight compartments and thus restrict the volume of water which may enter the ship if shell plating damaged 2. Serves to separate different of cargo and to decide tanks and machinery space from the cargo space 3. In case of fire reduce the rate of fire spread 4. Strength of ship 5. Longitudinal girders and deck longitudinal are supported at the bulkheads which therefore acts as pillars 6. At the same time they tie together the deck and tank top and hence reduce vertical deflection when compartments are full of cargo
Collision bulkhead
Each ship has coillision bulkhead at least one twentieth length of the ships length from fwd perpendicular Which must be continuous up to the uppermost deck
Why Collision Bulkhead kept at L/20 of the ship? In the events of collision and grounding, standard of subdivision has to give good chance, that the ship remains afloat under such emergencies. Longitudinal Bulkheads are avoided, as far as possible, as they might cause dangerous angles of heel, in the event of flooding of large compartment through damage. Transverse Bulkheads are reliable in this case, and Classification Society requires a watertight Collision Bulkhead within reasonable distance from forward. If the ship is supposed to have wave trough amidships, there will be excess weight amidships and excess buoyancy at the ends, hence the ship will be sagging. (Assuming wave length = length of ship) If the ship is supposed to have wave crest amidships, there will be excess weight at the ends, and excess buoyancy amidships; hence the ship will be hogging. By Trochoidal Theory, wave height from trough to crest is 1/20 of the wave length, therefore maximum shearing force usually occurs at about L/20 of ship from each end. For this reason, Collision Bulkhead is located at L/20 of the ship, so that it is not so far forward, as to be damaged on impact.
Aft peak bulkhead The stern tube must be enclosed in the watertight compartement formed by stern frame and afterpeak bulkhead which may be terminated at first water tight deck
Bulkhead must be fitted at the end of the machinery space also Watertight bulkhead construction Watertight bulkhead are formed by plates which are attached to the shell deck and tank top The plating of bulkhead on lower part is thicker Bulkheads are tested for water tightness by hosing them using the pressure of 200kn/m2
Watertight doors A watertight doors is fitted to any access opening in watertight bulkhead Such opening must be cut only when necessary for the use of safe working of the ship The means of closing door must be positive they must not rely on gravity or dropping weight
Deep tanks 1. When ship is underway in light condition, it is necessary to carry certain amount of water ballast. 2. If DB tanks alone are used for this purpose, the ship might be unduly stiff. 3. So it becomes a practice to arrange one of the lower holds, so that it can be filled with water when necessary. 4. This permits a large amount of ballast to be carried without unduly lowering the Centre of Gravity of the ship. 5. Such a hold is called a Deep Tank. 6. This tank is usually designed to carry dry cargo, and in some cases may carry vegetable oil or oil fuel as cargo. 7. If the tank extends full breadth of the ship, a middle line bulkhead, called Wash Plate must be fitted to reduce free surface effect. 8. Strength of Deep Tank structure is greater than that required for dry cargo hold bulkhead.
It is usually necessary in ship with machinery amiship to arrange a deep tank forward of the machinery space to provide sufficient ballast capacity This deep tank is usually designed to allow cargo to be carried and in many ships may carry vegetable oil or oil fuel as cargo, Deep tanks are also provided for carriage of oil for use in the ship
Corrugated bulkheads
A corrugated plate is stronger than a flat plate if subjected to bending moment or pillar load along the corrugation
This corrugation may be used to despense with the stiffeners resulting in considerable saving in weights Vertical stiffener is necessary if the bulkhead is required to support a deck girder
Minimum required bulkhead: One collision bulkhead. An after peak bulkhead. One bulkhead at each end of machinery space. Total no: of bulkheads depends upon the ship and position of machinery space midship or aft
. Functions of bulkhead: To increase transverse strength of ship, particularly against racking stresses. To divide the ship into watertight compartments. To give protection against fire. To prevent undue distortion of side shell. To restrict volume of water, which may enter the ship, if shell plating is damaged
Fore End arrangements:
Stem: 1.The stem is formed by solid round bar which runs from keel to the load line 2. at the bottom formost keel plated wrapped around the bar because of its shape it is known as coffin plate. 3. above the stem bar stem is formed by plating which is strengthnened by welded stiffener on the centreline 4. the plate stem is supported at intervals of about 1.5 m by horizontal plates known as breast hooks which extends from stem to adjescent transfer frame
Arrangements to resist panting The structure of the ship is strength end to resist the effects of panting from 15% of the length of the ship from forward to the stem and aft of after peak bulkhead The side stringer meets at fore end while horizontal stringer is fitted to collision bulkhead in line with each shell stringer This forms ring like structure round tank and supports the bulkhead stiffener
Bulbous bow: Purpose Intended to reduce vessel resistance to motion The wave produced by bulb interface with wave produced by the stem resulting in reduced height of bow wave and consequent reduction in the energy required to produce bow wave Construction: Floors are fitted at every frame space in the bulb when bulb is large Transverse are fitted at about every fifth frame in long bulbs Smaller bulbs have centrelineweb All bulbous bow horizontal diaphragms are fitted Shell plating covering bulb has increased shell plating
Chain locker often arranged forward of collision bulkhead below either main deck or second deck
After end arrangement Cruiser stern The cruiser stern forms a continuation of the hull of the ship above the stern frame and improve the appearance of the ship Increases buoyancy at the after end and improves the flow of water In practice this structure is arranged in two main forms Cant frame in conjunction with cant beam Horizontal frames with cant beams or transverse beams refer fig
Transom stern:
In many ships a transom stern is fitted ie the stern flat This stern reduces the production cost at the same time reducing bending moment on the after structure caused by unsupported hang Stiffening is invariably horizontal
Stern frame and rudder The stern frame forms termination of the lower part of the shell at the after end of the ship In stern frame carries the boss and supports the after end of the stern tube Rudder is usually supported by a vertical post which forms part of the stern frame It is essential that structure to be should be soundly constructed and of tremendous strength
Rudder There are no regulation on the area of the rudder But rudder area is usually 1/16 or 1/17 of the length * breadth Draft of ship provides ample manoeuvrability for deep sea vessel Aspect ration the ration of depth to width it is usally two RUDDER WITH WHOLE AREA AFT OF THE STOCK IS SAID TO BE UNBALANCED RUDDER WITH 20% TO 40% AREAA FORWARD TO THE STOCK IS CALLED AS BALANCED RUDDER AS AT SOME ANGLE THERE WILL BE NO TORQUE ACTING ON THE RUDDER AS CENTER OF EFFORT WHERE (THE NORMAL COMPONENT OF THE FORCE ACTING ON RUDDER) CONCIDES THE RUDDER STOCK AND HENCE THERE WILL BE NO TOURQUE ACTING ON THE RUDDER A RUDDER WHICH HAS PART OF AREA FORWARD OF THE STOCK IS CALLED AS SEMI BALANCED RUDDER REASON IF THE PART OF AREA OF THE RUDDER IS FORWARD OF THE TURNING AXIS THEN TURNING MOMNET IS REDUCED AND HENCE RUDEER STOCK REQIRED IS LESS AS WELL AS STEERING MOTOR POWER IS LESS IF THE rudder is turned more than 35 degree then diameter of turning circle is increased
