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TOPIC
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TABLE OF CONTENT
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MATERIAL
GRAPHITAZATION, DEZINCIFICATION
NDT
TYPES OF SURVEY
UMS-SOLAS
EMGCY GENERATOR-SOLAS
CARGO PUMP ROOM SAFETY-SOLAS
IG REGULATION
SOLAS 11-1 MARITIME SAFETY
ENHANCE SURVEY PROGRAM
ISPS
ADTIONAL -BULK CARRIER SOLAS-12
ANNEX 1
SOPEP
MEPC-107 (49)
ANNEX 2
ANNEX 3
ANNEX4
ANNEX 5
ANNEX 6
SEEMP
NOX COMPLIANCE
ISM
ISM latest addition
MLC 2006
MLC CERTIFICATION
LOADLINE
BALLAST WATER MANAGEMENT
IMDG CODE
IBC (International Bulk Chemical Code) code MEPC.19(22)
MEPC 159 (55) SEWAGE TESTING
MEPC 157 (55) SEWAGE EFFLUENT
MEPC 76(40) STANDARD SPECIFICATION FOR SHIPBOARD INCINERATORS
CONDITION ASSESSEMENT PROGRAM
INTERNATIONAL TONNAGE CERTIFICATE
PSC INSPECTION
WATER TIGHT DOOR
CLASSES OF BULKHEAD
INTERNATIONAL SHORE CONNECTION
COLLISION BULKHEAD
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ENCLOSED SPACE ENTRY
LSA
FFA
C02
SEEPM AND EEDI
STATUTORY CERTIFICATE
Control / PID
FAIL SAFE AND HYSTERESIS
VALVE POSITIONER
BOILER 2 ELEMENT
JACKET WATER
VISCOCITY
BOILER AUTO COMB CONTROL
CAPACITANCE TYPE LEVEL SENSOR
PROPELLER
STERN TUBE
BOILER WATER TEST
STEERING GEAR
OWS OPERATION
SW SYSTEM PROTECTION
SHIP SIDE VALVE
SHELL AND TUBE AND PLATE TYPE
CHEMICAL HANDLING ONBOARD
REFRIGERATION SYSTEM:
AC PLANT
TEV, Thermostatic expansion valve
Ventilations duct SOLAS
E/R FIRE FREE
RUDDER
DETUNER
FUEL PUMP
SAFETY VALVE
ROTORY CUP NURNER
BOILER MANHOLE DOOR
HIGH AND LOW WATER LEVEL ALARMS-ACTION
CAUSTIC EMBRITTLEMENT
BLR AUTO COMB CONTROL
T/C WASHING
AUX BLOWER TRIPPED DURING MANOEUVRING
TURBINE
T/C SURGING
ME SAFETIES AND ALRMS
ME UNIT SURVEY
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INSPECTION OF LINER
EXH VALVE BURNING
PERFORMANCE OF ME
TIE BOLT
HOLDING DOWN BOLT
BEARING CLEARANACE
STARTING AIR VALVE
SCAVENGE FIRE
SOOT FIRE
CRANKCASE EXPLOSION
CRANK SHAFT DEFLECTION
BOTTOM END BOLT
FUEL OIL PROPERTIES
SS 600 AND 648
BDN
LO
EGE AND EGB
FIRE CLASSIFICATION
SCRUBBER CLASSIFICATION
ARC CHUTE
STAR DELTA
REVERSE POWER
COLD IRONING
MAIN SWITCHBOARD SAFETIES
HV
OVERHEAD CRANE
EARTH FAULT
STROBOSCOPIC EFFECT
EXI AND EXD
STRESS IN SHIP
DRYDOCKPREPARATIONS
SHIP FLOOR CONSTRUCTION
OXYGEN ANALYSER
ME AND MC
TYPES OF BULKCARRIER
TERMS AND COND OF ONLINE ORAL
Material
If the force applied is within the “Yield” of the metal, it will return to its original shape.
 When a steel is cooled slowly, it has longer time for the grain to grow, hence larger grain size is
produced.
 When the grain size is large, the steel become softer and more ductile.
Page 3
 When a steel is cooled rapidly, the grain size become small, and the steel become hard and brittle.
 Ship building industry, we generally use ship steel with fine grain for balance between:
Hardness.
Ductility
Strength
Steel grade : Grade of steel
.steel grade
.grade of steel
.grades of steel
Based on carbon content there are various types of steel.
i.
ii.
iii.
iv.
v.
Low Carbon Steel is steel with carbon content 0.05 – 0.3%
Medium Carbon Steel is steel with carbon content 0.3 – 0.8%
High Carbon Steel is steel with carbon content 0.8-2.0%
Ultra-High Carbon Steel is steel with carbon content 2.0-4.0%
Cast Iron is steel with carbon content >4.0%
.ships material .ship material
.tMild Steel
Mild steel or low carbon steel (0.05 to 0.3% carbon) is used as a ship structural material. It has the advantage
of having a relatively good strength weight ratio. whilst the cost is low.
There are four grades of steel in common use. They are specified by the Classification Societies as Grades A. B,
D E. They are bring graded largely upon their degree of notch toughness.
Grade A has the least resistance to brittle fracture whilst Grade E is termed •extra notch tough•.
Grade D has sufficient resistance to cracks that’s why it is used extensively for main structural material.
Which grade of steel will be used in which part of the ship depends upon the thickness of the material and
which part of the ship the material going to be used and the stress of that of the ship.
For example. the bottom Shell plating of a Ship within the midship portion of the ship will have the following
grade requirements.
Plate thickness
up to 20.5 mm
20.5 to 25.5mm
25.5 mm to 40 mm
Above 40 mm
Grade
A
B
D
E
The tensile strength of the different grades remains constant at between 400 MN/m2 and 490 MN/m2.
The main differences of the grades are in the chemical composition of the steel. Chemical composition of
grade D and E are such that they improve the impact strength of D and E Steels. Impact resistance is measured
Page 4
by means of a Charpy test in which specimens may be tested at a variety of temperatures. The minimum
values required by Lloyds Register are
Type Of Steel Temperature
B
0° C
D
0°
E
-40°C
Impact Resistance
27 joules
47 joules
27 joules
Higher tensile steels
As oil tankers and bulk carriers increased in size the thickness of Steel required for the main longitudinal
Strength members also increased. To reduce the thickness of material higher tensile strength is used.
These steels are designated AH. BH. DH and EH and may be used to replace the normal grades for any given
Structural member. Thus, a bottom Shell Plate amidships may be 30 mm in thickness of grade DH steel.
The tensile strength is increased to between 490 MN/m2 and 620 MN /m2
High Tensile Steel used where it is most effective. For example, in upper deck plating and longitudinais, and
bottom shell plating and longitudinals.
To weld HTS, low hydrogen electrodes are used, with some preheating.
Arctic D steel
If any part of the ship is going to be exposed at a particularly low temperature. then the normal grades Of
steel are not suitable. A special type of steel. known as Arctic D. has been developed for this purpose. It has a
higher tensile strength than normal mild steel. Its most important quality it can maintain a minimum of 40J at
—55° C in a Charpy impact test.
Aluminum
 Pure aluminum is soft so it is alloyed with ni,cr,mo,zn,cu etc
 Tensile strength 260 MN/m2
 Reduced weight thus reduce fuel consumption
 Increase the deadweight
 Used in accommodation and small passenger ship and boat
Tensile Strength
Ductility
Toughness
Hardness
Capacity of object to resist deformation under tension, as a result of tensile
force.
Capacity of object to undergo permanent changes in shape, without loss of
strength or rupture.
Capacity of object to absorb energy then deformed, but without fracturing.
Capacity of object to resist surface deformation, penetration & indentation
as a result of abrasion, drilling, impact, scratching or wear.
Page 5
Types of cast iron
.cast iron
.types of cast iron
.cast iron types
There are primarily 4 different types of cast iron. Different processing techniques can be used to produce the
desired type, which include:
 Grey Cast Iron
 White Cast Iron
 Ductile Cast Iron
 Malleable Cast Iron
Cast Iron is an iron-carbon alloy that typically contains greater than 2% carbon. The iron and carbon are mixed
in the desired quantities and smelted together before being cast into a mold.
Grey Cast Iron
Grey Cast iron has a graphite microstructure made up of many small fractures. It is called “grey iron” because
the presence of these small cracks creates the appearance of a gray color.
Grey Cast Iron is not as ductile as other cast irons, however high wear resistance, high thermal conductivity,
and the excellent damping capacity of Grey Cast Iron makes it ideal for engine blocks, fly wheels, manifolds,
and liner.
White Cast Iron
The difference is that white cast iron has features cementite below its surface, while gray cast iron has
graphite below its surface. The graphite produces a gray color appearance while the cementite produces a
white color appearance. White Cast Iron is used primarily for its wear resistant properties in pump housings,
mill linings and rods, crushers and brake shoes.
White cast iron is formed when the carbon in solution is not able to form graphite on solidification. It is a
combination of pearlite and cementite cast iron. White cast irons are hard and brittle; they cannot easily be
machined. It is used in drill, taps, dies, files saw blades etc. They are unique in that they are the only member
of the cast iron family in which carbon is present only as a carbide.
Ductile Cast Iron
Ductile Cast Iron is produced by adding a small amount of magnesium, approximately 0.2%, which makes the
graphite form spherical inclusions that give a more ductile cast iron. It can also withstand thermal cycling
better than other cast iron products. Ductile Cast Iron is predominantly used for its relative ductility and can
be found extensively in water and sewerage infrastructure. The thermal cycling resistance also makes it a
popular choice for crankshafts, gears, heavy duty suspensions and brakes.
Malleable Cast Iron
Malleable Cast Iron is a type of cast iron that is manufactured by heat treating White Cast Iron to break down
the iron carbide back into free graphite. This produces a malleable and ductile product that has good fracture
Page 6
toughness at low temperatures. Malleable Cast Iron is used for electrical fittings, mining equipment and
machine parts.
Steel production method
.steel production method
.steel prod method
De-oxidation
Process
Killed
Steel has been completely deoxidized (oxygen removed) during liquid stage,
by adding agent (aluminium) before casting, so that there is practically no
evolution of gas during solidification.
Semi-killed
Steel is mostly deoxidized steel, however carbon monoxide leaves blowhole
(porosity) distributed throughout the ingot. It is commonly used for structural
steel with a carbon content between 0.15 – 0.25%. Structural steel is formed by
“rolling” process, the process closes the porosity.
Rimmed
Steel has little or no deoxidizing agent added.
Casting
Forging
Rolling
Heating Iron Ore to liquid stage, add-in required agent, then pour the molten
metal into mold to form shapes.
Heating the steel into Austenite stage (plastic forms), then use mold to
forcefully pressing / hammering (with high force) the metal into shape.
Heating steel plate / ingot(steel block) into Austenite stage (plastic forms),
then use roller to forcefully pressing the steel plate / ingot into shape.
Heat Treatment Process
.heat treatment process .htp
Heat Treatment
Annealing
Normalizing
Quenching
Tempering
Process
Heat steel to recrystallize stage (>900oC), then cool it in furnace at very
slow rate, to improve it’s ductility and higher elongation rate.
Heat steel to recrystallize stage (>900oC), then cooled it in atmosphere, to
make it less ductile, however improve tensile strength & toughness
Heat steel to recrystallize stage (>900oC),then cooled it rapidly using liquid
(oil or water), as the carbon molecule unable to escape in time, it change into
Martensite stage. Martensite steel is very hard, however brittle.
After quenching the steel, it is re-heated to below recrystallize stage (700 800oC), then cooled it in atmosphere, to make it regaining part of its’ ductility
Page 7
and tensile strength.
Hardening of steel:
.hardening of steel
.steel hardening .wh
→ Work Hardening
Work hardening is strengthening of metal by plastic deformation.
→ Case Hardening
Case Hardening
Method
Flame Hardening
Carburizing
Nitriding
Cyaniding
Process Description
Heat the steel very rapidly with flame (>900oC), then quench (cooled rapidly)
in water. It create a Martensite case on steel surface. Suitable for steel of
carbon content 0.3-0.6%. The process cause steel to deform, and required
tempering to restore steel core toughness.
Heat the steel very rapidly with flame (>900oC) , then quench (cooled rapidly)
in oil. It create a High Carbon Steel case on steel surface. Suitable for steel of
carbon content 0.1-0.3%. The process cause steel to deform, and required
tempering to restore steel core toughness.
Heat the steel to approx. 500 – 600oC, then keep it in ammonia gas filled
enclosed case. Nitride case will form on steel surface.
The process cause very little steel deformation. Do not required further heat
treatment for core material.
Heat the steel to approx. 900oC, then keep it in a bath of sodium cyanide salt.
Then wash off the salt with water or oil. The process causes little steel
deformation and do not require further heat treatment for core material.
However, the salt is poison to human.
Where case hardening is used
 In order to have a material that is strong and hard enough for wear resistance, surface hardening (case
hardening) method is used for such purposes.
 Components such as cam and cam roller are typical parts that required strong material to take the
load, while hard on contact surface for wear resistance.
Work hardening:
.work hardening
.cold rolling
Page 8
Page 9
Types of work hardening:
METALS USED FOR DIFFERENT SHIP PARTS
Page 10
.ship building material .ship building material .sbm .ship material .shipbuilding material
Ships are made up of a variety of different metals and metal alloys. Different metals will suit different part
requirements best. Below are some of the most common ship parts and the metals they are composed of.
SHELL PLATING
Shell plating is typically made of rolled plain steel of grades D or E. During the steel ship hull construction, shell
plating, creates a water-tight barrier on the bottom and sides of the ship. It typically consists of several curved
and flat steel plates, welded together.
SUPERSTRUCTURES
The superstructures are the part of the boat that is built up above the deck. An example of this is seen on any
cruise ship. The superstructures of ships are now commonly made with aluminum alloys. This allows for the
ship to be lighter as a whole than if the superstructures were made of steel, and the ship’s center of gravity is
lower.
WATERTIGHT DOORS
Watertight doors are doors constructed on both sides of a watertight bulkhead. These doors are typically
made of cast steel and prevent water from entering the ship. It is important that steel is used because the
doors need to be capable of withstanding high pressures, if they are poorly made then a ship could flood.
STERN FRAME
The stern frame supports the tailshaft of the rudder and the propeller. In old ships, the frame used to be
welded to the hull. The frame is typically fashioned from steel plates with plate sides that are stiffened for
added support. In order to prevent it from corroding, it is heavily coated.
RUDDER PINTLES
Rudder pintles refer to the bolt/pin that attaches the rudder to the ship. In the past, brass pins in hardwood
frames were used. But upon the introduction of steel, it was found that a stainless steel pintle is stronger and
cheaper than its brass counterpart. The basic functionality of the pintle is similar to that of a door hinge.
PROPELLERS
Ship propellers are usually constructed by a copper alloy, like brass, to withstand the corrosive effects of
saltwater. They are specifically designed to prevent cavitation which occurs when bubbles of water vapor
collide with the propeller and create small dents. Propellers generate the propulsion force of the ship by
turning in a fan-like motion.
Marine propellers are manufactured from corrosion-resistant materials as they are made operational in
seawater which is a corrosion accelerator. The materials utilized for making marine propellers are an alloy of
stainless steel and aluminum. Other popular materials employed are alloys of nickel, bronze, and aluminum,
which are 10~15 % lighter than other materials and have higher durability.
Also
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Cast steel is used in parts of rudder, stem and stern
Forged steel used in anchor, chain, rudder shaft
Non-ferrous metal – Aluminium used in compass area, superstructure, boats, copper nickel alloy (pipes)
Plastic and wood used in interior equipment and boats.
Graphitization
.graphitization
Graphitization is a microstructural change that occurs in carbon or low-alloy steels exposed to temperatures
of about 425–550°C for several thousand hours.
It causes the metal to weaken and be susceptible to cracking failures. The steel tends to break down to form
iron and carbon (graphite); carbon will migrate to the material’s grain boundaries forming graphite nodules,
which causes the metal to become brittle, losing strength, toughness, creep resistance, and ductility.
Creep resistance is solid material’s ability to resist “creep”
Creep: tendency of a material to slowly deform over a long period of exposure to high levels of stress.
Dezincification
.dezincification
Dezincification selectively removes zinc from the brass alloy. It leaves behind a porous, copper-rich structure
that has little mechanical strength. An in-service valve suffering from dezincification has a white powdery
substance or mineral stains on its exterior surface.
Reason for dezincification
Zinc is a highly reactive metal in galvanic series ranking. zinc has a very weak atomic bond relative to other
metals. Zinc galvanic polential is -.76V where for Copper it is +.34V. Simply, zinc atoms are easily given up to
solutions with certain aggressive characteristics. During dezincification, the more active zinc is selectively
removed from the brass, leaving behind a weak deposit of the porous, more noble copper-rich metal.
Factors which cause increased rates of dezincification are Copper-zinc alloys containing more than 15% zinc
are susceptible to dezincification. high temperature, high chloride content of water, and low water speed.
Adding tin, Ni and Al in the alloy can reduce dezincification. Dezincification occurs in pump casing, impellers
and in valves
Non-destructive testing
.ndt test
.non destructive testing
Nondestructive testing (NDT) is the process of inspecting, testing, or evaluating materials without
destroying the serviceability of the part
Visual inspection inspects for high splatter, undercut, bad stop start point, surface crack.
1) Surface inspection
• Magnetic particle
• Liquid penetrant
Page 12
a) Magnetic particle
Testing magnetic fields to locate surface discontinuities in magnetic materials.
2. When the magnetic field encounters a discontinuity, the flux lines produce a magnetic flux leakage
3. Because magnetic flux lines don't travel well in air, magnetic particles are applied to the surface of
the part will be drawn into the discontinuity,
4. Use of a Yoke to generate magnetic field
1.
b) Liquid penetrant test
Step 1 - Precleaning of the Surface
The 3 spray cans (aerosol) are provided for this test. First one is named cleaner. The technician sprays the
cleaner to the test object and then cleans the surface with non-used rag or cloth.
Step 2- Application of Penetrant
In the second step, the technician applies penetrant spray can to the surface which is in sharp red color. The
technician needs to wait for 5 to 15 minutes depends on test procedure.
Step 3- Removal of the Excess Penetrant Liquid
In the third step, the technician removes penetrant liquid from the surface by rag or cloth and uses back and
forth rubbing to clean the surface. No red color should be visible after cleaning.
Step 4 - Application of Developer
In the fourth step, the technician takes the developer spray can and agitates it and then sprays to the surface.
Then he waits for 10 minutes. In this time, the defect will be visible
Step 5 - Evaluation / Interpretation
In the fifth step inspector evaluates the test result
2) Internal inspection
 Radiography
 Ultrasonic most frequently used test methods
a) Radiographic method
•
•
•
Exposing a test object to penetrating radiation so that the radiation passes through the object being
inspected and a recording medium (film) placed against the opposite side of that object.
With both, the radiation passing through the test object. Causing an end effect of having darker areas
where more radiation has passed through the part and lighter areas where less radiation has
penetrated.
Use of x-ray or gamma ray
b) Ultrasonic method
•
Ultra-high frequency sound is injected into the part being inspected and if the sound hits a material
with cracks, discontinuity some of the sound will reflect to the sending unit and can be presented on a
visual display.
Page 13
•
•
By knowing the speed of the sound through the part and the time required for the sound to return to
the sending unit, differences shows place of crack.
Thus, able to find likely area of discontinue by the darker area
What is Soft Iron
.soft iron
Soft iron is iron that is easily magnetized and demagnetized with a small change of magnetic field. Soft iron
does not refer to the soft nature of the metal; in fact, soft iron is also a hard, metallic iron. But unlike in hard
iron, the magnetic domains shifted towards the direction of a magnetic field can be shifted back to the initial
state. In other words, it is reversible. But the returned magnetic domains will align in a random manner.
Figure 2: An Electromagnet
Soft iron is used in the production of electromagnets. Therefore, the field can be turned on and off. An
electromagnet can be made by coiling a wire around a piece of soft iron and connecting the two ends of the
wire to a battery. When the current is running through the wire, this system acts as a magnet. Then the
domains of the soft iron bar align with the direction of the applied field and, the intensity of the magnetic field
is increased by several magnifications.
Difference between Hard Iron and Soft Iron
Definition
Hard Iron: Hard iron is iron that is difficult to demagnetize once magnetized.
Soft Iron: Soft iron is iron that is easily magnetized and demagnetized with a small change of magnetic field.
Material
Hard Iron: Hard iron is a hard magnetic material.
Soft Iron: Soft iron is a soft magnetic material.
Magnetization
Hard Iron: Magnetized hard iron cannot be easily demagnetized.
Soft Iron: Magnetized soft iron can be demagnetized.
Applications
Hard Iron: Hard iron is used as permanent magnets.
Soft Iron: Soft iron is used as electromagnets.
Page 14
Regulations:
Types of Survey:
.types of survey
.type of survey .tos
1. Initial Survey
2. Annual Survey
3. Intermediate Survey
4. Renewal Survey
5. Additional Survey
6. Docking survey
7. In water survey
8. Special survey
Initial Survey:
The initial survey is held before the ship is put in service or when a new device is added to an existing ship, and
the relevant certificate is issued to that ship. The initial survey includes a complete inspection, with tests,
when necessary, of the structure, machinery and instruments to ensure that the requirements relevant to the
particular certificate are compiled with structure, machinery and ships instruments are fit for the service and
for voyage.
Annual Survey:
Annual survey is conducted once a year with leeway of 3 months. It is required by all the ships. A surveyor
inspects all the equipment (LSA, FFA) and everything else during annual survey. Example- Load Line Survey
An annual survey allows the administration to verify the condition of ship and its equipment whether it is
being maintained in accordance to the regulations. It consists of a certificate examination, a visual
examination of the ship and its equipment, and certain tests to ensure that their condition is being properly