Rudder is constructed by welding to flat pates with the vertical and hozoantal plates Drain plug is at the bottom of the rudder Lifting tube is there to lift the rudder Rudder are streamed lined to reduce the eddy current losses
RUDDER IS SUPPORTED BY PINTLES WHICH FIT INTO THE GUDGEONS Upper part of each pintle is tapered and fits into similar taper in rudder gudgeon pin The pintle is pulled hard against the taper by means of large nut with sutaible locking device such as lock nut or split pin Brass liner is fitted round the lower part of the pintle and lignum vitae or laminated plastic is dovetailed into the strenframe gudgeon to provide a bearing surface for pintle allowing pintle to turn but preventing any side moment A head is fitted to upper pintle to prevent undue vertical movement of the rudder This is known as locking pintle Bottom pintle is known as bearing pintle since it rests on a hardened steel pad shaped to suit the bottom of the pintle hole is drilled into the gudgeon
Rudder stock The rudder is turned by means of the stock Which is forged steel and opened out into the palm at its lower end The stock is carried through the rudder trunk and keyed to the steering engine THE CETRLINE OF STOCK AND CENTRE LINE OF PINTLES ARE IN THE SAME LINE OTEHRWISE THE RUDDER WILL NOT TURN
Shaft tunnel
WHEN machinery space is divided from after peak by one or more cargo holds the main shafting must be carried out through the holds A tunnel is built round the shaft to prevent contact with cargo and to give access to shaft at all time of a maintanace inspection
IT IS STATED EARLIER IN THIS TOPIC THAT RUDDER ANGLE IS USUALLY LIMITATED TO ABOUT 35 ON EACH SIDE OF CENTRE LINE
IT IS FOUND THAT IF ANGLE EXCEEDS THE DIAMETER OF THE TURNING RADIUS IS INCREASED AND LARGELY DUE TO SEPARATION OF FLOW WATER BEHIND THE RUDDER
OIL TANKERS BULK CARRIERS AND CONTAINER CARRIERS THE STUCTURAL ARRANGEMENT TWO BASIC METHODS 1. Longitudinal framing in which the deck bottom shell side shell and longitudinal bulkheads are stiffened longitudinally 2. Combined framing in which deck and bottom shell are framed longitudinal and tranverse side frame and vertical stiffer on longitudinal bulkhead
Longitudinal framing 1. Longitudinal framing system provides ample of longitudinal strength 2. Longitudinal are supported by deep transverse web which forms ring like structure Fig9.1
Combined framing
Bulk carrirer The design of a bulk carrier depends upon depends upont the cargo to be carried
container ship are designed to carry large no of standards containers International standards length 20 ft 30 ft 40 ft They are 8 ft wide 8 ft height The containers are loaded in to the ship vertically fitting cell guids which are splayed out at rop to provide lead in It is essential therefore to have along wide hatches to take maximum no of conainers The spaces at the side of hatch is used for access and water ballast Because of the wide hatches the deck plating must be thick and higher tesile steel is often used The deck sideshell and longitudinal bulkhead s are longitudinally framed in addition to the double bottom Hatch coamings may be continuous therefore may improve the longitudinal strength Problem may arise due to lack of torsional strength this is overcome to some extent by fitting torsional boxes They are formed by longitudinal bulk head upper deck Side shell And upper platform All of which are of thick material Boxes supported inside by transverse and wash bulkhead in addition to the longitudianal framing These boxes are only effective if they are tied at the ends At after end they are carried in enine room and tied at deep transverse webs Similarly at the fore end they are carried as far forward as the form of ship will allow and are welded to transverse web At the end of the hatches deep webs are fitted these hatches increase the torsion strength of the ship this are fitted at the tank top and deck
Chapter 10
FREEBOARD
FREE BOARD IS the distance from the waterline to the top of the deck plating at the side of the free board deck at midship
Free board deck is upper most continuous deck having means of closing all opening in its weather portion
The minimum freeboard is based on providing a volume of reserve buoyancy
Two basic types of ships are considered
Type a Ships designed to carry only liquid cargoes and hence high integrity at exposed decks Because of the oil tight hatches and heavy seas are unlikely to cause or accommodation these vessel are allowed to load to a comparatively deep draft Permittivity is less
Type b ships Remaining ships which are carried with steel hatch covers are called as type b ships
The freeboard calculated from the tabular free board and corrected is termed as summer freeboard and corresponds with summer load lines
In tropics the weather usually kind and deduction is made 1/48 of summerdraft In winter load line w, which is penalty of 1/48 of summer draft If ship 100m and less in length there is a further penalty of 50 mm if the vessel enters winter north atlantic
If the vessel floats in fresh water with the same displacement Then it will lie at deeper draft The fresh water allowance is displacement in sea water delta /4(tonnes per immersion) mm tf is equivalent mark in tropical zone
the freeboard marking are cut into the shell plating with the centre of circle midship at the shell plating Description of camber, sheer, tumble home, Rise of floor by sketch Camber:-The transverse curvature of the deck from the centerline down to the sides. This camber is used on exposed deck to drive water to the sides of the ship. Sheer:- The curvature of the deck in a fore & aft directions, rising from midship to the maximum at the ends. It makes a ship more seaworthy by raising the deck at the fore & after ends further from the water and by reducing the volume of water coming on the deck. Tumble Home:- In some ships, the midship side shell in the region of the upper deck is curved slightly towards the centre line, thus reducing the width of the upper deck & decks above. Rise of Floor:- The bottom shell of ship is sometimes sloped up from the keel to the bilge to facilitate drainage. The rise of floor is very small. What is freeboard and reserve buoyancy ? Freeboard:-It is the distance from the waterline to the top of the deck plating at the side of the deck amidships. Reserve Buoyancy:- It is the potential buoyancy of a ship and depends upon the intact, watertight volume above the waterline. When a mass is added to ship, or buoyancy is lost due to bilging, the reserve buoyancy is converted into buoyancy by increasing the draught. If the loss in bupyancy exceeds the reserve buoyancy the V/L will sink. why tankers have less freeboard The openings in the tankers are small than of other ship & also the permeability is more. what do u mean by stability of ship. How a stable ship returns to upright posn if heeled by external force. STABILITY OF SHIP: The tendency of ship to come back to its upright position when healed by external force is defined as the stability of the ship. When a ship is healed the centre of buoyancy shifts, this forms a righting lever . thus the wt. of the ship what is tender and stiff ship. Tender Ship:- The ship with a small Metacentric height has a small righting lever at any angle & will roll easily is said to be tender ship. In tender ship, In it the centre of gravity lies below the transverse metacentre. The GM is more than GZ. & these kind of ship are more stable. Stiff Ship:- The ship with a large Metacentric height has a large righting lever at any angle & has considerable resistance to rolling. A stiff ship is very uncomfortable. If the centre of gravity lies above the metacentere then the ship is called as unstable 6. What is free surface effect. How knowledge of free surface effect will be useful. How it is reduced ? Free Surface Effect:- When a tank of liquid is partially filled &as the vessel heels the liquid moves in same direction as vessel heels and the centre of gravity of ship moves avay from the centreline hence reducing the rightening lever increasing the angle of heel This movement affects the Metacentric height. Virtual reduction in the metacentric height This is called free surface effect.
Free surface effect fepends upon the displacement of ship, shape and dimension of free surface, And the relative density. And not on the total mass of liquid and and position of tank
It can be reduced by introducing longitudinal divisions in the tank
If free surface effects becomes more, then ship may Capsize.
7. Collision bulkhead purpose and location. Purpose:- Avoids flooding of ship in case of damage to bows. Location Location is such that it is not so much forward as to get damaged on impact , Neither it should be too far aft so that compartment flooded forward causes extensive trim by head. As a rule located at minimum distance to get maximum space for cargo. Minimum at 1/20 of ships length from forward perpendicular The collision bulkhead is continuous to upper most continuous deck The collision bulkhead is 20% stronger than other bulkheads Collision bulkhead is 5 to 8 percent of ships length from forward. types of bulkheads. There are three basic type of bulkheads 1. Watertight bulkhead 2. Non watertight bulkhead 3. Tank bulkheads Transverse watertight Bulkhead devide the ship in eany watertight compartments thus restrict the volume of weater if the shell plating is damaged watertight compartments also serve to separate different type of cargo and to divide the tanks and machinery spaces from cargo spaces. In the event of fire bulkhead reduce the rate of fire spread to great extent The transavere strength of ship is increased by bulkheads which have much same effect as the ends of boxes They prevent undue distortion of the side shell reduce racking considerabely
Longitudinaldeck girders and deck longitudianals are supported at the bulkheads which therefore acts as pillar while at the same time they tie deck and tanktop and hece reduce vertical deflections when compartments are full of cargo The no of bulkhead in the ship depends upon the total length of the ship
Construction of water tight bulkhead 1. Water tight bulkhead are formed by plates which are attached to the shell deck and tank top by welding 2. Plating on lower side of bulkhead is thicker than the top as hydrostatic pressure increases as the depth increases 3. The bulkheads are supported by vertical stiffener spaced 760 mm apart 4. End of stiffener are usually bracketed at tank top and decks 5. Bulkheads are tested for watertightness by hosing them using a pressure of 200 kn/m2
Corrugated bulkhead Corrugated plate is stronger than flat plate if it is subjected to the bending momentor pillar load along corrugation When the corrugations are used to be dispense with stiffeners results in considerable saving in weight troughs are vertical on transverse bulkhead but must be longitudinal on the longitudinal bulkhead it is usual to t fit the flat plate at the end of the bulkhead Horizontal diaphragm plates are fitted to prevent collapse of troughs A vertical stiffner is necessary if blhd to support a deck girder
Use of corrugated bulkhead. Sketch same a. Flat Bulkhead b. Corrugated Bulkhead c. Longitudinal Bulkhead d. Transverse Bulkhead. e. Watertight Bulkhead f. Non-Watertight Bulkhead g. Fire Class A Bulkhead h. Fire Class B Bulkhead i. Fire Class C Bulkhead j. Collision Bulkhead. k. insulated bulkhead Corrugated Bulkhead:-
Methods of reducing rolling. Sketch of attachment of bilge keel. What ensures ship side will not be damaged if bilge keel suffers a damage. Various Methods of Reducing Rolling are:- a. Fin stabliser b. Bilge keel c. tank stabilizer 10. How much length bilge keel extends to. It is half of the length of the ship. Starting from midship to fore & aft equally distanced. And are generally tapered They are fitted in two parts the connection to the shell plating being stronger than the connection between the two parts. In this way it is more likely in the event of damage that webn will than connecting angle than the connecting angle from shell
The length of the web must be deep enough to penetrate the boundry layer of water travelling with the ship And it must not be too much that the force of water while rolling will cause damage
11. Mid ship section of bulk carrier and tanker
,,,,,,,. 12. What is margin line. Margin Line:- It is the imaginary line which is drawn 75mm below the uppermost continuous deck. It Denotes the limit, upto which can be flooded/ loaded without sinking. 13. What is angle of loll? Angle of LOL:- If the vessel is initially unstable it will not remain upright but will either heel to angle of lol or capsize depending upon the instability and shape of stability curve If the ship is further inclined to an angle less than angle of loll, the ship will sink.
14. what are GZ and KN curves.
15. sketch plimsol marking.
16. How aft peak tank is sealed from stern tube. The propeller shft passes from e/r to the outsider of ship through the stern tube.. In case of Oil cooled Stern tube, the rubber seals fitted with springs are used. 17. what is block coefficient. If we say that block coefficient of one ship is 0.9 and 0ther 0.95. what does it mean. Block Coefficient:- It is the ratio of volume of displacement to the product of the length, breadth & draught. Cb = Volume of displacement / (L x B x d) When Block coef. If more, it means Volume of displacement is more.
18. Regulations for pumping out ER bilges in Special areas and outside special areas. Pumping out ER Bilges outside special area: As per Marpol Annex I, Regulation 15. Any discharge into the sea of oily or oily mixtures from ships of 400 GRT & above shall be prohibited except when all the following conditions are satisfied:- 1. The ship should be proceeding enroute from Point A to point B. 2. The oily mixture is processed through an oil filtering equipment. 3. The oily content of the effluent without dilution does not exceeds more than 15ppm. 4. The oily mixture does not originate from cargo pump room bilges on oil tankers. 5. The oily mixture, in case of oil tankers, is not mixed with oil cargo residues. Pumping out ER Bilges inside special area. 1. The ship should be proceeding enroute from Point A to Point B. 2. The oily mixture is processed through an Oil filtering Equipment approved by the Administration. 3. The oil content of the effluent without dilution does not exceeds more than 15ppm. 4. The oily mixture does not originate from Cargo pump room bilges on oil tankers. 5. The oily mixture in case of oil tankers, is not mixed with oil cargo residues. 6. Any discharge into sea of oil or oily mixtures from any ship shall be prohibited in Antarctic area. 19. Name special areas. As Per MARPOL Annex 1, Regulation 1, the special areas are:- 1. Mediterranean Sea 2. Baltic sea 3. Black sea 4. Red Sea 5. Gulf area 6. Gulf of Aden area 7. Antarctic area. 8. North West European Waters 9. Oman area of the Arabian sea.
20. Regualtions for pumping out p/p room bilges.
As per MARPOL Annex 1, Regulation 34. Outside Special area. 1. The tanker is not within a special area. 2. The tanker is more than 50 nautical miles away from the nearest land. 3. The tanker is proceeding enroute from Point A to point B. 4. The instantaneous rate of discharge of oil content does not exceeds 30litres/ nautical miles. 5. The total quantity of oil discharged into the sea does not exceeds 1/30000 of the total quantity of the particular cargo. 6. The tanker has in operation an Oil Discharge Monitoring and Control System & slop tank arrangement approved by the Administration.
Inside Special Area
Any discharge into the sea of oil or oily mixture from the cargo area of an oil tanker shall be prohibited while in special area.