maintained according to conventions. The content of each annual survey is given in their respective guidelines.
It should also include a visual examination to confirm that no unapproved modifications have been made to
ship and its equipment
Intermediate Survey:
Generally, it is conducted after 2.5 years of previous survey certification or after the third anniversary date of
the appropriate certificate and should take place after one of the annual surveys.
The intermediate survey is inspection of items appropriate to particular certificate to ensure equipment are
working in good conditions and they are seaworthy.
Page 15
When specifying items of hull and machinery for detailed examination, due account shall be taken of any
continuous survey schemes that they are in a satisfactory condition and they are fit for service and voyage.
Renewal Survey:
It is conducted before the appropriate certificate is renewed but not exceeding 5 years. The renewal survey
should consist of an inspection, with tests when necessary, of the structure and machinery spaces to ensure
that relevant certificates are compiled with the equipment checked during survey. All certificates, record
books, check list, recording manuals and other documents are also checked during Renewal survey.
Additional Survey:
Whenever accidents occur to a ship or any damage is caused which affects the safety or integrity of ship or
the efficiency or completeness of its equipment, the master or owner should make a report as soon as
possible and submitted to the administration, the nominated surveyor or recognized organization responsible
for issuing that particular certificate should then initiate an investigation/inspection to determine whether a
survey, as required by the regulations applicable to the particular certificate, is necessary. This additional
survey, should be such as to confirm that the repairs and any renewals have been effectively made and the
ship and its instruments are fit for ship and for further voyage.
Docking Surveys
Ships are to be examined in drydock at intervals not exceeding 2½ years twice in 5 years period. And the
interval between two docking survey should not exceed 36 months. At the drydocking survey, particular
attention is paid to the shell plating, stem frame and rudder, external and through hull fittings, and all parts of
the hull particularly liable to corrosion and chafing, and any unfairness of bottom.
In-water Surveys
The Classification Society may accept in-water surveys in lieu of any of the two dockings required in a five-year
period. The in-water survey is to provide the information normally obtained for the drydocking survey.
Generally consideration is only given to an in-water survey where as suitable high resistance paint has been
applied to the underwater hull.
Special Surveys
The special surveys are carried out at intervals of 5 years. A more thorough examination is required at the
special surveys. The shell plating, stern-frame and rudder are inspected. The holds, peaks, deep tanks and
double bottom tanks are cleared and examined. The tanks are tested for water-tightness. The bilges and tank
top also are inspected. Thickness measurement of hull plating is also carried out and recorded. Special survey
hull requirements are divided into four ship age groups as follows:
1. Special survey of ships - five years old
2. Special survey of ships - ten years old
3. Special survey of ships - fifteen years old
4. Special survey of ships - twenty years old and at every special survey thereafter
In each case the amount of inspection increases and more material is removed so that the condition of the
bare steel may be assessed.
Page 16
SOLAS
Chapter II-1 : Construction - Structure, subdivision and stability, machinery and
electrical installations
Part - E Additional requirements for periodically unattended machinery spaces
UMS requirements: ums regulation
.umsr
.ums regulation
.ums requirement
SOLAS chapter 2-1 part E which is called - Essential requirements for any unattended machinery space
(UMS)
regulation 46 to 53,describes the UMS regulations
Regulations 46 General
Regulations 47 Fire Precaution
Regulations 48 Protection against Flooding
Regulations 49 Control of Propulsion Machinery from Navigation Bridge
Regulations 50 communication
Regulations 51 alarm system
Regulations 52 safety system
Regulations 53 Special requirements for machinery, boiler and electrical installations
Regulation 46 General
1.
2.
3.
The arrangements provided to ensure that the safety of the ship in all sailing conditions, including
manoeuvering, is equivalent to manned machinery spaces.
Machineries should be maintained to ensure that the equipment is functioning in a reliable manner.
Inspection and routine tests are Carried out to ensure continuous reliable operation of machineries.
Every ship shall be provided with documentary evidence, proving its fitness to operate with
periodically unattended machinery spaces.
Regulation 47 Fire Precaution
1. Arrangement should be provided on UMS ship to detect and give alarm in case of fire.
a. In the boiler air supply casing and uptake.
b. In scavenge space of propulsion machinery.
2. In engines of power 2250 Kw and above or cylinders having bore more than 300mm should be provided
with oil mist detector for crankcase or bearing temperature monitor or either of two.
Regulation 48: Protection against Flooding
Page 17
1. Bilge well in UMS ship such that the accumulation of liquid is detected at normal angle of heel and trim
and should also have enough space to accommodate the drainage of liquid during unattended period.
2. Where the bilge pumps are capable of being started automatically, means shall be provided to indicate
when the influx of liquid is greater than the pump capacity or
3. When the pump is operating more frequently than would normally be expected.
Where automatically controlled bilge pumps are provided, special attention shall be given to oil
pollution prevention requirements.
Regulation 49: Control of Propulsion Machinery from Navigation Bridge
1. The propulsion machinery should be able to be controlled from bridge under all sailing conditions. The
bridge should be able to control the speed, direction of thrust, and should be able to change the pitch
in case of controllable pitch propeller.
2. Emergency stop should be provided on navigating bridge, independent of bridge control system.
3. Indicators shall be fitted on the navigation bridge for:
a. propeller speed and direction of rotation in the case of fixed pitch propellers; or
b. Propeller speed and pitch position in the case of controllable pitch propellers.
4. Propulsion machinery orders from the navigation bridge shall be indicated in the main machinery
control room or at the propulsion machinery control position as appropriate.
5. The remote operation of the propulsion should be possible from one location at a time; at such
connection interconnected control position are permitted.
6. The number of consecutive automatic attempt which fails to start the propulsion machinery shall be
limited to safeguard sufficient starting air pressure.
7. It shall be possible for all machinery essential for the safe operation of the ship to be controlled from a
local position, even in the case of failure in any part of the automatic or remote-control systems.
8. The design of the remote automatic control system shall be such that in case of its failure an alarm
shall be given.
Regulation 50 Communication
A reliable means of vocal communication shall be provided between the main machinery control room or the
propulsion machinery control position as appropriate, the navigation bridge and the engineer officers’
accommodation.
Regulation 51 Alarm System
1. An alarm system shall be provided indicating any fault requiring attention and shall:
a. be capable of sounding an audible alarm in the main machinery control room or at the propulsion
machinery control position, and indicate visually
b. the alarm system shall have a connection to the engineers’ public rooms and to each of the
engineers’ cabins
c. Alarm system shall give an audible and visual alarm on the navigation bridge for any situation which
requires action by or attention of the officer on watch.
d. It shall activate the engineers’ alarm if an alarm function has not received attention locally within a
limited time.
2. The alarm system shall be continuously powered and shall have an automatic change-over to a standby power supply in case of loss of normal power supply.
Page 18
3. Failure of the normal power supply of the alarm system shall be indicated by an alarm.
4. The alarm system shall be able to indicate more than one fault at the same time and the acceptance of
any alarm shall not inhibit another alarm.
Regulation 52 Safety systems
A safety system shall be provided to ensure that serious malfunction in propulsion machinery or boiler
operations, which present an immediate danger, shall initiate the automatic shutdown
Regulation 53 Special requirements for machinery, boiler and electrical installations
1. The main source of electrical power shall be such that:
a. In the case of loss of the generator in operation, a stand-by generator of sufficient capacity will
automatically start to allow propulsion and steering and to ensure the safety of the ship.
b. Automatic restarting of the essential auxiliary machineries need to be provided.
c. If the electrical power is normally supplied by more than one generator simultaneously in parallel
operation, in the event of loss of one generator power, the other ones continue operation without
overload to allow propulsion and steering, and to ensure the safety of the ship.
2. Where stand-by machines are required for other auxiliary machinery essential for propulsion,
automatic change-over devices shall be provided.
3. Automatic control and alarm system
a. The control system shall be such that the services needed for the operation of the main propulsion
machinery and its auxiliaries will automatically start.
b. An alarm shall be given on the automatic change-over.
c. A centralized control position shall be arranged with the necessary alarm panels and
instrumentation indicating any alarm.
4. Where internal combustion engines are used for main propulsion a system shall be given to keep
starting air pressure at the required level
SOLAS REQUIREMENTS FOR EMERGENCY GENERATOR
.emergency generator
.emgcy generator .egr
The requirement for emergency power onboard the ship is detailed in SOLAS chapter 2-1
SOLAS CH: II-1 / Part : D / Reg : 43 & 44
The emergency source of electrical power may be either a generator or an accumulator battery for essential
services under emergency conditions.
Where the emergency source of electrical power is a generator, it shall be
 Driven by a suitable prime mover with an independent supply of fuel having a flashpoint (closed cup test) of
not less than 43°C
 Emergency generator and emergency switchboard of the ship should be located above the
uppermost continuous deck, away from machinery space, behind the collision bulkhead.
 The main switchboard of the ship should not interfere with supply, control, and distribution of emergency
power.
Page 19
 Emergency source of power should be capable of operating with a list of up to 22.5° and a trim of up to 10 °
 Emergency generator should be capable of giving power for the period of 18 hours for the cargo ship and 36
hours for the passenger ship.
 Emergency generator should start at 0°C and if temperature fall below this then there should be heating
arrangement.
 Emergency generator should come on load automatically within 45s after the failure of main power supply.
 If the emergency generator fails to come on load the indication should be given to ECR.
 Emergency generator should have two different starting arrangement
 Primary may be the battery, should fully charge all time and capable of providing 3 consecutive Start.
 Secondary may be pneumatic or hydraulic, capable of providing 3 consecutive starts within 30 min, and 1st
start within 12 min.
 In addition to emergency generator a transitional source of emergency electrical power should be provided,
→ The transitional source of emergency electrical power shall consist of an accumulator battery
suitably located for use in an emergency. It shall operate without recharging while maintaining the voltage of
the battery throughout the discharge period within 12% above or below its nominal voltage. The battery
capacity should be sufficient . Capable of supplying power automatically to emergency lighting in the event of
failure of either the main or emergency source of electrical power
→ Where the emergency source of electrical power is an accumulator battery, it shall be capable.1 carrying the emergency electrical load without recharging. It shall maintain it voltage 12% above or
below its nominal voltage while discharging.
.2 it should also capable of automatically connecting to the emergency switchboard in the event of
failure of the main source of electrical power; and
.3 immediately supplying power to emergency lighting
Testing of Emergency Generator
The testing of ship’s emergency generator is done every week (as part of weekly checks) by running it
unloaded to check if it starts on battery mode. The hydraulic start is done every month to ensure that it is
working fine. Also every month automatic start of generator is also done to check its automatic operation and
to see whether it comes on load.
Procedure for Battery Start
1. Go to the emergency generator room and find the panel for emergency generator.
2. Put the switch on the test mode from automatic mode. The generator will start automatically but will not
come on load.
3. Check voltage and frequency in the meter.
4. Keep the generator running for 10-15 min and check the exhaust temp and other parameters.
5. Check the sump level.
6. For stopping the generator, put the switch in manual and then stop the generator.
Page 20
Procedure for Hydraulic Start
1. Put the switch in manual mode as stated above and check the pressure gauge for sufficient oil pressure.
2. Open the valve from accumulator to generator.
3. Push button the spring loaded valve and the generator should start.
4. Check voltage and frequency.
5. Keep the generator running for 10-15 min and check the exhaust temp and other parameters.
6. Check the sump level
7. For stopping, use the manual stop button from the panel.
8. After stopping the generator, pressurize the hydraulic accumulator to desired pressure.
9. Close the valve from accumulator to generator.
Procedure for Automatic Start
1. For automatic start, we know that there is a breaker which connects Emergency Switch Board (ESB) and Main
Switch Board (MSB); and there is also an interlock provided due to which the emergency generator and Main
power of the ship cannot be supplied together.
2. Therefore, we simulate by opening the breaker from the tie line, which can be done from the MSB or the
ESB panel.
3. After opening the breaker, the emergency generator starts automatically with the help of batteries and will
supply essential power to machinery and pumps connected to ESB.
4. For stopping the generator, the breaker is closed again and due to the interlock the generator becomes off
load.
5. Now again put the switch to manual mode to stop the generator.
6. Press stop and the generator will stop.
List of equipment connected to the Emergency Power source on the ship Emergency Lighting
 Emergency steering motor
 Emergency fire pump
 Emergency Bilge pump
 Foam pump
 Emergency air compressor
 Necessary machines to start one generator
 Emergency alarms
 Fire detecting and fire alarm
 Engine room ventilation fan
 Communication
 Cargo control console
 Engine room control console
 Battery charger for emergency generator
 Battery charging panel
 The rescue boat, life raft & Lifeboat Davit
 Navigational and signal lights
 Navigational Equipment
 GMDSS radio console
 The compressor of breathing apparatus
 Watertight door
 Remote control Valves
 Bridge control console
Links : https://shipfever.com/emergency-generator-on-ships/
Page 21
SOLAS Chapter II-2 (SOLAS Chapter 2-2): Construction – Fire Protection, Fire
Detection and Fire Extinguishing
Part B – Prevention of fire and Explosion:
Regulation 5.10: Protection of Cargo pump rooms
.cargo pump room .cprr .prr
In tankers:
.1 cargo pumps, ballast pumps and stripping pumps, installed in cargo pump- rooms and driven by shafts
passing through pump-room bulkheads shall be fitted with temperature sensing devices for bulkhead shaft
glands, bearings and pump casings. A continuous audible and visual alarm signal shall be automatically
effected in the cargo control room or the pump control station;
.2 lighting in cargo pump-rooms, except emergency lighting, shall be interlocked with ventilation such that the
ventilation shall be in operation when switching on the lighting. Failure of the ventilation system shall not
cause the lighting to go out;
.3 a system for continuous monitoring of the concentration of hydrocarbon gases shall be fitted. Sampling
points or detector heads shall be located in suitable positions in order that potentially dangerous leakages are
readily detected. When the hydrocarbon gas concentration reaches a pre-set level which shall not be higher
than 10 % of the lower flammable limit, a continuous audible and visual alarm signal shall be automatically
effected in the pump- room, engine control room, cargo control room and navigation bridge to alert personnel
to the potential hazard; and
all pump-rooms shall be provided with bilge level monitoring devices together with appropriately located
alarms.
Cargo Pump Room Safety:
.cprs .cps .prs
Ventilation system :1. cargo pump-rooms should be mechanically ventilated and the capacity should be 20 air changes per hour of
the total volume of the pump-room.
2. the position of the vent outlet should be arranged at a distance of at least 3 m measured horizontally from
any ignition source and from the nearest opening to accommodation, service or machinery spaces.
3. an emergency intake located about 2 m above the pump-room lower grating is to be provided. This
emergency intake is to be used when the lower intake is sealed off due to flooding in the bilges. The
emergency intake should have a damper fitted which is capable of being closed from the exposed main deck
and lower grating level.
4. floor gratings should not disturb the free flow of air.
22
5. the fan blade should be non sparking type.
.1 cargo pumps, ballast pumps and stripping pumps, installed in cargo pump- rooms and driven by shafts
passing through pump-room bulkheads shall be fitted with temperature sensing devices for bulkhead shaft
glands, bearings and pump casings. A continuous audible and visual alarm signal shall be automatically
effected in the cargo control room or the pump control station;
.2 lighting in cargo pump-rooms, except emergency lighting, shall be interlocked with ventilation such that the
ventilation shall be in operation when switching on the lighting. Failure of the ventilation system shall not
cause the lighting to go out;
.3 a system for continuous monitoring of the concentration of hydrocarbon gases shall be fitted. Sampling
points or detector heads shall be located in suitable positions in order that potentially dangerous leakages are
readily detected. When the hydrocarbon gas concentration reaches a pre-set level which shall not be higher
than 10 % of the lower flammable limit, a continuous audible and visual alarm signal shall be automatically
effected in the pump- room, engine control room, cargo control room and navigation bridge to alert personnel
to the potential hazard; and
all pump-rooms shall be provided with bilge level monitoring devices together with appropriately located
alarms.
7. A fixed sampling arrangement to enable the oxygen content within the pumproom to be monitored from
the deck by portable meter prior to pumproom entry. Where such an arrangement is fitted it should ensure
that remote parts of the pumproom can be monitored.
10. Manually activated trips for the main cargo pumps provided at the lower pumproom level and at the top
(maindeck) level.
11. Spray arrestors around the glands of all rotary cargo pumps in order to reduce the formation of mists in
the event of minor leakage from the gland.
12. Examining the feasibility of fitting a double seal arrangement to contain any leakage from the primary seal
and to activate a remote alarm to indicate that leakage has occurred. However, the impact of any retrofit on
the integrity of the pump will need to be clearly assessed in conjunction with the pump manufacturers.
13. Particular attention to be given to the adequacy of fire protection in the immediate vicinity of the cargo
pumps.
14. Because of the problems associated with flashback re-ignition after the use of the primary fire-fighting
medium, consideration to be given to the need to provide a backup system, such as high expansion foam or
water drenching, to supplement the existing system.
15. On ships fitted with an inert gas system, the provision of an emergency facility for inerting the pumproom
could be an option, although careful attention must be paid to the safety and integrity of the arrangement.
16. The provision of Emergency Escape Breathing Devices (EEBDs) located within the pumproom and sited to
be readily accessible.
17. Fire extinguisher of foam type must be present at the bottom platform of the cargo pump room.
18. dead man alarm must be fitted in pump room.
23
19. a neil robertson stretcher to be present on bottom platform of cargo pump room.
20. ODMCS
21. Intrinsically safe fire detectors are installed in pump room for detection of fire in pump room.
Intrinsically safe in cargo pump room:
→ Intrinsically safe fire detectors are installed in pump room for detection of fire in pump room.
→ Intrinsically safe lights are installed in pump room for detection of fire in pump room.
IG regulation
.igr .inert gas reg
24
25
26
27
28
29
30
31
32
Static electricity
.se .static electricity
static electricity may happen in a chemical tanker in 5 different steps :
1. An electrostatic charge is generated in the liquid as it flows turbulently through the
loading pipeline into the ship'~tank.
In most liquids the charge is released instantaneously to earth* because the liquid
conducts it.
33
2. But in some cases, the charge is accumulated in the liquid because the liquid has a
low electrical conductivity. Such liquids are called static accumulators, and are generally
found among more highly refined products. An electrostatic field is formed inside the
tank.
3. A non-bonded projecting object, or something introduced into the tank, can become a
potential electrode or spark promoter, collecting the charge from the liquid.
4. When close enough to an earth* the spark promoter instantaneously releases its
charge in a spark through the atmosphere of the tank.
5. Such a spark will almost certainly have enough energy to ignite a flammable vapour.
In chemical tanker operations, a flammable atmosphere may be unavoidable.
Solas Chapter 11
.maritime safety
.11-1
.solas 11-1 .solas111
This chapter is all about enhancing maritime safety