21. What to do if bilge oil separator for ER is not working.
1. Make an entry into the Oil Record book. 2. Inform the nearest port authority or the port where the V/L is heading.
22. Explain the procedure to pump out ER Bilge step by step.
a. Inform Chief Engineer. b. Note down the V/L Position from the bridge. c. Take the sounding of the bilge tank. d. Check the 15ppm alarm for its proper working. e. Open the overboard valve , open sea water valve & bilge pump inlet and outlet valve. f. Note down the time of starting. g. Start the bilge pump & fill the OWS with sea water. Let the OWS run on sea water for 10-15 mins. h. Slowly close the sea water inlet valve & start opening the outlet valve of the bilge tank.
As per MARPOL Annex 1, Regulation 37. Every oil tanker of 150GRT and above and every ship other than oil tanker of 400GRT & above shall carry onboard a SOPEP approved by the administration.
The SOPEP consists of:- 1. The procedure to be followed by Master & other person having charge of the ship to report an Oil Pollution incident. 2. The list of authorities or persons to be contacted in event of Oil Pollution incident. 3. A detailed description of the action to be taken immediately by persons onboard to reduce or control the discharge of oil. 4. The procedures & point of contact on the ship for co-ordinating ship board action with national & local authorities.
24. Garbage disposal how.
As per MARPOL Annex V, Regulation for the prevention of pollution by Garbage from ship. 1. The disposal into the sea of all plastics, plastic garbage bags and incinerator ashes from plastic products which may contain toxic or heavy metal residues is prohibited. 2. The disposal of garbage i.e., dunnage, lining & packing materials to be made 25 Nautical miles away from the nearest land. 3. Disposal of food wastes and all other garbage including paper products, rags, glass, metal to be made 12 Nautical miles away from the nearest land. 4. Disposal of food wastes can be permitted if it has passed through a comminuter or grinder , distance is more than 3 Nautical miles from the nearest land. Such comminuted or ground garbage shall be capable of passing through a screen with openings no greater than 25mm.
Cat1 plastic Cat2 floating donnage lining and packing material Cat3 ground paper products rags glass metal bottles crockery Cat4 cargo residue paper preoducts rags glass metal bottles crockery Cat5 ffod waster Cat6 incenerator ash
25. What chapter of Solas refers to Bulk carriers, Chemical tankers, ISM code, ISPS code
Bulk Carrier : SOLAS Chapter 12 Additional Safety Requirement for Bulk Carriers Chemical Tankers:- SOLAS Chapter 7 Carriage of Dangerous goods. ISM Code: SOLAS Chapter 9 Management for the safe operation of ship. ISPS Code: SOLAS Chapter 11-2 Special Measures to enhance maritime security.
26. How to test emergency generator . What all places it supplies. Emergency generator is tasted..
27. Markings on Life boat and life raft.
As per LSA Code book Chapter 4.
Marking on Lifeboat.
a. Name of Ship b. Port of Registry c. IMO Number d. Lifeboat dimension e. Carrying Capacity f. Maker Name g. Serial number
Marking on Liferaft: a. Name of Ship. b. Port of Registry c. IMO Number d. Carrying Capacity e. Maker Name f. Serial Number g. Date of last servicing.
28. Types of brakes on life boat.
1. Centrifugal brake 36m/min 2. Deadman Handle
29. Purpose of limit switches on life boat. To prevent the overloading of motor, in case the person operating the heaving of lifeboat gets unconscious.
30. Specialty of tanker lifeboat.
Sprinkler System. Enclosed type Oxygen bottle.
31. What type of fixed fire extinguishing system on board. Description. Mainteannace.
32. Types of foams. a. Low Expansion Foam b. Medium Expansion Foam c. High Expansion foam
33. Sprinkler system how tested? Testing procedure a. Close the section isolating valve, this will raise an alarm indicating zone isolation. b. Now, open the test valve, if no water comes out, then it means the NR valve placed after the section isolating valve is not leaking. c. Since, the section after the NR valve remains pressurized, opening of the drain valve will cause the water pressure in the section line to decrease. A pressure switch sensor senses the decreased pressure & raises an alarm. d. Now, close the drain valve, open the section isolating stop valve. To check the flow switch, open the flow test switch to activate an alarm. e. All the above alarms will be indicated on the navigation bridge, E/room as well as in the Fire Control Room. The alarm will also indicate the particular zone from where it has risen. f. If all the alarm conditions are satisfied, close all the testing valves, open the section isolating valve, purge the sprinkler line by air and again keep the line pressurized. Check from the pressure gauge, that proper pressure has been maintained or not.
34. Chemicals in DCp extinguisher.
Sodium bicarbonate & Magnesium striate
35. Sketches of DCP and Co2 extinguisher
36. Maintenance on Co2 system. Check the hinges of the CO2 Room door & grease it. Check the pressure gauge. Check the condition of the blower. Check all lightings are properly working. If Manual pull cables operate the remote release controls, they should be checked to verify the cables & corner pulleys are in good condition and freely move and do not require an excessive amount of travel to activate the system. Check the weight of the CO2 Bottles. The discharge piping & nozzles should be tested to verify that they are not blocked. The test should be performed by isolating the discharge piping from the system & flowing dry air or nitrogen from test cylinder or through any other suitable means. The hydrostatic test of all the cylinders should be done once in 10 years atleast. The alarm to be tested. The CO2 Lines should be blown through with service air.
37. Why fire line fitted with relief valve and drain valve Relief valve:- Relief valve is provided if pumps are capable of developing the pressure exceeding the design pressure of water service pipes, hydrants & hoses. It assists to avoid any overpressure to develop in any part of the fire main. The fire line is fitted with relief valve to prevent the damage to pipe in case , the V/L is fighting fire with the help of shore while in dry-dock.
Drain Valve :- Drain valve is fitted to drain the fire line when not in use & also prevent the damage to pipe due to icing, while V/L is operating in Sub-zero temperature area.
38. Purpose of isolating valve and where situated An isolating valve is fitted to separate the section of fire main within machinery space containing main fire pumps from the rest of fire main. Generally Situated in the Fire station
39. Discharge procedure for Co 2 in Er and Rentry.
40. International shore connection purpose and drawing As per SOLAS Chapter II-2, Regulation 10 :- Construction Fire Detection, Fire Extinction & Fire Prevention. Purpose of International Shore Connection is to facilitate such a connection to be used on either side of ships hydrant. Dimension:- O.D 178mm I.D 64mm Bolt Circle Diameter- 132mm Slots in Flange 4 Holes 19mm diameter equidistantly placed. Flange Thickness- 14.5 mm Bolts & nuts 4 Each of 16mm diameter & 50mm long.
41. Maintenance of fire hoses, coupling, hydrants, nozzles
42. Bunkering procedure and precautions
43. What entries abt bunkers in oil record book.
Date and time of start & stop of bunkering. Position of vessel. Quantity of bunker taken. Bunker taken in which tank Any internal fuel transfer done while bunkering.
44. Purpose of ISM code. ISM Code:- As per SOLAS Chapter IX. Management for the Safe Operation of Ship. ISM is International Safety Management Code for safe operation of ships & for pollution prevention as adopted. Purpose of this code is to provide an international standard for safe management and operation of ships and for pollution prevention. The objective is to ensure safety at sea, prevention of human injury or loss of life & avoidance of damage to the environment , in particular to marine environment and to property.
45. Where u will find information on code on ship. On Navigational Bridge
46. What certificate issued for ISM code. DOC- Document of Compliance . Valid for 5 years SMC- Safety Management Certificate. Valid for 5 Years Interim DOC- Valid for 12 months. Interim SMC- Valid for 6 months
47. What is difference between Non conformity and observation. Observation: A statement of facts made during safety management audit and substained by objective evidence Non confimity An observed situation where objective evidence indicates the non fulfilment of a specified requirement
48. What is major non conformity An identifiable deviation that posses a threat to safety of personal or the ship or serious risk to environment that requires an immediate corrective avtion and includes lack of effective and systematic impimentation of requirements of code. 49. Which Imo publication gives u guidelines for watch keeping. STCW95
50. What certificate u r appearing for. Officer in-charge of an engineering watch at Operational Level.
51. Enclosed space entry. How to prepare a tank for enclosed space entry.
52. IG system, function of PV valve, high velocity vent.
53. What is regulation 13G and 13 H
54. What is CAS Single hull tankers
CAS- Condition Assessment Scheme Tanker type 1:- Oil Tankers above 20000 DWT, not having segregated ballast tank(SBT) Tanker Type 2:- Oil tankers above 20000 DWT having SBT. Type 1 tankers have already been phased out by 2005. CAS Applies to only Type 2 tankers. Which are to be phased out in segregated manner by April 2015. CAS is a method of checking structural integrity of ship, & its certification by regular inspection by authority. The said inspections are carried on annually by authorities.
55. How u measure rudder drop and purpose Rudder drop is measured by Trammel Gauge. Purpose:- To know about the rudder jumping.
56. what happens if allowed rudder drop is not kept. The bearings on which rudder weight is coming will wear down fastly.
57. works done in dry dock.
58. What is transom post?
59. What is the function of Stern frame. The stern frame forms termination of the lower part of the shell at after end of ship, in single screw ship the stern frame carries the boss and supports the after end of the sterntube 60. draw cross sectional view of stiffner
62.What are the routine tests and maintenance on high expansion foam system? High expansion foam system is an alternative fire fighting system for boilers and er compartments
63. What are the preparations before the ship going for drydocking?
64. Your have just joined a ship then how will you identify that the ship is following the regulations of Marpol Annex 1?
65.What are the entries made in Oil record book? As per MARPOL Annex 1. Regulation 17. Regulation for the prevention of pollution by oil. Enteries done in Oil Record book are:- a. Ballasting or cleaning of fuel oil tanks. b. Discharge of dirty ballast or cleaning water from fuel oil tanks. c. Collection & disposal of oil residues, sludge & bilge oil. d. Bunkering of fuel or bulk lubricating oil. e. Any failure of the Oil Filtering Equipment. f. Date & time of the operation.
66. p-v valve & p-v breaker settings
67. Alarms and trips of boiler and IG system Alarms in IG System a. Scrubber High Level b. Scrubber low level c. Deck seal High level d. Deck seal low level e. High O2 Content f. High blower casing temp. g. Low lube oil pressure alarm. Trips in IG System a. High Casing Temp. trip b. Low lube oil pressure trip. c. Low/ no flow scrubber water d. Low / no flow deck seal water. e. High boiler pressure trip. f. Low boiler pressure trip.
Alarms in Boiler a. Low water level Alarm b. Too low water level alarm. c. High water level alarm d. High fuel oil temp. alarm. e. Low fuel oil temp. alarm f. Low boiler pressure alarm.
Trips in Boiler a. Low Low level water trip b. High boiler pressure trip. c. Flame failure d. Low fuel oil pressure trip.
69.EEBD/SCBA checks and operation. Checks on SCBA
a. Examine all tubing for any cracks, cuts or any damage. b. Examine inhalation/ exhalation valve and face mask is clear, clean & dry. c. Open cylinder valve, listen for audible leaks( with positive pressure sets) d. Check whether correct pressure is maintained inside the cylinder. e.To check actual cylinder air pressure & that there are no leaks in the system. Open the cylinder valve & read the pressure registered on the gauge, compare with full pressure marked on the cylinder. Close the valve & observe the pressure gauge. Pressure should not drop more than 10 bars in 1 min. f. Check correct operation of the audible warning whistle. When 80% of Oxygen is consumed whistle should blow automatically telling wearer that only 20%( 10 mins) of air is left inside. g. Tightness of face mask & wearers face be checked for effective tightness of the seal. h. Pressure gauge to be checked for proper working. i. Cylinder valve should operate freely.
68. Why emergency bilge suction is BELL MOUTHED? To get maximum suction and to be free from thedirt so that less chances of getting choke up due to dirt
69. WHAT IS THE DIFF betn stiffeners of collision BKHD and normal BKHD Corrugated bulhead, has good strength than the face plate bulkhead .
70.What safeties on deck on tanker?
71.If fire takes place in CO2, What action to take? If fire will take place in co2 room then it will ger automatically extigused as the 63 c 177 bar the bursting disc will burst
72. Various alarms & trips in COPT System? (a) L.O.Low pressure alarm & trip. (b) L..O High temperature alarm. (c) Overspeed trip (d) High back pressure alarm & trips. (e) High discharge pressure alarm & trip. (f) Steam inlet low pressure trip. (g) Rotor axial movement trip. (h) I.G. system abnormal trip. (i) Pump bearing high temperature trip. (j) Intermediate shaft bearing high temperature trip. (k) Casing overheat trip. (l) Emergency trip.
73. Diagram of Crankcase relief door?
73. Diagram of Crankcase relief door?
75. What is given in SOLAS Chapter 4, 5 & 11-1? SOLAS Chapter 4 refers to Radio communication. In this chapter International Navtex, Sea Area A1, A2, A3 & A4 , GMDSS, Digital selective Calling are defined. SOLAS Chapter 5 refers to Safety of Navigation . This chapter tells about Voyage Date Recorders, Navigation Bridge visibility, steering gear testing & drills. SOLAS Chapter 11-1 refers to Special measures taken to enhance maritime safety. In this chapter, it is told about Ships Identification Number, Continuous Synopsis Record.
76.Meaning of Panting,Pounding? Panting :- As the waves pass along the ship they cause fluctuations in water pressure which tend to create an in- and- out movement of the shell plating. The effect is mostly found to be greatest at the ends of the ship, particularly at the fore end. Such effect is termed as Panting. Pounding:- When a ship meets heavy weather and commences heaving and pitcx\hing, the rise of the fore end of the ship occasionally synchronises with the trough of the wave. The fore end then emerges from the water and re-enters with a tremendous slamming effect known as pounding. 77. Function of Bulbous bow? Intended to reduce vessel resistance to reduce the vessel resistance to motion under certain condition Construction : Floors are fitted in every frame space in the bulb Centre line wash bulhead is introduced when the bulb is large Transverse are fitted at about every fifth frame in bulbous bow Smaller bulb have centereline bulkhead but not a wash bulkhead But in all bulbous bow horizontal diaphragm is fitted The increased thickness of shell plating in the way of bulbous bow
78. What is COW? COW :- Crude Oil Washing As per MARPOL Annex 1, Regulation 33. Regulation for the prevention of pollution by oil .Every crude oil tanker of 20000 Dwt and above shall be fitted with cargo tank cleaning system using crude oil washing. The purpose of COW is to reduce accumulation of sludge in tanks & reduce the amount of carry over cargo. During operation of COW, tanks must have oxygen content less than 8 % and under positive IG Pressure. The advantage of COW is that tank remains clean & ROB cargo is less & hence increases cargo carrying capacity.