This chapter is divided into two sections.
Chapter 11 -1: Special Measures to Enhance Maritime Safety

This chapter deals with the Special measures to enhance maritime safety which includes Special and
Enhanced survey for safe operation.
Regulation 1 – Authorization of Recognized Organizations
The Administration shall authorize organizations including classification societies, in accordance with the
provisions of the present Convention and with the Code for Recognized Organizations (RO Code)
Regulation 2 – Enhanced Surveys
Bulk carriers and tankers shall be subject to an enhanced programme according to ESP code during periodical
Surveys of Bulk Carriers and Oil Tankers.
Regulation 3 – Ship Identification Number
1. This regulation applies to all passenger ships of 100 gross tonnage and upwards and to all cargo ships
of 300 gross tonnage and upwards.
2. Every ship shall be provided with an identification number which conforms to the IMO ship
identification number scheme adopted by the Organization
34
3. The ship's identification number shall be inserted on the certificates and certified copies issued.
4. The ship's identification number shall be permanently marked in a visible place

either on the stern of the ship or on either side of the hull,

amidships port and starboard,

above the deepest assigned load line or either side of the superstructure

port and starboard or on the front of the superstructure

or, in the case of passenger ships, on a horizontal surface visible from the air;
Regulation 3-1 – Company and Registered Owner Identification Number
Regulation 4 – Port State Control on Operational Requirements
i)
A ship when in a port of another Contracting Government may be controlled by duly authorized
officers, when there are clear grounds for believing that the master or crew are not familiar with
essential shipboard procedures relating to the safety of ships.
ii) the Contracting Government carrying out the control shall take such steps to ensure that the ship
shall not sail until the situation has been brought to order.
Regulation 5 – Continuous Synopsis Record
.continuous synopsis record .csr .cont syn rec
Continuous synopsis record is a special measure under Safety of life at sea (SOLAS) for enhancing the
maritime security at the sea. According to SOLAS chapter i, all passenger and cargo ships of 500 gross-tonnage
and above must have a continuous synopsis record on board.
The continuous synopsis record provides a record of the history of the ship. Continuous synopsis record (CSR)
is issued by the administration of the ship, which would fly its flag.
Following details should be present in the continuous synopsis record (CSR)











Name of the ship
The port at which the ship is registered
Ship’s identification number
Date on which ship was registered with the state
Name of the state whose flag the ship is flying
Name of registered owner and the registered address
Name of registered bareboat charterers and their registered addresses
Name of the classification society with which the ship is classed
Name of the company, its registered address and the address from where safety management
activities are carried out
Name of the administration which has issued the document of compliance, specified in the ISM code,
to the company operating the ship.
Name of the body which has carried out the audit to issue the document of compliance
35




Name of the administration which has issued the safety management certificate (SMC) to the ship and
the name of the body which has issued the document
Name of the administration which has issued the international ship security certificate, specified in
the ISPS code, to the ship
the name of the body which has carried out the verification
The date of expiry of the ship’s registration with the state
Any changes made related to the above mentioned points should be mentioned in the continuous synopsis
record.
Officially, the record should be in English, Spanish, or French language; however, a translation in the language
of the administration may be provided.
The continuous synopsis record shall always be kept on board ship and shall be available for inspection all the
time.
Regulation 6 – Additional Requirements for the Investigation of Marine Casualties and Incidents
each Administration shall conduct investigations of marine casualties and incidents according to (Casualty
Investigation Code)
Regulation 7 – Atmosphere Testing Instrument for Enclosed Spaces
Every ship shall carry a portable atmosphere testing instrument or instruments.
As a minimum, these shall be capable of measuring concentrations of oxygen, flammable gases or vapours,
hydrogen sulphide and carbon monoxide prior to entry into enclosed spaces.
ESP : Enhanced Survey Program
ESP Code
.esp bulk
The history of the types of ships such as bulk carriers and tankers is filled with accidents and disasters, both of
small-scale and big scale. Many of these accidents were a result of faulty machinery or lack of safe handling
practices which forced the maritime authorities to introduce a particular survey type know an ESP or
Enhanced Survey Program.
What is Enhanced Survey Programme?
Enhanced survey programme is a guideline for shipping companies and owners to prepare their ships for
special surveys to maintain the safety of the vessel while at sea or at a port. A survey programme (a Planning
document for surveying and paperwork) is to be developed by the owner and is to be submitted to the
recognised authorities such as classification societies, 6 months before the survey.
As mentioned earlier, the Enhance Survey Programme (ESP) is designed to monitor the different types of
ships listed below for their construction and safe operation:

Oil tankers which are single and double hull
36



Chemical tankers:
Single and double-side skin bulk carriers
Ore carriers
When ESP
Enhanced Survey programme is developed in such a way that it can be integrated with other surveys which
are performed at following intervals:
–
–
–
–
Annual
Intermediate Survey
Dry Dock Survey
Renewal Survey
What to check in ESP?






Ship’s structural damage or deformation
Condition of Hull
Condition of Coating
Corrosion
Pitting
Watertight Integrity of ship
It can be said that the ESP is conducted to check the watertight integrity of the ship by inspecting the following
areas of the ship:






– Close-up survey of the structures such as Shell, frames, bulkheads etc.
– Thickness measurement of hull
– Inspecting and Testing of Cargo Tanks
– Inspecting and Testing of Ballast Tanks
– Inspecting and Testing fuel tanks, side and double bottom Tanks
– Inspection and Testing of Hatch Covers and Coamings
After the survey, following reports are made by the inspector, whose copies are to be kept and maintained
onboard as part of necessary documentation:
1. structural surveys
2. Thickness measurement reports
3. Condition evaluation report
Designing an Enhanced Survey Programme
The Shipping company will draw a planning document which will be submitted to the recognised classification
society for approval.
The essential data provided in the plan are:

Necessary ship information and particulars
37










Main structural plans (scantling drawings), including information regarding the use of high
tensile steels (HTS)
Arrangement Plan of holds and tanks
List of holds and tanks with information on use, protection, and condition of the coating
Requirements for the survey (e.g., data regarding hold and tank cleaning, gas freeing, ventilation,
lighting, etc.)
Provisions and methods for access to structures
Equipment for survey
Appointing the holds, tanks and other areas for the close-up survey
Appointing of sections for thickness measurement
Appointing of tanks for tank testing.
Damage experience related to the ship in question.
Annex:
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.
Annex A has 2 parts:
Part A: Single Skin
Part B: Double skin construction
Annex B has 2 parts:
o Part A: oil tankers with double Hull Tankers
o Part B: Oil tankers other than double hull
Each Part 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
Chapter 1: General application, documentation onboard to be completed before inspection. These
will be served as a basis for surveys
Chapter 2: Renewal Survey.
Chapter 3: Annual Survey
Chapter 4: Intermediate Survey
Chapter 5: Preparation of Survey
38
Chapter 6: Documentation on board.
Chapter 7: Procedure for thickness measurement
Chapter 8: Acceptance criteria
Chapter 9: Reporting and evaluation of survey
.esp closeup inspection
Inspection in renewal survey:
→ All cargo holds, ballast tanks, pipe tunnels, cofferdams and void spaces bounding cargo holds, decks and
outer hull should be examined, and this examination should be supplemented by thickness measurement
(according to Annex two) and testing to ensure that the structural integrity remains effective.
→ All piping systems within the cargo holds, ballast tanks, pipe tunnels, cofferdams and void spaces should be
examined and operationally tested under working pressure to the attending surveyor's satisfaction to ensure
that the tightness and condition remain satisfactory.
→ The survey extent of ballast tanks converted to void spaces should be specially considered in relation to the
requirements for ballast tanks.
Inspection in Drydock survey:
Dry dock survey should be a part of the renewal survey
→A minimum of two inspections of the outside of the ship's bottom should be carried.
→For ships of 15 years of age and over, inspection of the outside of the ship's bottom should be carried out
with the ship in dry-dock.
→Cargo Ship Safety Construction Certificate should cease to be valid until a survey in dry-dock is completed.
Hatch covers and coamings:
→ Checking of the satisfactory operation of all mechanically operated hatch covers should be made.
This includes.1 stowage and securing in open condition;
.2 proper fit and efficiency of sealing in closed condition; and
.3 operational testing of hydraulic and power components, wires, chains, and link drives.
39
→ The effectiveness of sealing arrangements of all hatch covers by hose testing or equivalent should be
checked.
Tank Pressure testing:
→ All boundaries of water ballast tanks, deep tanks and cargo holds used for water ballast within the cargo
length area should be pressure tested.
→ For fuel oil tanks, only representative tanks should be pressure tested.
→ Boundaries of ballast tanks should be tested with a head of liquid to the top of air pipes.
→ Boundaries of ballast holds should be tested with a head of liquid to near the top of hatches.
→ Boundaries of fuel oil tanks should be tested with a head of liquid to the highest point that liquid will rise
under service conditions.
→ The testing of double-bottom tanks and other spaces not designed for the carriage of liquid may be
omitted, if a satisfactory internal and tank top visual inspection is carried out.
Closeup survey: Closeup inspection
Annex one – Requirements for Close-Up Survey at Renewal Surveys of Double-Side Skin Bulk Carriers
.closeup inspection
.esp 10
Close-up inspection: 10-15 years of age (renewal survey no-3)
1. Ballast tank:
- all transverse webs, their plating and longitudinals (short form of longitudinal stiffeners)
- all transverse bulkheads their stiffening system
2. Double side tank:
- on side shell(outer) and inner side plating (forward, middle, and aft parts)
- 25% of ordinary transverse frame (in transverse framing system)
40
or
- 25% of longitudinal framing (longitudinal framing system)
3. Cargo hold:
- transverse bulkheads including internal structure of upper and lower stools (triangular shape), where
fitted.
4. Hatch cover and coaming:
- all cargo hold hatch cover and coamings (their plating and stiffeners)
5. Deck plating and underside of deck structure:
- all deck plating and under deck structure inside line of hatch opening between all cargo hold hatches
.esp 15
Close-up inspection: more than 15 years of age (renewal survey no-4)
1. Ballast tank:
- all transverse webs, their plating and longitudinals (short form of longitudinal stiffeners)
- all transverse bulkheads their stiffening system
2. Double side tank:
- on side shell and inner side plating (forward, middle, and aft position of the tank)
- all ordinary transverse frame (in transverse framing system)
or
- all longitudinal framing (longitudinal framing system)
3. Cargo hold:
- transverse bulkheads including internal structure of upper and lower stools (triangular shape), where
fitted.
41
4. Hatch cover and coaming:
- all cargo holds hatch cover and coamings (their plating and stiffeners)
5. Deck plating and underside of deck structure:
- all deck plating and under deck structure inside line of hatch opening between all cargo hold hatches
.esp thickness
Annex two: MINIMUM REQUIREMENTS FOR THICKNESS MEASUREMENTS AT RENEWAL SURVEYS OF
DOUBLE-SIDE SKIN BULK CARRIERS
Thickness measurement:
.esp 10
Thickness measurement: ship age 10 to 15 years
1. Suspect area
2. Within cargo length area
- each deck plate outside line of cargo hatch openings
- two transverse sections, one shall be in the amidship area, outside line of cargo hatch openings
- All wind and water strakes within the cargo length area
3. all areas that require close-up inspection
- measure their thickness for general assessment and corrosion pattern recording
4. Outside the cargo length area
- Selected wind and water strake
.esp 15
Thickness measurement: ship age more than 15 years
1. Suspect area
2. Within cargo length area
- each deck plate outside line of cargo hatch openings
- three transverse sections, one shall be in the amidship area, outside line of cargo hatch openings
42
- each bottom plate
3. all areas that require close-up inspection
- measure their thickness for general assessment and corrosion pattern recording
4. All wind and water strake, full length of the ship
ESP for tanker
.esp tanker .espt
What is Enhanced Survey Programme?
Enhanced survey programme is a guideline for shipping companies and owners to prepare their ships for
special surveys to maintain the safety of the vessel while at sea or at a port. A survey program is developed by
the owner and is to be submitted to the recognised authorities such as classification societies, 6 months
before the survey.
the Enhance Survey Programme (ESP) is designed to monitor the different types oships f such as




Oil tankers which are single and double hull
Chemical tankers:
Single and double-side skin bulk carriers
Ore carriers
When ESP
Enhanced Survey programme is developed in such a way that it can be integrated with other surveys which
are performed at following intervals:
–
–
–
–
Annual
Intermediate Survey
Dry Dock Survey
Renewal Survey
What to check in ESP?
During ESP survey the following are checked






Ship’s structural damage or deformation
Condition of Hull
Condition of Coating
Corrosion
Pitting
Watertight Integrity of ship
It can be said that the ESP is conducted to check the watertight integrity of the ship by inspecting the following
areas of the ship:


– Close-up survey of the structures such as Shell, frames, bulkheads etc.
– Thickness measurement of hull
43




– Inspecting and Testing of Cargo Tanks
– Inspecting and Testing of Ballast Tanks
– Inspecting and Testing fuel tanks, side and double bottom Tanks
– Inspection and Testing of Hatch Covers and Coamings
After the survey, following reports are made by the inspector, whose copies are to be kept and maintained
onboard as part of necessary documentation:
4. structural surveys report
5. Thickness measurement reports
6. Condition evaluation report
This reports are kept in esp file
Designing an Enhanced Survey Programme
The Shipping company will draw a planning document which will be submitted to the recognised classification
society for approval.
The essential data provided in the plan are:




Necessary ship information and particulars
Main structural plans including information regarding the use of high tensile steels (HTS)
Arrangement Plan of holds and tanks
List of holds and tanks with information on use, protection, and condition of the coating

Requirements for the survey (e.g., data regarding hold and tank cleaning, gas freeing, ventilation,
lighting, etc.)
Provisions and methods for access to structures
Equipment for survey
Appointing the holds, tanks and other areas for the close-up survey
Appointing of sections for thickness measurement
Appointing of tanks for tank testing.
Damage experience related to the ship in question.






Annex:
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.
Annex A has 2 parts:
Part A: Single Skin
Part B: Double skin construction
44
Annex B has 2 parts:
o Part A: oil tankers with double Hull Tankers
o Part B: Oil tankers other than double hull
Each Part 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
Chapter 1: General application, describes the application and documentation onboard to be
completed prior to the inspection
Chapter 2: Renewal Survey.
Chapter 3: Annual Survey
Chapter 4: Intermediate Survey
Chapter 5: Preparation of Survey
Chapter 6: Documentation on board.
Chapter 7: Procedure for thickness measurement
Chapter 8: Acceptance criteria
Chapter 9: Reporting and evaluation of survey
For double hull tanker
1.1.1 The Code applys to all self-propelled double-hull oil tankers of 500 gross tonnage and above.
1.1.2 The Code shall apply to surveys of hull structure and piping systems in way of cargo tanks, pump-rooms,
cofferdams, pipe tunnels, void spaces within the cargo area and all ballast tanks.
1.1.3 The Code contains the minimum extent of examination, thickness measurements and tank testing. The
survey shall be extended when substantial corrosion and/or structural defects are found and include additional
close-up survey when necessary.
During renewal survey the followings are checked for double hull tanker
MINIMUM REQUIREMENTS FOR CLOSE-UP SURVEY AT RENEWAL SURVEYS
.espt age .espta
If the ship age is ≤ 5
years
5 < Age ≤ 10 years
10 < Age ≤ 15 years
Age > 15 years
Renewal Survey No.
1
Renewal Survey No.
2
Renewal Survey No.
3
Renewal Survey No.
4 and subsequent
45
(A) One web frame, (A) All web frames, in a
in a complete ballast complete ballast tank (see
tank (see Note 1)
Note 1)
(A) All web frames, in all
ballast tanks
(A) All web frames, in all
ballast tanks
(G) All web frames,
(G) All web frames,
including
deck
transverse
including deck transverse
(B) One deck
(F) The knuckle area and the
transverse, in a cargo upper part (5 m approximately) and cross ties, if fitted, in and cross ties, if fitted, in a
a cargo oil tank
cargo oil tank
oil tank
of one web frame in each
remaining ballast tank
(G) One web frame,
(G) One web frame,
(D) One transverse
including deck transverse including deck transverse
bulkhead, in a
(B) One deck transverse, in
and cross ties, if fitted, in and cross ties, if fitted, in
complete ballast
two cargo oil tanks
each remaining cargo oil each remaining cargo oil
tank (see Note 1)
tank
(D) One transverse bulkhead, tank
(E) One transverse
in each complete ballast
All transverse bulkheads, (C) and (D) All transverse
bulkhead in a cargo tank (see Note 1)
in all cargo oil and ballast bulkheads, in all cargo oil
oil centre tank
and ballast tanks
(E) One transverse bulkhead, tanks
(E) One transverse
in two cargo oil centre tanks
Additional transverse areas
bulkhead, in a cargo
as deemed necessary by the
oil wing tank (see
(E) One transverse bulkhead,
Administration
Note 2)
in a cargo oil wing tank (see
Note 2)
MINIMUM REQUIREMENTS FOR THICKNESS MEASUREMENTS AT RENEWAL SURVEYS OF
DOUBLE-HULL OIL TANKERS
Age ≤ 5 years
5 < Age ≤ 10 years
10 < Age ≤ 15 years
Age > 15 years
Renewal Survey No.1
Renewal Survey No.2
Renewal Survey No.3
Renewal Survey No.4
and subsequent
1 within the cargo area:
1 Within the cargo area:
One section of deck plating
 .1 each deck plate
for the full beam of the ship
 .2 one transverse
section
1 Within the cargo area:
1 Within the cargo area:



3Measurements, of those
structural members subject
to close-up survey for
general assessment and
recording of corrosion
2 outside the cargo area:
Selected wind and water
strakes
3Measurements, of those
46
.1 each deck plate
.2 two transverse
sections (1)
.3 all wind and
water strakes



.1 each deck plate
.2 three transverse
sections (1)
.3 each bottom
plate
2 outside the cargo area: 2 All wind and water
Selected wind and water strakes in full length
strakes
3 Measurements, of those
3 Measurements, of those structural members
pattern
structural members subject
to close-up survey for
general assessment and
recording of corrosion
pattern
structural members
subject to close-up survey
subject to close-up survey for general assessment
for general assessment
and recording of
and recording of
corrosion pattern
corrosion pattern
3 Suspect areas
4 Suspect areas
4 Suspect areas
4 Suspect areas
(1): at least one section shall be within 0.5L amidships.
Annex three
MINIMUM REQUIREMENTS FOR TANK TESTING AT RENEWAL SURVEY OF DOUBLE-HULL
OIL TANKERS
Age of ship (in years at time of renewal survey due date)
Age ≤ 5 years
Age > 5 years
Renewal Survey No.1
Renewal Survey No.2 and subsequent
1 All ballast tank boundaries
1 All ballast tank boundaries
2 Cargo tank boundaries facing ballast tanks, void spaces, pipe
tunnels, pump-rooms or cofferdams
2 All cargo tank bulkheads
Chapter 11-2

deals with maritime security measures which all the parties involved in a maritime trade need to
follow; i.e. ship, port, shipowner, contracting government and authorities
ISPS (International Ship and Port Facility Security Code)
.isps code .ispsc
ISPS comes under Chapter XI-2 of SOLAS which is “Special measures to enhance Maritime Security
 The ISPS Code applies to:
• Passenger ships, including high-speed passenger craft;
• Cargo ships, including high-speed craft, of 500 GT and upwards;
 The ISPS Code comprises of two Parts :
Part (A) : (Mandatory Provisions) and
Part (B) : (Recommended Provisions)
47
 Objective Of ISPS Code:
• To detect & assess security threat and take preventive measure to establish cooperation between various
•
•
•
•
•
government, government agency, local administration, shipping and Port industries.
Establish the role and responsibility of the above bodies at National and international level for ensuring
maritime security
Efficient Collection & Exchange of security threats.
Adopt measure to prevent terrorist threat to ships & port facilities
Adopt different level of security & method to assess them
Prevent Unauthorized access to ships, port facilities & their restricted areas
ISPS Security levels :
.security level .sec level .marsec security level
.isps security level .isps sec level
ISPS code has set three security levels.
• MARSEC Level – 1 : (Normal Level)
The level at which ships and port facilities normally operate. This is the minimum appropriate protective
level for security measures & shall be maintained at all times.
• MARSEC Level – 2 : (Heightened Level)
The level applying for as long as there is a heightened risk of a security incident
• MARSEC Level – 3 : (Exceptional)
The level applying for the period of time when there is probable or imminent risk of security incident.
 Security Measure :
@Level -1
• Adequate deck & over side lighting.
• Crew member should be issued photo identification.
• Access on & off the vessel should be control & all person identify.
• Access to certain area of the vessel to be limited with key control.
• Unused room or space should be kept locked.
• Periodic inspection/patrol should be made a regular interval.
@Level -2
In addition to level -1
• Occasional search should be made at random interval.
48
•
•
•
•
•
•
•
Access of all visitors to the vessel should strictly control.
Close security to be paid on deliveries and stores.
Baggage should not be unattended.
Check should make on seal on container & other cargo.
No person other than crew member should be allowed on bridge or E/R.
Maintain close liaison with shore concerned.
All crew members should be reminded of bomb alert security of the vessel.
@Level-3
In addition to level 1 & 2:
•
•
•
•
•
•
•
•
•
•
•
Very tight security.
Restricted area are totally closed.
100% ship’s store to be suspended.
Gangway is lifted.
No stores and bunkers will be loaded unless specifically instructed.
Limiting access to a single & controlled access.
Granting access only to those responding to the security incident.
Carry out full or partial search of the ship.
Suspending cargo-handling operation.
Tighten security patrol of the vessel.
Crew member should be briefed on seriousness of the situation.
.isps psc
.psc isps
To achieve the objectives of ISPS code some new measures have been taken.
 Ship Security Assessment (SSA):
Ship security assessment is the first step toward developing a security plan.
Ship security assessment is a kind of risk assessment about the security of the ship.
The purpose of a SSA is to identify and analyze the security risks for a given type of ship in a trading area. To
develop, implement, maintain and update the ship security plan based on the result of security assessment.
The CSO is responsible for satisfactory development of the SSA whether prepared by the company itself or a
contracted organization.
Ship Security Plan (SSP) :
It is a plan to protect Crew , Passengers, Cargo & Ship safety.
SSO is responsible under CSO to implement ship security plan onboard vessel.
49
Ship security plan need to be approved by Flag State of the vessel or by Recognized security organization
(RSO) on behalf of flag state.
Master and SSO must not give access of SSP to any external party. Only Company security officer and person
conducting security audit can be given access.
If any PSC inspector seeks access to SSP, this request should be politely rejected.
ISPS code gives the minimum points that must be included in the ship security plan.
1. Measure to prevent weapons, dangerous substance on board the ship
2. Security Equipment onboard & its maintenance
3. Restricted areas & measures to prevent unauthorized access
4. Procedure in case of security threats
5. Procedure for reporting security incidents
6. Security Drills & Exercise
7. Security duty of shipboard personnel
8. SSO & CSO with contact details
9. SSAS Location, Testing & Operating procedure
10.Procedure for review & updating of SSP
Port Facility Security Plan (PFSP) :
It is a plan to protect port facility including ships, cargo, buildings, people & operations associated.
Ship Security Officer (SSO):
According to the ISPS code, every ship must have a SSO, who has the full responsibility of the ship’s security,
accountable to the Master. He shall in charge of implementing & maintaining the Ship Security Plan, liaising
with the CSO & PFSO.
Company Security Officer (CSO):
Designating CSO to ensure that a Ship Security Plan is developed, submitted to the Administration for
approval, implemented & maintained onboard. He is also responsible for the SSA.
Port Facility Security Officer (PFSO) :
Designating a PFSO to be responsible for the development, implementation & maintenance of the port facility
security.
Recognized Security Organization (RSO) :
50
RSO are expertise on security matters, knowledge about ships & port operations. They are capable of
carrying out, verifying or approving security assessments as outlined by SOLAS or Part A of the ISPS code.
Declaration of Security (DOS) :
It is the agreement between ship & shore or between two ships regarding the security measures shared
between them.
DOS shall be completed by the Master or SSO on behalf of the ship
DOS shall be completed by the PFSO or other Approved Body for Shore side security on behalf of Port.
Certification (ISSC) & Validity :
ISSC (International Ship Security Certificate) issue after initial or renewal verification specified by the
Administration validate not exceeding 5 years.
 Duties of the Contracting Government (CG) under the ISPS Code :
The Contracting Government plays a vital role in order to ensure that the ISPS code is followed properly by
the Companies and Port authorities. It is also the duty of the CG to assimilate information regarding possible
maritime threats and their consequences. This information is then to be provided to the ships and ports in
form of instructions and security guidelines.
 Security Drills & Exercise :
Drills :
The Ship Security Plan shall address drill and training frequency. Drills shall be conducted at least every three
(3) months. In cases where more than 25% of the ship’s personnel have changed, drill shall be conducted
within one (1) week of the change.
Drills may include situations like - •
Bomb threat at port / at sea
During this kind of threat
• security level will change
• Stowaway or Bomb search will commence
SSO should maintain the records of all the security drill carried out on board for a period of three (3) years.
Exercises :
Various types of exercises, which may include participation of the CSO, PFSO, relevant authorities of
contracting governments as well as SSO, if available, should be carried out at least once each calendar
51
year with no more than 18 months between the exercises. These exercises should test communications,
coordination, resources availability and response.
These exercises may be:
- full scale or live;
- table top simulations or seminars;
- combined with other exercises such as search and rescue or emergency response.
ISPS requires to identify and declare restricted area of a ship.
Ship Security Alert System (SSAS) :
Every Ship 500 GT & above sailing the world ocean constructed on or after, 2004 to have a Ship Security Alert
System (SSAS).
There needs to be a minimum of two security buttons that can initiate SSAS. One of these buttons should be
on the wheel house of the ship, and another one in any other prominent location.
The whole crew onboard must be aware of at least one activation button location.
SSAS when activated, Shall ;
• Initiate & transmit a Ship to Shore security alert to a Competent authority designated by the
Administration.
• Not send the ship security alert to any other ships
• Not raise any alarm on board the ship
• Continue the ship security alert until deactivated and / or reset
SSAS sends the following details
• Name & IMO number of the ship
• Call sign of the ship & The ship Position
• Date & Time of the alert
• Maritime mobile service identity
Generally, when a SSAS button is pressed, the alert goes to the Flag state and the CSO. But some flag state
may require that alert is only received by the CSO.
Ship security alert system (SSAS) must be tested at least Annually.
Automatic Identification System (AIS) :
52
• As per SOLAS convention every Ship of 300 GT and above required to fit an Automatic Identification
System(AIS ) for international voyage.
• AIS may Transmit information about my ship & receive the same from others.
• Costal Station can also receive the AIS information
Information provide by AIS:
• Ship’s name, IMO number, Call sign, Speed, Course, Destination
Long Range Identification & Tracking of Ship (LRIT) :
Applies to• All passenger ships
• High speed craft
• Cargo ship 300 GT and above
• (Mobile Offshore Drilling Unit)
• Ships must report their location ( Identity, Position, Date & Time) to their Flag Administration at least 4
times in a day.
• Most ship set their existing satellite communication system to automatically make these report.
 Voyage Data Recorder (VDR) :
• Which is recorder data from various sensor on board the vessel.
• And it will store all data in storage unit.
• Storage unit is designed to withstand the extreme shock, pressure and heat. If any incident happens
than last 24 hour of stored data from the storage unit can be recorded for any investigation.
Data to be Recorded are :
• Position of ship
• Date, Time, Speed
• VHF radio communication
• All alarm history
• Water tight & Weather tight door status as indicate on bridge
Audio from bridge including bridge wing.
Citadel :
• Citadel is recommended as per IMSC (International Maritime Security Centre)
• Citadel construction at strategic locations usually center of the ship, sometimes engine room itself.
53
• Citadel must be properly planned , constructed, camouflaged entrance
• Construction of citadel very expensive because the room has to capable to withstand any kind of weapon
impact.
• Thick metal door & necessary ventilation need to be provided.
• Door & bulkhead may be fitted additional protection
• Food & water storage for at least 48 hours
• Closeable outlet of the floor for the Excretion purpose should be provided. If citadel is in Steering Gear aft
peak tk can be used.
• Communication system including VHF & Satellite communication need to be provided./ Satellite antenna
should be secure
• Control of ME & AE to move the ship & GPS receiver should be provided
• Room must be fitted with CCTV camera
• Pirates drill / Citadel drill should be carried out according to (ship security assessment plan)
• Locking out useful equipment from pirates should be provided.
• Use password protection for opening the door. Any known person who needs to enter citadel verbal sign
is recommended.
• The whole concept of citadel is lost if any member of the crew left outside before the citadel secure.
• Drills & proper knowledge of citadel & its equipment should be provided which is necessary for the crew
Citadel Equipment :
Citadel should have these items namely
• VHF, Satellite & spare batteries
• CCTV camera, monitor
• GPS/VDR
• Important contact list
• First Aid kit
• Crew list
• Food & Water
• Garbage Bag
• Toilet
• Portable Blower
Good gangway watch keeper should check:
- Identification
- Maintain visitor log
- And Control & restrict access
Some common restricted areas are54
-
Navigation Room
Radio Room
Engine Room
Steering Room
Emc’y Generator area
Bow thruster
Fire Control Room
Crew accommodation area
Ventilation, Air Conditioning equipment room
• Similar key area which are essential to the safe operation of ship
Common ISPS equipment are-
• SSAS (Ship Security Alert System)
• Metal detector
• Security locker
• Security log book
• CC TV camera
• Security vest
• Whistle
• Identity card
• Flash light
• Barrier tapes
• Pull tile seal
ISPS PSC check:
- security level is displayed near gangway
- gangway is always maintained
- ID is noted for any outsider person and ships ID card is issued
- ISPS equipment are present and working OK.
- All crew know his/her ISPS duties for different security level.
Chapter 12: Additional Safety Measures for bulk carriers
.Solas 12 .solas chap 12 .solas chapter 12
.bulk carrier safety
.bulk safety
55
Definitions
1. Bulk carrier means the ship which is constructed generally with single deck, top-side
tanks and hopper side tanks in cargo spaces and is intended primarily to carry dry cargo in
bulk. Ore carriers & combination carriers are also included as bulk carriers.
2 Application
All bulk carriers need to comply with the provisions of this regulation.
4.Damage stability requirements applicable to bulk carriers
1. Single side skin construction bulk carriers which are 150 m in length & above,
→ designed to carry solid bulk cargoes
→ having a cargo density of 1000 kg/m3 and above,
→ constructed on or after 1 July 1999,
→ when these types of bulk carriers loaded up to their summer load line,
→ they need to withstand flooding of any one cargo hold in all loading conditions and
→ remain afloat in a satisfactory condition of equilibrium.
2. Single side skin construction bulk carriers which are of 150m length & above,
→ constructed before 1 July 1999
→ carrying solid bulk cargoes having a density of 1780 kg/m3 and above,
→ when they are loaded up to their summer load line,
→ they need to be able to withstand flooding of the foremost cargo hold in all loading
conditions and
→ remain afloat in a satisfactory condition of equilibrium.
3. The permeability of the loaded hold shall be assumed as 0.9 and the permeability of an
empty hold shall be assumed as 0.95.
5.Structural strength of bulk carriers
1. (This regulation applies to the bulk carriers constructed on or after 1 July 1999)
Bulk carriers of 150 m in length & above of single side skin construction,
→ designed to carry solid bulk cargoes having a density of 1000 kg/m3 and above,
→ shall have sufficient strength to withstand flooding of any one cargo hold in all loading
and ballast conditions,
→ dynamic effects resulting from the presence of water in the hold also need to be
considered.
2. (This regulation applies to the bulk carriers constructed before 1 July 1999)
56
Bulk carriers of 150 m in length & above of single side skin construction,
→ designed to carry solid bulk cargoes having a density of 1780 kg/m3 and above,
→ shall have sufficient strength to withstand flooding of foremost cargo hold in all loading
and ballast conditions,
→ dynamic effects resulting from the presence of water in the hold also need to be
considered.
6.Structural and other requirements for bulk carriers
(This regulation applies to the bulk carriers constructed before 1 July 1999)
1. Bulk carriers of 150 m in length & above of single side skin construction,
→ carrying solid bulk cargoes having a density of 1780 kg/m3 and above
2. The transverse watertight bulkhead between the two foremost cargo holds and the double
bottom of the foremost cargo hold
→ shall have sufficient strength to withstand flooding of the foremost cargo hold,
→ dynamic effects resulting from the presence of water in the hold also need to be
considered.
7.Survey of the cargo hold structure of the bulk carriers
(This regulation applies to the bulk carriers constructed before 1 July 1999)
A bulk carrier of 150 m in length & above of single side skin construction, of 10 years of age
and over,
→ shall not carry solid bulk cargoes having a density of 1780 kg/m3 & above unless it has
satisfactorily undergone either:
1. A periodical survey according to the enhanced survey program of inspections required by
regulation XI/2; or
2. A survey of all cargo holds to the same extent as needed for the periodical surveys in the
enhanced survey program of inspections required by regulation XI/2.
8.Information on compliance with requirements for bulk carriers
1. The booklet (Trim and stability booklet – Loading Manual) required to carry in a bulk
carrier shall be endorsed by the Administration.
2. If a bulk carrier has limitations on the carriage of solid bulk cargoes having a density of
1780 kg/m3 and above, then that bulk carrier needs to be identified and this information
need to be recorded in the booklet.
3. A bulk carrier which has limitations on carrying solid bulk cargo of density 1780 kg/m3,
needs to be marked on the side shell plate at three positions at amidships, port and
57
starboard. The mark should be a solid equilateral triangle having sides of 500 mm and its
apex 300 mm beneath the deck line. The mark needs to be painted with a contrasting colour
to that of the hull.
9. Requirements for bulk carriers not being capable of complying with regulation
4.3 due to the design configuration of their cargo holds
1. They need to be provided with the bilge well high-water level alarms in all cargo
holds, giving an audible and visual alarm on the navigation bridge,
2. They need to be provided with the complete information on the particular cargo
hold flooding scenarios. These instructions shall be included in “Emergency
Preparedness” scenario in safety management system(ISM). This information may
also be used in training and drills to train the ship’s crews.
10 Solid bulk cargo density declaration

Before loading bulk cargo on bulk carriers 150m in length and above, the shipper
shall declare the density of the cargo.

Any cargo declared to have a density 1250 kg/m3 to 1780 kg/m3 shall have its
density endorsed by an accredited testing organization.
11 Loading Instrument

Bulk carriers of 150 m in length & above shall be fitted with a loading instrument
capable of providing information on hull girder shear forces and bending moments.
12 Water level detectors in cargo holds
Bulk carriers shall be fitted with the water level detectors in the aft end of each cargo hold.
Shall give audible and visual alarms on each occasion when the water level above the inner
bottom of cargo hold reaches:
(a) A height of 0.5 metres; and
(b) Whichever is the lower of either:
(i) The height of a point which is not less than(<) 15% of the depth of the cargo hold, or
(ii)A height of two metres.
Water level detectors in ballast tanks

A water level detector shall be fitted in each forward ballast tank situated forward
of collision bulkhead of a bulk carrier. It shall give both an audible and visual alarm
when the liquid in the forward ballast tank reaches a level not exceeding 10% of
tank capacity.
58