79. What IG System Requirement. Why IG System not used on ships which are less than 20000 dwt? Every oil tanker of 20000 DWT or above should be provided with an IG System. IG System is not used on ship which are less than 20000Dwt because COW is not applicable to ship which are lesser than 20000 DWT .
80. What is Bilge keel, duct keel , camber, flare? Flare: outward curvature of the sideshell above waterline , it promotes the dryness at the forward of the ship and hence associated with fwd end of the ship
81. Explain Sprinkler system operation, bulb colour code operation & draw diagram of quartzoid bulb?
82. How to measure propeller drop? Propeller drop is measured with Poker Gauge.
83. How to calibrate Oxygen Analyser? a. SPAN Gas:- SPAN gas consists of 99.99% Nitrogen. As per it the O2 analyser should show 0.01% oxygen.
b. The analyzer is kept in fresh air where it should show 20.97% oxygen.
84. Limits of NOx & SO x and why they are not applicable to boilers? What are the precautionary & prevention measure to reduce? What are the certificates concerning this? In boiler its is open combustion and in ic engine it is close comustion Limits of NOx:- a. 17.0 g/Kw-h when n less than 130 rpm. b. 45.0 x n -0.2 g/Kw-h when is 130 or more but less than 2000 rpm c. 9.8 g/Kw-h when n is 2000 rpm or more. Limits of Sox. Outside SECA the Sox content in fuel oil should not be more than 4.5 %. Inside SECA the Sox content in fuel oil should not be more than 1.5 %. If the fuel oil taken in SECA is having more than 1/5 % Sox content , then Exhaust Gas Cleaning system be fitted to reduce the total emission of sulphur oxides from ship, including both auxiliary and main propulsion engines to 6.0 g Sox / Kw-h or less.
85. Difference between Major Non conformity & Non-conformity? Noncofirmity means An observed situation objective evidence indicates the non fulfilment of specified requirement Major non conformity Identifiable decviation taht posses a threat to safety of personnel or the ship or serious risk to environment that requires an immediate attention and includes lack of effectiveness and systematic representation of requirement of the code
86. What is free-surface effect? When the liquid in tank is partially filled then when the vessels heels, the liquid in the tank also moves and hence its effect is to reduce metacentric height this is called as free surface effect 87. Regulation regarding air pollution? MARPOL Annex VI:- Regulation for the prevention of pollution by air from ships. Regulation 12:- Ozone depleting Substance Any deliberate emissions of Ozone depleting substance shall be prohibited. Deliberate emissions include emissions occurring in the course of maintaining, servicing, repairing or disposing of systems or equipments. New installations which contain ozone depleting substance shall be prohibited on all ships, except that new installations containing HCFCs are permitted until January 2020. The substances & equipment containing such substances, shall be delivered to appropriate reception facilities when removed from ships. Regulation 13:- Nitrogen Oxide(NOx) This regulation applies to the diesel engine with a power output of more than 130 KW which is installed on a ship constructed on or after 1st January2000. & to diesel engines with a power output of more than 130 KW which has undergone major conversion on or after 1st January2000. This regulation does not applies to emergency diesel engine, engines installed in lifeboats & any device intended to be used solely in case of emergency. Regulation 14:- Sulphur Oxide (Sox) The sulphur content of any fuel used on board ships shall not exceed 4.5% m/m. In SECA Area the sulphur content should not exceed 1.5% m/m. If in SECA area fuel used is having sulphur content more than 1.5% m/m , then exhaust gas cleaning system to be provided to limit emission of Sox to 6.0g Sox /Kw-h or less. Regulation 15:- Volatile Organic Compound Regulation 16:- Shipboard Incineration
88. Why the ship's rudder stock diameter is always preferred to be more than 230 mm?
To resist the tourque
89. what is the difference between flame arrester and flame screen?
Flame Arrrester will not let the fire to come out from inside. Flame Screen will not let the fire to come in from outside.
90. what is a sole plate? shoe plate is dat plate which is placed at the bottom of sterframe it helps give the ship a streamline finish and also reduces eddies formed
91. diffrence between code & convention? convention - meeting (example imo convention) code - a book which has recommendatory legal mandate, published after a convention. example imdg code, blu code
Which Type of Pump is used to Drain Water from Chain Locker? Centrifugal pump.
What Is the Weight of a CO2 Bottel of Fixed Installation System. 45kg
What are the safety on Engine room Overhead Crane. Overload trip. Limit switch at fore & aft side. Limit switch port & starboard movement. Switch button have non-metallic body. Emergency stop.
How You will Identify in Fixed CO2 Installation System that Which Particular Bottel is Leaking. By touching it shoul be cold
How We Will Drain The Water & Mud From Chain Locker.
What are the regulation regarding use of Low Expansion Foam system on deck?
The ratio of low expansion foam system used on deck should not have ratio more than 1:12.
NRT & GRT of your ship and definations? NRT :- Net Registered Tonnage It is the tonnage obtained by deduction from the Gross Tonnage, the tonnage of spaces which are reqd. for the safe working of ship: (a) Masters Accomodation (b) Crew Accomodation and allowance for provison stores. (c) Wheel House, Chartroom, Navigation Aids room (d) Space for safety equipment & batteries.
GRT :- Gross Registered Tonnage Is total tonnage of watertight volume form keel to funnel The Gross Registered Tonnage is found by adding to the Underdeck Tonnage, the tonnage of all enclosed spaces between the upper & the second deck. Emergency Generator- Location & services supplied. Location:- Should be on the uppermost continuous deck outside from the engine room but not located at the forward collision bulkhead. Services Supplied:- (a) For a period of 3 Hrs at Emergency lighting at every muster & embarkation station. (b) For a period of 18 hrs at:- (i) In all service & accommodation alleyways, stairways & exits, personal lift cars & personnel lift trunks. (ii) In the machinery spaces & main generating stations including their control positions. (iii) In all control stations, machinery control rooms, and at each main & emergency switchboard. (iv) At all stowage positions. (v) At the steering gear. (vi) At the fire pump & in all cargo pump rooms. (vii) The navigational lights. (viii) VHF & MF Radio installation. (ix) The ship earth radio station. (x) At all internal communication equipment (xi) The fire detection & fire alarm system. (xii) Intermittent operation of the daylight signalling lamp & all integral signals that are required in an emergency. Emer. Fire pump-Location ,Capacity & how to check performance? Location of Emergency Fire pump :- The space containing the pump should not be contiguous to the boundaries of machinery space or those spaces containing main fire pumps. Normally located at : Steering Gear Compartment, Aft of Collision Bulkhead, Shaft Tunnel, Forward part of ship. Capacity:- Shall have capacity not less than 25 m3/hr & pump should be able to deliver water at following pressure with two hydrants opens: Passenger Ship above 4000 GRT :- 4 bar Passenger ship below 4000 GRT :- 3 Bar Cargo ship above 6000 GRT :- 2.7 Bar Cargo ship below 6000 GRT :- 2.5 bar The throw at the top most deck should not be less 12 meter.