A device shall be fitted which overrides the alarm be installed and activated when
the forward ballast tank is in use.
Water level detectors in dry or void space
Water level detector shall be fitted in each & every dry or void space of a bulk carrier, any
part of which extends forward of the foremost cargo hold, giving an audible & visual alarm
at a water depth of 0.1m in that space.
These alarms need not be fitted in the following areas:
(a) a dry/void space which is a chain cable locker; or
(b) in an enclosed space having volume which does not exceed 0.1% of the ship’s maximum
displacement volume.
13 Availability of pumping systems:
Pumping system of ballast tanks forward of the collision bulkhead should be such that this
can be operated remotely from navigation bridge or engine room.
14 Restrictions from sailing with any hold empty:
Bulk carriers of 150m length and above, single side skin construction,
when they carry cargo having density 1780kg/m3 and aboveand when they reach 10 years of age,
And they cannot withstand flooding in any of the cargo hold,
→ they shall not sail with any cargo hold loaded less than 10% of that hold’s maximum
allowable capacity
MARPOL
MARPOL annex 1
.annex 1 .a1 .an1 .ann1
The International Convention for the Prevention of Pollution from Ships (MARPOL) is the main international
convention covering prevention of pollution of the marine environment by ships from operational or
accidental causes.
Chapters:
It has 7 chapters:
Annex I- Regulations for the Prevention of Pollution by Oil
59
Contents
Chapter 1 – General
Regulation 1
Definitions
Regulation 2
Applications
Regulation 3
Exemptions and waivers
Regulation 4
Exceptions
Regulation 5
Equivalents
Chapter 2 - Surveys and certification
Regulation 6
Surveys
Regulation 7
Issue or endorsement of a Certificate
Regulation 8
Issue or endorsement of a Certificate by another Government
Regulation 9
Form of Certificate
Regulation 10
Duration and validity of Certificate
Regulation 11
Port State control on operational requirements
Chapter 3 - Requirements for machinery spaces of all ships
Part A – Construction
Regulation 12
Tanks for oil residues (sludge)
Regulation 13
Standard discharge connection
Part B – Equipment
Regulation 14
Oil filtering equipment
Part C - Control of operational discharge of oil
Regulation 15
Control of discharge of oil
A: Discharges outside special areas
B: Discharges in special areas
C: Requirements for ships of less than 400 gross tonnage in all areas except the Antarctic area
D: General requirements
Regulation 16
Segregation of oil and water ballast and carriage of oil in forepeak
tanks
Regulation 17
Oil Record Book, Part I - Machinery space operations
Chapter 4 - Requirements for the cargo areas of oil tankers
Part A – Construction
Regulation 18
Segregated ballast tanks
Regulation 19
Double hull and double bottom requirements for oil tankers delivered
on or after 6 July 1996
Regulation 20
Double hull and double bottom requirements for oil tankers delivered
before 6 July 1996
60
Regulation 21
Prevention of oil pollution from oil tankers carrying heavy grade oil as
cargo
Regulation 22
Pump-room bottom protection
Regulation 23
Accidental oil outflow performance
Regulation 24
Damage assumptions
Regulation 25
Hypothetical outflow of oil
Regulation 26
Limitations of size and arrangement of cargo tanks
Regulation 27
Intact stability
Regulation 28
Subdivision and damage stability
Regulation 29
Slop tanks
Regulation 30
Pumping, piping and discharge arrangement
Part B – Equipment
Regulation 31
Oil discharge monitoring and control system
Regulation 32
Oil/water interface detector
Regulation 33
Crude oil washing requirements
Part C - Control of operational discharge of oil
Regulation 34
Control of discharge of oil
A: Discharges outside special areas
B: Discharges in special areas
C: Requirements for oil tankers of less than 150 gross tonnage
D: General requirements
Regulation 35
Crude oil washing operations
Regulation 36
Oil Record Book, Part II - Cargo/ballast operations
Chapter 5 - Prevention of oil pollution arising from an oil pollution incident
Regulation 37
Shipboard oil pollution emergency plan
Chapter 6 - Reception facilities
Regulation 38
Reception facilities
Chapter 7 - Special requirements for fixed or floating platforms
Regulation 39
Special requirements for fixed or floating platforms
SPECIAL AREAS UNDER MARPOL ANNEX 1
.eca .annex 1 special area .a1sa
1.
2.
3.
4.
5.
ANTARCTIC SEA
THE BLACK SEA
BALTIC SEA
“GULFS” AREA.
THE GULF OF ADEN
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6. OMAN AREA OF THE ARABIAN SEA
7. THE RED SEA
8. THE MEDITERRANEAN SEA
9. NORTHWEST EUROPEAN WATERS
10. SOUTHERN SOUTH AFRICAN WATERS
Chapter 01: General
Regulation 1 – Definitions
Regulation 2 – Application
Regulation 3 - Exemptions and waivers
Regulation 4 – Exceptions
This annex shall not apply to the discharge into the sea of oil or oily mixture necessary for the purpose of
securing the safety of a ship or saving life at sea; or
This annex shall not apply to the discharge into the sea of oil or oily mixture resulting from damage to a ship or
its equipment but reasonable precautions need to be taken after the damage or discovery of the discharge to
minimize the discharge
But if the owner or the master willingly and recklessly caused the damage knowing that damage would
probably cause the discharge of oil this will not be exempted and necessary actions need to be taken.
This annex shall not apply to the discharge into the sea of substances containing oil, approved by the
Administration, to combat specific pollution incidents in order to minimize the damage from pollution.
Chapter 02: Survey and Certifications
Regulation 6 – Surveys
Every oil tanker of 150 gross tonnages and above, and every other ship of 400 gross tonnages and above
shall be subject to the surveys specified below
1. An initial survey
before the ship is put in service or
before the Certificate required (An International Oil Pollution Prevention Certificate) is issued for the
first time. It shall include a complete survey of its structure, equipment, systems, fittings, arrangements
and material. This survey shall ensure that the structure, equipment, systems, fittings, arrangements
and material fully comply with the applicable requirements of this Annex.
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2. A renewal survey
at intervals specified by the Administration, but not exceeding 5 years. The renewal survey shall be such
as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply
with applicable requirements of this Annex.
3. An intermediate survey
Conducted within 3 months before or after the second anniversary date or within 3 months before or
after the third anniversary date of the Certificate.
The intermediate survey shall ensure that the equipment and associated pump and piping systems,
including oil discharge monitoring and control systems, crude oil washing systems, oily water separating
equipment and oil filtering systems, fully comply with the applicable requirements of this Annex
and are in good working order. Intermediate surveys shall be endorsed on the International Oil Pollution
Prevention Certificate.
4. An annual survey
Conducted within 3 months before or after each anniversary date of the Certificate, It includes a general
inspection of the structure, equipment, systems, fittings, arrangements and material to ensure that they
have been maintained in accordance with this regulation and that they remain satisfactory. Such annual
surveys shall be endorsed on the International Oil Pollution Prevention Certificate.
5. An additional survey
Either general or partial, according to the circumstances, shall be made after a repair or whenever any
important repairs or renewals are made. The survey shall be such as to ensure that the necessary
repairs or renewals have been effectively made. Ensure that material and workmanship of such repairs
or renewals are satisfactory. Also ensure the ship complies in all respects with the requirements of this
Annex.
Regulation 7 - Issue or endorsement of certificate
An International Oil Pollution Prevention Certificate shall be issued, after an initial or renewal survey to
any oil tanker of 150 gross tonnages and above and any other ships of 400 gross tonnages according to
provisions of this annex.
The certificate is supplemented by a Record of Construction and Equipment for Ships Other Than Oil
Tankers (Form A) or
Record of Construction and Equipment for Oil Tankers (Form B), as appropriate.
This certificate shall be issued or endorsed by the Administration or any other organization authorized
by it.
Regulation 10 - Duration and validity of certificate
An International Oil Pollution Prevention Certificate shall be issued for a period specified by the
Administration, which shall not exceed five years.
Chapter-3 Requirements for machinery spaces of all ships
Annex 1 Chapter 3
63
.annex 1 chapter 3 .annex 1 chap 3
Annex 1 chap 3
.a1c3 .an1c3
Annex 1 chapter 3 is requirements for the machinery space
It has 3 part. Part A B and C
Part A- Construction
Regulation 12 - Tanks for oil residues (sludge)
Every ship of 400 gross tonnages and above shall be provided with a tank or tanks of adequate capacity
to receive the oil residues (sludge) resulting from the purification of fuel and lubricating oils and oil
leakages in the machinery spaces.
Piping to and from sludge tanks shall have no direct connection overboard, other than the standard
discharge connection
Regulation 13 - Standard discharge connection
To enable pipes of reception facilities to be connected with the ship's discharge pipeline for residues
from machinery bilges and from sludge tanks, both lines shall be fitted with a standard discharge
connection of specified dimensions.
.annex 1 sdc .annex 1 isc .a1sdc .sdc
Standard dimensions of flanges for discharge connections
ISC (Fire Line)
Annex 1 (Sludge/Bilge)
Annex 4 (Sewage)
Outside
Diameter
(OD)
Inside
Diameter
(ID)
Bolt Circle
Diameter
(PCD)
Slots in
Flange
178mm
215mm
210mm
Description
64mm
According to pipe, max 125 According to pipe dia, max
mm outer dia
100mm outer dia
132mm
183mm
170mm
4 holes
6 holes
4 holes
Bolt Hole dia
19mm
22 mm
18mm
Bolt dia
16mm
20 mm
16mm
Flange
Thickness
Bolts & Nuts
14.5 mm minimum
20 mm
16mm
4 bolts, 4 nuts
6 bolts, 6 nuts
4 bolts, 4 nuts
Bolt length
50mm
Suitable length
Suitable length
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Washers
8 nos
12 nos
8 nos
Pressure
10 bar
6 bar
6 bar
Part B - Equipment
Regulation 14 - Oil filtering equipment
→Any ship of 400 gross tonnages and above but less than 10,000 gross tonnages shall be fitted with oil
filtering equipment of a design approved by the Administration. This equipment will ensure that any oily
mixture discharged into the sea after passing through the system has an oil content not exceeding 15
parts per million.
→Any ship of 10,000 gross tonnages and above shall be fitted with oil filtering equipment, of a design
approved by the administration and should ensure that
→any discharge of oily mixtures is automatically stopped when the oil content of the effluent
exceeds 15 parts per million.
In addition, it shall be provided with alarm arrangements to indicate when this level cannot be
maintained.
Ships, such as hotel ships, storage vessels, etc., which are stationary doesn’t need to be provided with
oil filtering equipment.
Such ships shall be provided with a holding tank having a volume adequate for the total retention on
board of the oily bilge water.
All oily bilge water shall be retained on board for discharge to reception facilities.
Part C- Control of operational discharge of oil
Regulation 15 - Control of discharge of oil
A Discharges outside special areas
Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnages and above shall be
prohibited except when all the following conditions are satisfied:
1. The ship is proceeding en route.
2. The oily mixture is processed through an oil filtering equipment meeting the requirements
of this Annex
3. The oil content of the effluent without dilution does not exceed 15 parts per million
4. The oily mixture does not originate from cargo pump-room bilges on oil tankers
5. The oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
B Discharges in special areas
Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall be
prohibited except when all of the following conditions are satisfied:
1 The ship is proceeding en route;
.2 The oily mixture is processed through an oil filtering equipment equipped with auto stopping
device with alarm system
.3 The oil content of the effluent without dilution does not exceed 15 parts per million;
.4 The oily mixture does not originate from cargo pump-room bilges on oil tankers; and
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.5 The oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
Regulation 16 - Segregation of oil and water ballast and carriage of oil in forepeak tanks
For ships above 400 GT other than oil tankers and oil tankers of 150 GT and above no ballast water shall
be carried in any oil fuel tank.
When need to carry large quantities of oil fuel and for this purpose need to carry ballast water in fuel
tanks such ballast water shall be discharged to reception facilities and an entry shall be made in the Oil
Record Book.
For ships of 400 GT and above built after January 1982, shall not carry oil in fore peak tank or forward of
the collision bulkhead.
Regulation 17 - Oil Record Book, Part I (Machinery space operations)
.orbp1 .orb part1 .orbpart1 .orb part 1
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Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above other
than an oil tanker shall be provided with an Oil Record Book Part I (Machinery space operations).
The Oil Record Book Part I shall be completed on each occasion, on a tank-to-tank basis whenever any
of the following machinery space operations takes place in the ship:
1. Ballasting or cleaning of oil fuel tanks;
2. Discharge of dirty ballast or cleaning water from oil fuel tanks;
3. Collection and disposal of oil residues (sludge and other oil residues);
4. Discharge overboard or disposal otherwise of bilge water which has accumulated in
machinery spaces; and
5. Bunkering of fuel or bulk lubricating oil.
6. Accidental discharge and reason for that
Each operation shall be fully recorded without delay
Each entry shall be signed by the officer or officers in charge of the operations concerned and each
completed page shall be signed by the master of ship.
Entries should have made in English, French or Spanish
Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part I.
The Oil Record Book Part I shall be kept in such a place as to be readily available for inspection at all
reasonable times and shall be preserved for a period of three years after the last entry has been made.
Chapter 4: Requirements for cargo areas of oil tankers
.a1c4 .an1c4 .annex1 chapter4 .ann1c4
Annex 1 chapter 4 is Requirements for the cargo areas of oil tankers
Part A - Construction
Regulation 30 - Pumping, piping and discharge arrangement
In every oil tanker of 150 gross tonnage and above, a discharge manifold for connection to reception
facilities for the discharge of dirty ballast water or oil-contaminated water shall be located on the open
deck on both sides of the ship.
66
And the pipelines for the discharge to the sea of ballast water or oil-contaminated water from cargo
tank areas shall be led to the open deck or to the ship's side above the waterline
Part B- Equipment
Regulation 31 - Oil discharge monitoring and control system
.odmc
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Oil tankers of 150 gross tonnage and above shall be equipped with an oil discharge monitoring and
control system approved by the Administration.
The system shall be fitted with a recording device to provide a continuous record of the discharge in
liters per nautical mile and total quantity discharged, or the oil content and rate of discharge.
The record shall be identifiable by time and date and shall be kept for at least three years.
discharge of oily mixture is automatically stopped when the instantaneous rate of discharge of oil
exceeds approved level.
Any failure of this monitoring and control system shall stop the discharge.
In the event of failure of the oil discharge monitoring and control system a manually operated
alternative method may be used, but the defective unit shall be made operable as soon as possible. A
tanker with a defective oil discharge monitoring and control system can undertake one ballast voyage
but after that must go to a repair port.
The system shall be provided with an operational manual approved by the Administration.
Regulation 32 - Oil/water interface detector
oil tankers of 150 gross tonnage and above shall be provided with effective oil/water interface detectors approved by
the Administration for a rapid and accurate determination of the oil/water interface in slop tanks and shall be
available for use in other tanks
Regulation 33 - Crude oil washing requirements
Every crude oil tanker of 20,000 tonnes deadweight and above delivered after 1 June 1982 shall be fitted with a
cargo tank cleaning system using crude oil washing.
Part C – Control of discharge of oil
Regulation 34 - Control of discharge of oil
Any discharge into the sea of oil or oily mixtures from the cargo area of an oil tanker of 150 gross
tonnage and above shall be prohibited except when all the following conditions are satisfied:
1. The tanker is not within a special area.
2. The tanker is more than 50 nautical miles from the nearest land.
3. The tanker is proceeding en route.
4. The instantaneous rate of discharge of oil content does not exceed 30 liters per nautical mile.
5. The total oil discharged into the sea does not exceed 1/30000 of the total quantity of the
particular cargo from which the residue formed.
6. The tanker has in operation an oil discharge monitoring and control system.
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Regulation 35 - Crude oil washing operations
Every oil tanker operating with crude oil washing systems shall be provided with an Operations and
Equipment Manual. This manual shall have details the system and equipment. Also shall have
operational procedures. This manual need be to the satisfaction of the Administration.
Regulation 36 - Oil Record Book, Part II - Cargo/ballast operations
.orbp2 .orb part2 .orbpart2 .orb part 2
Every oil tanker of 150 gross tonnage and above shall be provided with an Oil Record Book Part II for
Cargo/Ballast Operations.
The Oil Record Book Part II shall be completed on each occasion, on a tank-to-tank basis, whenever any of
the following cargo/ ballast operations take place in the ship:
.1 Loading of oil cargo;
.2 Internal transfer of oil cargo during voyage;
.3
Unloading of oil cargo;
.4
Ballasting of cargo tanks and dedicated clean ballast tanks;
.5
Cleaning of cargo tanks including crude oil washing;
.6
Discharge of ballast except from segregated ballast tanks;
.7
Discharge of water from slop tanks;
.8
Closing of all applicable valves after slop tank discharge operations;
.9
Closing of all valves necessary for isolation of dedicated clean ballast tanks from cargo
and stripping lines after slop tank discharge operations; and
Disposal of cargo cleaning residues.
.10
Chapter 5: Prevention of Pollution Arising from an Oil Pollution Incident
Regulation 37 - Shipboard oil pollution emergency plan
Every oil tanker of 150 gross tonnage and above and every ship other than an oil tanker of 400 gross
tonnage and above shall carry on board a Shipboard Oil Pollution Emergency Plan approved by the
Administration.
SOPEP:
SOPEP: Regulation 37, Annex 1
Annex 1 reg 37
SOPEP Meaning:
SOPEP stands for Ship oil pollution emergency plan and as per the MARPOL 73/78 requirement under Annex I,
an oil tanker 150 GT and all ships with 400 GT and above must carry an oil prevention plan
Master of the ship is the overall in charge of the SOPEP, along with the chief officer as subordinate in charge