Precautions to be taken before entering battery room?
Lifeboat lowering procedure? Minimum of 5 persons are required to lower the L/B. One person goes inside the L/B and passes the end of toggle painter and plugs the drain. Check all lifeline and falls are clear of L/B. Make fast the other end of toggle painter on a strong point forward of the ship. Remove forward and aft gripes and both person stand by for passing bowing tackle and tricing pendant. Remove harbour safety pin. Make sure the ships side is free of everything, no water or garbage is there. Now, one person lifts the dead mans handle slowly which releases the brake. The boat along with cradle sides downward till it comes to the embarkation deck. By pulling tricing pendant , bring it alongside the embarkation deck. Persons embark inside the boat. Now, tricing pendant is removed and the whole load comes on falls. Now, boat is further lowered with deadmans handle. As soon as the boat comes around 1meter above the sea-water, it can be released.
q. What are the lifeboat equipments? 1. Sufficient buoyant oars 2. 2 boat hook. 3. 2 Buckets 4. 6 Hand Flares 5. 2 Rocket parachutes 6. 2 smoke signals. 7. EPIRB 8. SART 9. Food Ration. 10. 1 knife and 11. 3 tin opener. 12. Hand Pump 13. Tow line 14. Anti-sea sickness tablets 15. 1 set of fishing tackles. 16. Waterproof torch 17. Day light signalling lamp. 18. Radar reflector 19. First Aid Kit 20. Tools 21. Compass 22. Sea Anchor 23. 1 Whistle 24. Portable fire extinguisher 25. Thermal Protective aid q. What is Garboard Strake? : Strake adjacent to the keel on each side of the ship is called Garboard strake. Q What is sheer strake Uppermost strake in the side shell.
106. What is Stringer plate?
Outboard deck strake.
107. What is stealer strake?
Number of adjacent strakes fitted at the end of the ship area called stealer strake.
108. What all things are written in BDN( Bunker Delivery Note)? a. Name of Barge/Port b. Position of vessel. c. Delivery date d. IMO number e. Gross tonnage of Vessel f. Vessel name g. Time of starting h. Time of stopping i. Product name & code j. Viscosity at 50 Degree C k. Density @ 15C l. Water Content % V/V m. Flash Point C n. Sulphur Content % m/m o. Pour Point C p. Quantity taken @ 35C
security level one 1 ensure the performance of all ships security duties 2 control access to ship check identify and reason for boarding identified access points other than means to be locked person eantering ship are liable to search
3 controlling embarkation of person and their effects 4 monitoring restricted areas to ensure that only authorized person have access 5 restricted areas are identified in ship security plan navidation bridge machinery spaces water tanks crew accommodation 5 monitering deck areas and areas surrounding ship use guaeds Supervising handling of the cargo and ship stores Routine check of cargo equiptment Check seals for tempering Physical examination 7 ensuring that security communication is readily available
Activities to be carried out at sea Access to the ship Additional personnel on petrol deck Limited access points deterring access from water side escorting visitors onboard Provide additional specific briefing to ship personnel on any identified threats Carrying out full or partial search on ship Dedicated person to guard restricted area Cargo handling detailed checking of cargo Additional checks ons stores delivered on ships Un accompanied baggage of passanger 100% xray Additional lighting for deck petrol
Level three Access to the ship Limitated to single controlled access point Suspension of cargo handling operationa verifying inventory of cargo onboard evacuation of ship Preparing for full l search of the ship
International ship security certificate is issued to the ship after intial verification of the ship The certificate is valid for the 5 years There should be atleast one intermediate verification
Solas chapter XI and XII refers to isps
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Fixed fire extinguishing system
A fixed fire extinguishing system 1. Fixed gas fire extinguishing 2. Fixed high expansion foam 3. A fixed pressure water spraying fire extinguishing
Fire extingusish arrangements in machinery spaces
5.1 machinert space conaining oil fired boilers or oil fire units 1. vfixed fire extinguishing system\ 2. there shall be at least two portable foam extinguisher out of which one is 135l portable fire extinguisher 3. 0.1m3 sand, sawdust with 4. Foam applicator
for wat ships sewage annx apllicable? SEWAGE ANNEX APPLIES TO: SHIPS ENGAGED IN INTERNATIONAL VOYAGE OF 400GT & ABOVE OR SHIPS CERTIFIED TO CARRY 15 PERSONS & ABOVE. 4. for wat ships garbage applicable? Ships engaged in international voyage of 400gt and above and are cretified to carry 15 persons annd above 5. annex 6 for wat kind of ships? wat is TIER 1,2,3 in NOx? which tier is apllicable now? MARPOL ANNEX VI applies to all ships, fixed and floating drilling rigs and other platforms, but the certification requirements are depending on size of the vessel and when it is constructed. Ships of 400 ...gross tons and above engaged in international voyages involving countries that have ratified the coventions or ships flying flad of those contries are required to have an international air pollution prevention certificate
7. wat is collision bulkhead? wat is the difference betw collison and normal bulkhead? 8. draw fwd part of ship showing collision bulkd and double bottom? and say wat is continous? 9. ISM? doc for whom? SMC for whom? to get smc for ur ship wat u should satisfy? 10. wat r the certificates on borad regarding stability? CERTIFICATES FOR STABILITY: 1. INTACT STABILITY BOOKLET - FOR ALL PASSENGER SHIPS & CARGO SHIPS OF ABOVE 79 FEET. IT PROVIDES ELEMENTS OF STABILITY WITH DIFFERENT CONDITIONS OF LOADING. 2. DAMAGE CONTROL BOOKLET: FOR ALL PASSENGER & DRY CARGO SHIPS.
11. wat r the certificates on board regarding fire prevention? FOR FIRE PREVENTION: 1. Fire safety training manual: - A training manual shall be written in the working language of the ship and shall be provided in each crew mess room and recreation room or in each crew cabin. ... Fire control plan / booklet General arrangement plans shall be permanently exhibihited for guidance of ship officers showing clearly for each deck the control stations the various fire sections together with particulars of fire detection and fire alarm systems and fire extinguishing appliances etc Altenatively at discretion of administration the afoermentioned may be set out in booklet a copy of which shall be supplied to each offiver and one copy shall be availablke onboar in an accisible position Plans and booklet shall be kept up to date any alteration shall be recorded as oon as practicable A duplicate set of fire control plan or a booklet containing such plans shall be permanently stored in prominently marked water tight enclosure ouside the deck house for the assisatnce of shore side fire personnnel
Onboard training drill record
Fire drills shall be conducted and recorded
Fire safety operationbooklet
Shall contain necessary operational and information and instruction for safe operation of the ship and cargo handleing operation in relation to fire safety Booklet shall be written in working language of the ship and be provided in each crew mess room and recreation room
12. wat is fire control plan? location? wat will be in tat plan? 13. safeties in IG and exp abt PV valve and PV breaker? 14. name of bukhead which is seperating engine room and pump room? 15. dicharge criteria for engie room bilges? wat is diution form of 15ppm? 16. why light get scattered only in oil in ODM of OWS?