for implementation of SOPEP on board. SOPEP also describes the plan for the master, officer and the crew of
the ship regarding ways to tackle various oil spill scenarios that can occur on a ship.
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The essential SOPEP requirements for a ship are:
1. The Ship Oil Pollution Emergency Plan must be a written plan.
2. The plan guides the Master and officers on board the ship concerning the steps to be taken when an oil
pollution incident has occurred or if there is a risk of one.
5. A recognized authority has approved the SOPEP, and there are no changes or revisions made without the
prior approval of the Administration.
6. If there are any changes in the plan which is non-mandatory, it generally does not require approval from the
administration. The owner and ship manager must update about the non-mandatory changes done in the plan
Contents of SOPEP
SOPEP contains the following things:
•The action plan which contains the duty of each crew member at the time of the spill, including emergency
muster and actions.
•SOPEP contains the general information about the ship and the owner of the ship etc.
•Steps and procedure to contain the discharge of oil into the sea using SOPEP equipment
•It contains the inventory of the SOPEP material provided for pollution prevention such as an oil absorbent
pads, sawdust bags, booms etc.
•Onboard reporting procedure and requirement in case of an oil spill is described
•Authorities to contact and reporting requirements in case of an oil spill are listed in SOPEP. Authorities like
port state control, oil clean up team etc are to be notified
•SOPEP includes drawing of various fuel lines, along with other oil lines on board vessel with the positioning of
vents, save all trays etc.
•The general arrangement of the ship is also listed in SOPEP, which includes the location of all the oil tanks
with capacity, content etc.
•The location of the SOPEP locker and contents of the locker with a list of inventories
•Guidance to keep the records of the pollution incident (for liability, compensation and insurance purpose)
•Procedure to maintain the record as required by the authorities
SOPEP equipment:
1. Oil boom
2. Oil spill dispersants. (chemical)
3. Oil sweep
4. Absorbent materials
5. Oil sorbent socks
6. Absorbent roll
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7. Scoops
8. Absorbent granules (saw dust)
9. Shovels
10. Absorbent pads
11. Brooms
12. Mops
13. Empty receptacles (200 liters capacity) (200 litre drum)
14. Oil Truck pack (carriage truck)
15. PVC protective gloves
16. IMO disposable bags
17. Non sparking hand pump (portable air driven pumps)
18. Screwdriver
19. 7-barrel kits for USCG
The SOPEP locker must be stowed in an easily accessible locker, clearly marked, and prior to all bunkering
operations SOPEP items to be brought on deck ready for immediate use,
The overview of general duties of ships’ crew under SOPEP:
MASTER: He/she is overall in charge of any incident related to the oil spill and should contact the authorities
about it. He/she needs to ensure all crew members are complying with the plan and records are maintained
for the incident
Chief Engineer: He/she will be the in charge of the bunkering operation and will instruct the subordinates to
prepare SOPEP KIT prior to any oil related operation (Sludge transfer, lube oil bunkering, fuel oil bunkering
etc.). Chief engineer should keep the Master informed and updated on the situation, and the results from
action taken to limit oil outflow.
Chief Officer: He/she will be the in charge of complete deck operation to prevent any oil spill or in the event of
a spill, the Chief officer must always keep the master in the loop and update the situation and action taken to
stop or reduce an oil outflow.
Deck Duty Officer: To Assist the chief officer in deck watch and alert and inform Chief Officer/ Chief Engineer
on any potential oil spill situation.
Duty Engineer: To assist Chief Engineer for any oil transfer operation which includes preparation of SOPEP
material and readiness of firefighting equipment.
Duty Rating(s): To assist and alert the duty officer and engineer for detection of potential oil leakage and to
immediately assist by all possible means to restrict and clean an ongoing spill. He/she should bring the
additional SOPEP material to the location for preventing oil from reaching the ship’s railing.
70
SOPEP does not only provide details for preventing and fighting an oil spill, but it also acts similar to any other
regulation of SOLAS as it also has the details to save the ship and crew in the event of mishap such as fire,
collision, listing etc. and other related incident related to oil.
SOPEP Locker Items:
71
MEPC 107(49)
.m107
.mepc107 .mepc 107
MEPC 107 (49) Implemented from 1 January 2005
The outline of major revisions on the guideline:
(1) The 15ppm Bilge Separator
(i) The feed to emulsified bilge water should not result in the discharge overboard of any mixture
containing more than 15ppm of oil.
(ii) Fail-safe arrangements to avoid any discharge in case of malfunction should be provided.
(2) The 15ppm Bilge Alarm
(i) The ppm display should not be affected by emulsions and/or the type of oil.
(ii) The response time of the 15ppm Bilge Alarm should not exceed 5 seconds (before it was 20
seconds)
(iii)The 15ppm Bilge Alarm should have a recording device which will
> record date, time and alarm status, and operating status of the 15ppm Bilge Separator.
The recording device should
> store data for at least eighteen months and should be able to display or print a protocol for official
inspections as required.
(iv) willful manipulation of 15ppm Bilge Alarms is prevented . Every access of the 15ppm Bilge Alarm
beyond the essential maintenance requires the breaking of a seal; and
(b) the 15ppm Bilge Alarm should be so constructed that the alarm is always activated whenever clean
water is used for cleaning or zeroing purposes.
(3) Relevant piping arrangements
(i) Automatic stopping device
→The automatic stopping device should have a recirculating valve arrangement installed in the effluent
outlet line of 15ppm bilge separator. When the oil content of the effluent exceeds 15ppm the device will
automatically diverts the effluent mixture from being discharge overboard back to the ship’s bilges or bilge
tank
→The means by stopping of bilge pump will not permitted.
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(ii) Re-circulating facilities
Re-circulating facilities should be provided, after and adjacent to the overboard outlet of the stopping
device to enable the 15ppm Bilge Separator system, the 15ppm Bilge Alarm and the automatic stopping
device, to be tested with the overboard discharge closed.
(iii) Capacity of the supply pump
→The capacity of the supply pump should not exceed 110% (150% previously) of the rated capacity of the
15ppm Bilge Separator with
→ size of pump and motor, to be stated on the Certificate of Type Approval.
(iv) Overall response time
Overall response time between an effluent discharge from the 15ppm Bilge Separator exceeding 15ppm,
and the operation of the Automatic Stopping Device preventing overboard discharge, should be as short as
possible (including the response time of the 15ppm Bilge Alarm).The minimum time is 20 seconds (it was
40 seconds previously).
(v) Sampling point
For future inspection purposes on board ship, a sampling point should be provided in a vertical section of
the water effluent piping (from the center of pipe) as close as is practicable to the 15ppm Bilge Separator
outlet.
(vi) The arrangement for the extraction of samples to the 15ppm Bilge Alarm
The arrangement for the extraction of samples from the 15ppm Bilge Separator discharge line to the
15ppm Bilge Alarm should give a truly representative sample of the effluent with an adequate pressure and
flow. The Sample should be taken from the center of a vertical section of the water effluent piping.)
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(4) Others
(i) Operating and Maintenance manuals
A vessel fitted with a 15ppm Bilge Separator and a 15ppm Bilge Alarm should have a copy of Operating and
Maintenance manuals. on board
(ii) Calibration of 15ppm Bilge Alarms
The accuracy of the 15ppm Bilge Alarms should be checked at IOPP Certificate renewal surveys according to
the manufacturer’s instructions.
Alternatively, the unit may be replaced by a calibrated 15ppm Bilge Alarm.
The calibration certificate for the 15ppm Bilge Alarm should have the certifying date of last calibration
check. It should be kept onboard for inspection purposes.
The accuracy checks can only be done by the manufacturer or persons authorized by the manufacturer.
MARPOL ANNEX 2
.annex 2 .a2
Annex II- Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk
Chapter 1 – General
Regulation 1
Definitions
Regulation 2
Application
Regulation 3
Exceptions
Regulation 4
Exemptions
Regulation 5
Equivalents
Chapter 2 - Categorization of noxious liquid substances
Regulation 6
Categorization and listing of noxious
liquid substances and other substances
Chapter 3 - Surveys and certification
Regulation 7
Survey and certification of chemical tankers
Regulation 8
Surveys
Regulation 9
Issue or endorsement of Certificate
Regulation 10
Duration and validity of Certificate
Chapter 4 - Design, construction, arrangement and equipment
Regulation 11
Design, construction, equipment and
operations
Regulation 12
Pumping, piping, unloading arrangements
and slop tanks
Chapter 5 Operational discharges of residues of noxious liquid substances
Regulation 13
Control of discharges of residues of
noxious liquid substances
74
Regulation 14
Procedures and Arrangements Manual
Regulation 15
Cargo Record Book
Chapter 6 - Measures of control by port States
Regulation 16
Measures of control
Chapter 7 - Prevention of pollution arising from an incident involving noxious liquid substances
Regulation 17
Shipboard marine pollution emergency
plan for noxious liquid substances
Chapter 8 - Reception facilities
Regulation 18
Reception facilities and cargo unloading
terminal arrangements
Regulation 2
Application
Unless expressly provided otherwise, the provisions of this Annex shall apply to all ships certified to carry
noxious liquid substances in bulk.
Regulation 6 Categorization and listing of noxious liquid substances and other substances
For the purpose of the regulations of this Annex, noxious liquid substances shall be divided into four
categories as follows:
Category X:
Noxious liquid substances which, if discharged into the sea from tank cleaning or deballasting operations, are
deemed to present a major hazard to either marine resources or human health and, therefore, justify the
prohibition of the discharge into the marine environment
Category Y:
Noxious liquid substances which, if discharged into the sea from tank cleaning or deballasting operations, are
deemed to present a hazard to either marine resources or human health or cause harm to amenities or other
legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into
the marine environment.
Category Z:
Noxious liquid substances which, if discharged into the sea from tank cleaning or deballasting operations, are
deemed to present a minor hazard to either marine resources or human health and therefore justify less
stringent restrictions on the quality and quantity of the discharge into the marine environment;
Other substances:
Substances indicated as OS (Other substances) in the pollution category column of chapter 18 of the
International Bulk Chemical Code which have been evaluated and found to fall outside category X, Y or Z of
75
this Annex. At present, considered to present no harm to marine resources, human health, amenities or other
legitimate uses of the sea when discharged into the sea from tank cleaning or deballasting operations.
Regulations 8 Surveys
Ships carrying noxious liquid substances in bulk shall be subject to the surveys specified below:
1. An initial survey
before the ship is put in service or before the Certificate required (An International Pollution Prevention
Certificate for the Carriage of Noxious Liquid Substances in Bulk) is issued for the first time. It shall include a
complete survey of its structure, equipment, systems, fittings, arrangements and material in so far as the ship
is covered by this Annex. This survey shall be such as to ensure that the structure, equipment, systems,
fittings, arrangements and material fully comply with the applicable requirements of this Annex.
2. A renewal survey
at intervals specified by the Administration, but not exceeding 5 years. The renewal survey shall be such as to
ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with
applicable requirements of this Annex.
3. An intermediate survey
within 3 months before or after the second anniversary date or within 3 months before or after the third
anniversary date of the Certificate. The intermediate survey shall be such as to ensure that the equipment and
associated pump and piping systems fully comply with the applicable requirements of this Annex and are in
good working order. Such survey shall be endorsed on the certificate.
4. An annual survey
within 3 months before or after each anniversary date of the Certificate. It includes a general inspection of the
structure, equipment, systems, fittings, arrangements and material in order to ensure that they have been
maintained and remain satisfactory for the service. Such survey shall be endorsed on the certificate.
5. An additional survey
shall be made after any important repairs or renewals. The survey shall be such as to ensure that the
necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs
or renewals are in all respects satisfactory and that the ship complies in all respects with the requirements of
this Annex.
Regulation 9 Issue or endorsement of Certificate
An International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk shall be
issued, after an initial or renewal survey to any ship intended to carry noxious liquid substances in bulk and
which is engaged in voyages to ports or terminals under the jurisdiction of other Parties to the Convention.
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Such Certificate shall be issued or endorsed either by the Administration or by any person or organization duly
authorized by it. In every case, the Administration assumes full responsibility for the Certificate.
Regulation 10 Duration and validity of Certificate
An International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk shall be
issued for a period specified by the Administration which shall not exceed 5 years.
Regulation 11 Design, construction, equipment and operations
The design, construction, equipment and operation of ships certified to carry noxious liquid substances in bulk
shall be in compliance with the provisions identified in chapter 17 of the International Bulk Chemical Code, to
minimize the uncontrolled discharge into the sea of such substances.
Regulation 12 Pumping, piping, unloading arrangements and slop tanks
Every ship constructed on or after 1 January 2007 shall be provided with a pumping and piping arrangement
to ensure that each tank certified for the carriage of substances in category X, Y or Z does not retain a quantity
of residue in excess of 75 liters in the tank and its associated piping.
Ships certified to carry substances of category X, Y or Z shall have an underwater discharge outlet (or outlets).
The underwater discharge outlet (or outlets) shall be located within the cargo area in the vicinity of the turn of
the bilge and shall be so arranged as to avoid the re-intake of residue/water mixtures by the ship’s seawater
intakes.
Regulation 13 Control of discharges of residues of noxious liquid substances
The discharge into the sea of residues of substances assigned to category X, Y or Z or ballast water, tank
washings or other mixtures containing such substances shall be prohibited unless such discharges are made in
full compliance with the applicable operational requirements contained in this Annex.
Before any prewash or discharge procedure is carried out in accordance with this regulation, the relevant
tank shall be emptied to the maximum extent
Discharge standards
• The ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at
•
•
least 4 knots in the case of ships which are not self-propelled
The discharge is made below the waterline through the underwater discharge outlet(s) not exceeding
the maximum rate for which the underwater discharge outlet(s) is (are) designed
The discharge is made at a distance of not less than 12 nautical miles from the nearest land in a depth
of water of not less than 25 metres
Regulation 14 Procedures and Arrangements Manual
Every ship certified to carry substances of category X, Y or Z shall have on board a Manual approved by the
Administration. The Manual shall have a standard format in compliance with this Annex. In the case of a ship
engaged in international voyages on which the language used is not English, French or Spanish, the text shall
include a translation into one of these languages.
77
The main purpose of the Manual is to identify for the ship’s officers the physical arrangements and all the
operational procedures with respect to cargo handling, tank cleaning, slops handling and cargo tank ballasting
and deballasting which must be followed in order to comply with the requirements of this Annex.
Regulation 15 Cargo Record Book
• Every ship to which this Annex applies shall be provided with a Cargo Record Book, whether as part of
the ship’s official log-book or otherwise, in the form specified to this Annex.
• In the event of an accidental discharge of a noxious liquid substance or a mixture containing such a
substance or a discharge, an entry shall be made in the Cargo Record Book stating the circumstances
of, and the reason for, the discharge.
• Each entry shall be signed by the officer or officers in charge of the operation concerned and each page
shall be signed by the master of the ship
• The Cargo Record Book shall be kept in such a place as to be readily available for inspection. It shall be
retained for a period of three years after the last entry has been made.
• The competent authority of the Government of a Party may inspect the Cargo Record Book on board
any ship to which this Annex applies while the ship is in its port, and may make a copy of any entry in
that book and may require the master of the ship to certify that the copy is a true copy of such entry.
Regulation 17 Shipboard marine pollution emergency plan for noxious liquid substances
Every ship of 150 gross tonnages and above certified to carry noxious liquid substances in bulk shall carry on
board a shipboard marine pollution emergency plan for noxious liquid substances approved by the
Administration.
Such a plan shall be based on the Guidelines developed by the Organization [Resolution MEPC.138(53)] and
written in a working language or languages understood by the master and officers. The plan shall consist at
least of:
1. The procedure to be followed by the master or other persons having charge of the ship to report a
noxious liquid substances pollution incident.
2. The list of authorities or persons to be contacted in the event of a noxious liquid substances
pollution incident
3. A detailed description of the action to be taken immediately by persons on board to reduce or
control the discharge of noxious liquid substances following the incident.
4. The procedures and point of contact on the ship for coordinating shipboard action with national
and local authorities in combating the pollution.
MARPOL ANNEX-II CERTIFICATES & DOCUMENTS
1. International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk (NLS
Certificate) - MARPOL Annex II, Regulation 8
2. Procedures and Arrangements Manual (P & A Manual) - MARPOL Annex II, Regulation 14, Resolution
MEPC.18(22)
3. Cargo Record Book (MARPOL Annex II, Regulation 15.2)
4. Shipboard Marine Pollution Emergency Plan for Noxious Liquid Substances -MARPOL Annex II,
Regulation 17
78
ANY CHEMICAL TANKER SHALL CARRY