All vessel outside area machinery space discharge allowed
1.The ship is enroute means ship is moving from point a to point b and at sea ie not in teriterial waters 2the oil contained without dilution does not exceed 15ppm Oily mixture is passed through passes through approved oil filtering equipment In vessel over 10000 grt discharge is automatically stopped when the oil contained exceeds more than 15ppm The bilge water does not originate from cargo pump room bilges The bilge water is not mixed with oil cargo residues
Special area( the special area in which For recognised technical reason of oceano-graphical and eco-graphical Due to particular characterstics of the marine traffic special mandatory methods are to be adopted)
1. North waste European waters 2. Medditerian sea 3. Black sea 4. Baltic sea 5. Red sea 6. Antartic 7. The Persian gulf and 8. Gulf of aden
Special area discharges 1. Vessel to be enroute 2. Oil dilution maximum to be 15ppm 3. Mixture should be pass through approved oil filtering equipment 4. If vessel over 400 grt the discharge should be acutomatically stop when oil contain exceed over 15 ppm 5. The bilge water does not originate form cargo pump room residue 6. And bilge water shoul d not be mixed with cargo residue
Tanker cargo residues Not within a special area More than 50 miles from land Enroute Rate of sicharge not to exceed 30 liters per mile Maximum quantity discarged 1/300000 th of the total cargo capacity Oil discharge monitoring and control system and slop tank arrangement
Regulation 15:8no discharge in to sea shall contain chemicals or other substance in quantities which are hazardous to the marine environment
Standaerd discharge connection
Outside dia 215 Ineer dia according to pipeline as per the outside dia Bolt circle 183 mm Slots 6 holes(22mm wide) Flange dia 20 min Bolt dia 20mm
Iopp certifiacate Ship particulars Deatals of the separating equiptment Identification of bilge and sludge holding tanks Standard discharge connection Shipboard oil pollution emergency plan (150<tanker, 400>grt)
Oil record book Ballasting or cleaning water of oil fuel tanks Discharge of dirty ballast or cleaning water 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 discharge Bunkering fuel and bulk lubes Additional operation
Marpol annex 2 6 july 1987
Regulation for control of pollution by noxious of pollution by noxious liquid substances??? (why control wny not prevention mala answer lihi ani pathav kay???) Category X ....are the substances which when discharged in to sea ...common in all haan
Are deemed to present major hazard to either marine resources or human health
Category y
Are deemed to present a hazard a either marine resources or human health or cause harm to amenities or other legitimate uses of sea
Category z
Are deemed to present minor hazard
Other substances
Substance which have been evaluated and found outside the category of x y z are come in to category of other substances
Design of tank and pumping sytem
No more than 75 liters residue in tanks and associated piping after discharge completed
Afterdischarge at reception port reception Tanks to be pre washed and washing discharged to port reception
Discharge of catageroy x to be less than 0.1% w/W
Any futher washing/ discharge of ballast
More than 12 miles from land at least 25 m depth En route at least 7 knots Discharge below waterline
Regulation for prevention of pollution by harmful substances in packaged form 1 st july 1992
Refers imdg code Containers must be correctly labelled Further identification required if the substance is a marine pollutant
Annex 4
The revised Annex applies to new ships engaged in international voyages of 400 gross tonnage and above or which are certified to carry more than 15 persons.
Regulation for prevention of pollution by sewage 13 march 1990
1. The sewage is comminuted and disinfected using an approved system approved Allowed to discharge as near as 3 nautical miles or 2. Sewage can be discharged in to sea more than 12 miles off land or 3. Sewage which is held in tanks can be discharge more than 12 nm off land provided that the discharge rate is moderate the ship is enroute at least 4 knots
Biochemical oxygen demand Gives a measure of strength of sewage Depends on the activities of bacteria which in the presence of oxygen feed on and consume organic matter The test express the amount of oxygen taken by a one litre sample incubated at 20 c for five days The bod of raw sewage is 300-600 mg/liters Imo recommend 50mg/litre treatment
Cloriform count Colifirm bacteria are present in human intestine and there presence in sewage is an indicator of level of pollution They indicate the presence of pathongens which may cause typhoid dysentery etc Each person contributes 125 to 400 billion bacteria per day imo recommend a count of 250/100 ml of treated sewage
Suspended solids These solids which are physically suspended in solution
They are removed by filteration through an asbestos mat which is then dried and weighed
Level in raw sewage is 300-400 mg /litre
Imo recommend a final level of 50mg /litre Residual disinfectanctant
Should be as low as possible after treatment Canadian restriction is between 0.5 to 1. Mg /litre Imo prefer ultra violet exposure to chlorination
Regulation for prevention of pollution by garbage 31 dec 1998 Applicable to all ships engaged in international voyage above 400 grt and which are certified to carry more than 15 persons
Gabage type outside special special 1Plastic X X 2Floating donnage lining >25 X Packing 3paper rags glass material >12 X 4Comminuted or grounded >3 X 5food waste >12 >12 6comminuted >3 >12
Special area MEditeriian , Baltic black red gulf areas north sea wider Caribbean
Regulation for of Prevention of air pollution 1.ozone depleting substances 2. nox emission 3. sulphur oxide emission Voc emissions Shipboard incinerators Fuel oil quality control
Ozone depleting susnstance Deliberate emission of ozonce depleting substance are prohibited New installations can only use hcfc until 1 st jan 2010 These substance when removed from ships must be deliversd to reception facilities Cfc are not used not....now new hfc are used
Nox emission
5. how NOx emissions can be reduced ? NO2 IS PRODUCED WHEN NITROGEN IS COMBINED WITH OXYGEN IN COMBUSTION OR FROM FUEL ACTIVITY OF NITROGEN INCREASES WITH TEMP AS MODERN ENGINE HAVE INCREASED THAIR THERMAL EFFICIENCY THEY ARE PRODUCING MORE NOX CAN BE REDUED BY FUEL/ AIR MIXTURE HOMOGENEOUS MORE SPRAY HOLES FOR NOZZLES BY RETARTDIND FUEL INJECTION BY HIGH AIR FUEL RATIO OR BY 1. ADDING WATER IN FUEL BUT AT THE SAME TIME PREVENTING CORROSION 2. SCR SELECTIVE CATALYTIC REDUCTION CATALYST AMONIA NH3 NOX + NH3= N2 + WATER
Nox emission applies to engines above 130 kw Noe there are three tiers Tier 1 Applicable to engine 1 st jan 2000 to 1jan 2010 http://www.dieselnet.com/standards/inter/imo.php take here imdg :information regarding safec arraige of hazardous substances can be obtained from IMDG CODE which full fills the requirement of SOLAS chapter 7 carraige of dangerous goods with respect segeration stowage transport and safety precaustions IMDG code is required into following
Part1 geenral provision definition and training Part2 classification Part3 dangerous goods list and limited quantities exception Part4 packing and tank provisions Part5 consignment procedure Part6 construction and testing of packing intermediate bulk containers large packaging portable tanks multiple gas containers and raod vehicles Part7 provision concerning transport operation
All above seven parts anre covered in two volumes of imdg code Part 2 coantian only part lists suppliment Imdg emergen y responce procedure Mediacl first aid Reporting procedure Imo /ilo/un guidelines