International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
International Bulk Chemical Code (IBC Code), section1.5 ,IBC Code as modified by resolutions
MSC.16(58) and MEPC.40(29)
MARPOL Annex 3
.annex 3
.a3 .ann3
Regulations for the Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form
Regulation 1
Application
Regulation 2
Packing
Regulation 3
Marking and labelling
Regulation 4
Documentation
Regulation 5
Stowage
Regulation 6
Quantity limitations
Regulation 7
Exceptions
Regulation 8
Port State control on operational requirements
REGULATION 1- APPLICATION
This Annex apply to all ships carrying harmful substances in packaged form.
REGULATION 2- PACKING
Packages shall be adequate to minimize the hazard to the marine environment, having regard to their specific
contents.
REGULATION 3- MARKING AND LABELLING
 Packages containing a harmful substance shall be durably marked labelled to indicate that the substance is
a harmful substance in accordance with the IMDG Code (international code for the maritime transport of
dangerous goods in packaged form).
 The method of affixing marks or labels on packages containing a harmful substances hall be in accordance
with the IMDG Code.
REGULATION 4- DOCUMENTATION
 Transport information relating to the carriage of harmful substances shall be in accordance with the
relevant provisions of the IMDG Code
 Each ship carrying harmful substances shall have a Dangerous goods manifest or stowage plan in
accordance with the IMDG Code. A detailed stowage plan provide to identify the class and sets out the
location of all dangerous goods on board
REGULATION 5- STOWAGE
Harmful substances shall be properly stowed and secured to minimize the hazards to the marine environment
without impairing the safety of the ship and persons on board.
79
Regulation 6 - Quantity limitations
Certain harmful substances may, for sound scientific and technical reasons, need to be prohibited for carriage
or be limited as to the quantity which may be carried aboard any one ship. In limiting the quantity, due
consideration shall be given to size, construction, and equipment of the ship, as well as the packaging and the
inherent nature of the substances.
Regulation 7 - Exceptions
(1) Jettisoning(throw or drop from ship) of harmful substances carried in packaged form shall be prohibited,
except where necessary for the purpose of securing the safety of the ship or saving life at sea.
(2)Appropriate measures based on the physical, chemical and biological properties of harmful substances shall
be taken to regulate the washing of leakages overboard, This should not impair the safety of the ship and
persons on board.
Regulation 8 - Port State control on operational requirements*
(1) A ship when in a port of another Party is subject to inspection by officers duly authorized where there are
clear grounds for believing that the master or crew are not familiar with essential shipboard procedures
relating to the prevention of pollution by harmful substances.
(2) In this circumstances, steps should be taken to ensure that the ship shall not sail until the situation has
been brought to order in accordance with the requirements of this Annex.
MARPOL ANNEX 4
.annex 4 .a4 .an4 .annex4
ENTERED INTO FORCE ON 27 SEPTEMBER 2003
REGULATIONS FOR THE PREVENTION OF POLLUTION BY SEWAGE FROM SHIPS
Chapter 1 – General
Regulation 1
Definitions
Regulation 2
Applications
Regulation 3
Exceptions
Chapter 2 - Surveys and certification
Regulation 4
Surveys
Regulation 5
Issue or endorsement of a Certificate
Regulation 6
Issue or endorsement of a Certificate by another Government
Regulation 7
Form of Certificate
Regulation 8
Duration and validity of Certificate
Chapter 3 - Equipment and control of discharge
Regulation 9
Sewage systems
Regulation 10
Standard discharge connections
Regulation 11
Discharge of sewage
Chapter 4 - Reception facilities
Regulation 12
Reception facilities
80
Chapter-1 General
Regulation 1 – Definitions
SEWAGE MEANS
a) Drainage and other wastes from any form of toilets, urinals and scuppers.
b) Drainage from medical premises via wash basins, wash tubes and scuppers located in such premises.
c) Drainage from spaces containing living animals
d) Other waste waters when mixed with the drainages defined above.
Regulation -2 Application
 Applicable to ships 400 GRT & above
 ships of less than 400 gross tonnage which are certified to carry more than 15 persons; and
Regulation 3 – Exceptions
1 Regulation 11 of this Annex shall not apply to:
.1 the discharge of sewage from a ship necessary for the purpose of securing the safety of a ship and those
on board or saving life at sea; or
.2 the discharge of sewage resulting from damage to a ship or its equipment if all reasonable precautions
have been taken before and after the occurrence of the damage, for the purpose of preventing or
minimizing the discharge.
Chapter 2 - Surveys and certification
Regulation- 4 Surveys
 An initial survey before the ship is put in service or before the issuance of International sewage
pollution prevention certificate for the first time. It includes complete survey of its structure,
equipment, systems, fittings, arrangements and material fully comply with the requirements of this
Annex.
 A renewal survey at intervals specified by the Administration, but not exceeding five years. The
renewal survey shall be such as to ensure that the structure, equipment, systems, fittings,
arrangements and material fully comply with applicable requirements of this Annex.
 An additional survey either general or partial, according to the circumstances, shall be made after a
repair. The survey shall be such as to ensure that the necessary repairs or renewals have been
effectively made that the material and workmanship of such repairs or renewals are in all respects
satisfactory and that the ship complies in all respects with the requirements of this Annex.
Regulation 5 - Issue or endorsement of Certificate
1. An International Sewage Pollution Prevention Certificate shall be issued, after an initial or renewal survey to
any ship which is engaged in voyages to ports or offshore terminals. Validity should not exceed five years.
2 .Such certificate must be issued and approved by an administration
Regulation 6 - Issue or endorsement of a Certificate by another Government
1 At the request of the Administration, another foreign government may survey the ship and if satisfied
that, shall issue or authorize the issue of an International Sewage Pollution Prevention Certificate to the
81
ship.
2 A copy of the Certificate and a copy of the survey report shall be transmitted as soon as possible to the
Administration requesting the survey.
3 The Certificate contain a statement that it has been issued at the request of the Administration and it shall
have the same force and receive the same recognition as the Certificate issued by the ship’s own flag state
administration.
4 No International Sewage Pollution Prevention Certificate shall be issued to a ship who flag state is not a
party to the convention.
Regulation 7 - Form of Certificate
The International Sewage Pollution Prevention Certificate shall be drawn up in the form corresponding to
the model given in this Annex. Certificate shall be at least in English, French or Spanish.
Regulation 8 - Duration and validity of Certificate
1 An International Sewage Pollution Prevention Certificate shall be issued for a period specified by the
Administration which shall not exceed five years.
2.1 When the renewal survey is completed within three months before the expiry date of the existing
Certificate, the new Certificate shall be valid from the date of completion of the renewal survey to a date
not exceeding five years from the date of expiry of the existing Certificate.
2.2 When the renewal survey is completed after the expiry date of the existing Certificate, the new
Certificate shall be valid from the date of completion of the renewal survey to a date not exceeding five
years from the date of expiry of the existing Certificate.
2.3 When the renewal survey is completed more than three months before the expiry date of the existing
Certificate, the new Certificate shall be valid from the date of completion of the renewal survey to a date
not exceeding five years from the date of completion of the renewal survey
Chapter- 3 Equipment and control of discharge
.a4c3 .an4c3
Regulation 9 - Sewage systems
1 to comply annex 4 Every ship shall be equipped with one of the following sewage systems:
.1 a sewage treatment plant approved by the Administration, taking into account the standards and test
methods developed by the Organization, or
.2 a sewage comminuting and disinfecting system approved by the Administration along with a storage
tank for the temporary storage of sewage when the ship is less than 3 nautical miles from the nearest
land, or
.3 a holding tank of the capacity to the satisfaction of the Administration for the retention of all sewage,
considering the operation of the ship, the number of persons on board and other relevant factors.
The holding tank shall be constructed to the satisfaction of the Administration and shall have a means
to indicate visually the amount of its contents.
82
Regulation 10 - Standard discharge connections
.a4sdc .annex 4 isc .annex 4 sdc .sdc .an4sdc
1 To enable pipes of reception facilities to be connected with the ship's discharge pipeline, both lines shall be
fitted with a standard discharge connection in accordance with the following table:
Standard dimensions of flanges for discharge connections
ISC
Annex 1
Annex 4
Outside
Diameter
(OD)
Inside
Diameter
(ID)
Bolt Circle
Diameter
(PCD)
Slots in
Flange
178mm
215mm
210mm
Description
64mm
According to pipe, max 125 According to pipe dia, max
mm outer dia
100mm outer dia
132mm
183mm
170mm
4 holes
6 holes
4 holes
Bolt Hole dia
19mm
22 mm
18mm
Bolt dia
16mm
20 mm
16mm
Flange
Thickness
Bolts & Nuts
14.5 mm minimum
20 mm
16mm
4 bolts, 4 nuts
6 bolts, 6 nuts
4 bolts, 4 nuts
Bolt length
50mm
Suitable length
Suitable length
Washers
8 nos
12 nos
8 nos
Pressure
10 bar
6 bar
6 bar
Regulation 11 - Discharge of sewage
.a4r11 .annex 4 discharge of sewage
1 Any discharge of sewage into the sea is prohibited, except when:
.1
the ship is discharging comminuted and disinfected sewage using a system approved by the
Administration, at a distance of more than 3 nautical miles from the nearest land, or sewage which is
not comminuted or disinfected at a distance of more than 12 nautical miles from the nearest land,
She sewage that has been stored in holding tanks shall not be discharged instantaneously but at a
moderate rate when the ship is en route and proceeding at not less than 4 knots; the rate of discharge
83
shall be approved by the Administration.
.2
the ship has in operation an approved sewage treatment plant which has been certified by the
Administration to meet the operational requirements
.2.1 the test results of the plant are laid down in the ship's International Sewage Pollution Prevention
Certificate; and
.2.2 the effluent shall not produce visible floating solids nor cause discoloration of the surrounding water.
3 When the sewage is mixed with wastes or wastewater covered by other Annexes of MARPOL 73/78, the
requirements of those Annexes shall be complied with in addition to the requirements of this Annex.
Regulation 12 - Reception facilities
1 The Government of each Party to the Convention shall provide reception facilities at ports and terminals for
the reception of sewage, without causing delay to ships, adequate to meet the needs of the ships using them.
Sewage Treatment Plant maintenance:
.Sewage Treatment Plant maintenance
.stp .stpm .stp maintenance
Regular maintenance is required
 to ensure biological treatment process is running smoothly
 Ensure there is no formation of methane gas and toxic fumes from anaerobic process.
 Bacteria must be kept alive by maintaining the correct conditions as they are very sensitive to
temperature, type of water and regularity of flow. Oil or grease coming to the plant can kill the
bacteria.
 Metallic object, rubber goods and absorbent cotton must not be disposed into the sanitary system.
 Chlorine tablet regularly adding, compressor filter cleaning, greasing, system flushing must be done
regularly
Daily
> Check for any abnormal alarms
> Check smell and abnormal noise from blower and pump
> Check the sludge return flow from settling tank to aeration chamber
> Check the chemical dosing tank
Weekly
> Take a sludge content test
> check chlorine content of effluent
Monthly
> Check aeration lines are clear. If solenoid valves are present check the working of the
same.
> Do backwash if the sludge content is high
> Check that there is no obstruction in the venting line
> Inspect the tank's external and internal coatings for corrosion
> Try out all the external valves
84
> Try out high level alarms
Yearly
> Empty whole system and clean thoroughly
> Clean the floats for pump cut in and cut of as well as high level alarm
> Replace the gaskets if required
> Replace the non return valve in case of vacuum STP
Use several litters of lime removing agent at each end of vacuum line then flush the toilets every two weeks
Sewage Waste:
The Sewage waste produced on the ship can further be divided into two categories; Blackwater and Grey
Water. Together they are called as wastewater.
The black water comprises the following wastes produced on a ship:
85
– Waste generated from drainage and in any other form from toilets and urinals
– Waste generated from drainage of a medical dispensary, sickbay, etc. via wash basins, wash tubs and
scuppers located in such premises
– Drainage from the cargo hold of living animals; or other wastewaters when mixed with the drainages of such
spaces
The Grey Water produced on Ship comprises of:
– Waste generated from drainage of dishwasher and washbasin in the galley
– Waste generated from drainage of cabin showers, bath and washbasin drains
– Waste generated from drainage of laundry
– Wastewater from interior deck drains
– Refrigerator and air conditioner condensate
What PSC inspect in sewage system?
.sewage psc .psc sewage
Whenever a ship arrives in a port, an inspector representing the port state may inspect the ship for any
deficiency. The most targeted area by any PSC authority is the ship’s pollution prevention system, which also
includes the sewage system. The PSC surveyor may check the following things:
1. STP is operated correctly by the ship’s crew
2. All the crew members know the international and local regulations
3. The sewage discharge valve is shut and sealed/locked in port
4. The internal chamber of STP is clean (no sign of metal wastage)
5. The safety management system onboard includes the steps for regular checks and maintenance of the
sewage plant
6. The chlorine content in the effluent can be checked
7. Log of opening and closing of the discharge valve
8. The validity of the International Sewage Pollution Prevention Certificate
Sewage Effluent Test
.sewage test .effluent test .sewage effluent test
Test to be conducted: onboard are:
• Chlorine test
• Suspended solids
• Biochemical oxygen demand
• Coliform count
• Chemical oxygen demand
Chlorine Test :
5ppm or less on the sample from the chlorine contact compartment. Uses a colour comparator to indicate
chlorine content.
Suspended Solids :
• Quantity of solid material in the effluent collected & weighed
• Standard size asbestos mat filter element used – solid collected, dried and weighed.
86
• Test results : ppm or mg of suspended solid / litre.
OR
• Monthly maintenance schedule:
A sample of 100 ml extracted from Aeration Tank with a graduated cylinder. The sample allow to stand for 30
minutes. If level of sludge is above the 60 ml level, unit would be partially disludged.
Biochemical Oxygen Demand (BOD):
.bod .biological oxygen demand
• Incubating 1 litre of sample at 20 deg C in well oxygenated water.
• Amount of oxygen consumed is measured.
• Measured : mg / litre or ppm
Coliform Count:
.coliform
• Raw sewage – coliform organism + other bacteria & virus that are responsible for typhoid, dysentery,
gastroenteritis, poliomyelitis & hepatitis etc.
• Effective disinfection of raw sewage – Absence of coliform organisms – no harmful bacteria present.
• Coliform count – number of coliforms / 100 ml of sample of effluent.
a) Incubation period - 48 hours / 35 deg C
b) production of colony of bacteria in 24 hours at 35 degree C.
Permissible Discharge Condition:
• Suspended solids : 50mg / litre
• Biochemical Oxygen Demand(BOD) : 50 mg / litre
E-coliform Count : 250 / 100ml
Chemical oxygen demand: 125 mg/l
MARPOL Annex 5
.annex 5 .a5 .an5
Annex V- Regulations for the Prevention of Pollution by Garbage from Ships
Contents
Regulation 1
Definitions
Regulation 2
Application
Regulation 3
Disposal of garbage outside special areas
Regulation 4
Special requirements for disposal of garbage
87
Regulation 5
Disposal of garbage within special areas
Regulation 6
Exceptions
Regulation 7
Reception facilities
Regulation 8
Port State control on operational requirements
Regulation 9
Placards, garbage management plans and garbage record-keeping
Regulation 1 – Definitions
For the purposes of this Annex:
(1) Garbage means all kinds of victual, domestic and operational waste excluding fresh fish and parts thereof,
generated during the normal operation of the ship and liable to be disposed of continuously or periodically
except those substances which are defined or listed in other Annexes to the present Convention
Regulation 2 – Application
Unless expressly provided otherwise, the provisions of this Annex shall apply to all ships.
Regulation 3 - Disposal of garbage outside special areas
(1) Subject to the provisions of regulations 4, 5 and 6 of this Annex:
(a)
the disposal into the sea of all plastics, including but not limited to synthetic ropes, synthetic
fishing nets, plastic garbage bags and incinerator ashes from plastic products which may contain
toxic or heavy metal residues, is prohibited;
b)cooking oil prohibited
(b) the disposal into the sea of the following garbage shall be made as far as practicable from the
nearest land but in any case is prohibited if the distance from the nearest land is less than:
(c)
(i)
25 nautical miles for dunnage, lining and packing materials which will float;
(ii)
12 nautical miles for food wastes and all other garbage including paper products, rags,
glass, metal, bottles, crockery and similar refuse;
disposal into the sea of food wastes and all other garbage including paper products, rags, glass,
metal, bottles, crockery may be permitted when it has passed through a comminuter or grinder
and made as far as practicable from the nearest land but in any case is prohibited if the distance
from the nearest land is less than 3 nautical miles. Such comminuted or ground garbage shall be
capable of passing through a screen with openings no greater than 25 mm.
(2) When the garbage is mixed with other discharges having different disposal or discharge requirements the
more stringent requirements shall apply.
Regulation 4 - Special requirements for disposal of garbage
(1) Subject to the provisions of paragraph (2) of this regulation, the disposal of any materials regulated by
this Annex is prohibited from fixed or floating platforms engaged in the exploration, exploitation and
associated offshore processing of sea-bed mineral resources, and from all other ships when alongside or
within 500 m of such platforms.
(2) The disposal into the sea of food wastes may be permitted when they have been passed through a
comminuter or grinder from such fixed or floating platforms located more than 12 nautical miles from land
and all other ships when alongside or within 500 m of such platforms. Such comminuted or ground food
wastes shall be capable of passing through a screen with openings no greater than 25 mm.
Regulation 6 – Exceptions
Regulations 3, 4 and 5 of this Annex shall not apply to:
88
(a)
the disposal of garbage from a ship necessary for the purpose of securing the safety of a
ship and those on board or saving life at sea; or
(b)
the escape of garbage resulting from damage to a ship or its equipment provided all
reasonable precautions have been taken before and after the occurrence of the damage,
for the purpose of preventing or minimizing the escape; or
(c)
the accidental loss of synthetic fishing nets, provided that all reasonable precautions have
been taken to prevent such loss
Regulation 7 - Reception facilities
(1) The Government of each Party to the Convention undertakes to ensure the provision of facilities at ports
and terminals for the reception of garbage, without causing undue delay to ships, and according to the needs
of the ships using them.
(2) The Government of each Party shall notify the Organization for transmission to the Parties concerned of all
cases where the facilities provided under this regulation are alleged to be inadequate.
Regulation 8 - Port State control on operational requirements*
(1) A ship when in a port of another Party is subject to inspection by officers duly authorized by such Party
concerning operational requirements under this Annex, where there are clear grounds for believing that the
master or crew are not familiar with essential shipboard procedures relating to the prevention of pollution by
garbage.
(2) In the circumstances given in paragraph (1) of this regulation, the Party shall take such steps as will ensure
that the ship shall not sail until the situation has been brought to order in accordance with the requirements
of this Annex.
Regulation 9 - Placards, garbage management plans and garbage record-keeping
1
(a) Every ship of 12 m or more in length overall shall display placards which notify the crew and
passengers of the disposal requirements of regulations 3 and 5 of this Annex, as applicable.
(b) The placards shall be written in the working language of the ship's personnel and, for ships
engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the
Convention, shall also be in English, French or Spanish.
(2) Every ship of 400 gross tonnage and above, and every ship which is certified to carry 15 persons or more,
shall carry a garbage management plan which the crew shall follow. This plan shall provide written
procedures for collecting, storing, processing and disposing of garbage, including the use of the equipment
on board. It shall also designate the person in charge of carrying out the plan. Such a plan shall be in
accordance with the guidelines developed by the Organization* and written in the working language of the
crew.
(3) Every ship of 400 gross tonnage and above and every ship which is certified to carry 15 persons or more
engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the Convention
and every fixed and floating platform engaged in exploration and exploitation of the sea-bed shall be
provided with a Garbage Record Book. The Garbage Record Book, whether as a part of the ship's official logbook or otherwise, shall be in the form specified in the appendix to this Annex;
(a)
each discharge operation, or completed incineration, shall be recorded in the Garbage
89
Record Book and signed for on the date of the incineration or discharge by the officer in
charge. Each completed page of the Garbage Record Book shall be signed by the master of
the ship. The entries in the Garbage Record Book shall be at least in English, French or
Spanish. Where the entries are also made in an official language of the State whose flag the
ship is entitled to fly, these entries shall prevail in case of a dispute or discrepancy;
(b)
the entry for each incineration or discharge shall include date and time, position of the
ship, description of the garbage and the estimated amount incinerated or discharged;
(c)
the Garbage Record Book shall be kept on board the ship and in such a place as to be
available for inspection in a reasonable time. This document shall be preserved for a period
of two years after the last entry is made on the record;
(d)
in the event of discharge, escape or accidental loss referred to in regulation 6 of this Annex
an entry shall be made in the Garbage Record Book of the circumstances of, and the
reasons for, the loss.
(4) The Administration may waive the requirements for Garbage Record Books for:
(a)
any ship engaged on voyages of 1 hour or less in duration which is certified to carry 15
persons or more; or
(b)
fixed or floating platforms while engaged in exploration and exploitation of the sea-bed.
Garbage record book part
P-1 ALL GARBAGE OTHER THAN CARGO RESIDUE
P-2 CARGO RESIDUE (HME & NON HME)
The special areas established under Annex V are:
•
•
•
•
•
•
•
•
the Mediterranean Sea
the Baltic Sea
the Black Sea
the Red Sea
the Gulfs area
the North Sea
the Wider Caribbean Region and
Antarctic Area
APPENDIX 1:
TABLE 1: SUMMARY OF GARBAGE DISCHARGE RESTRICTIONS
Garbage type1
All ships except platforms4
90
Regulation 5
Regulation 4
Regulation 6
MARPOL Annex 6
.annex 6 .a6 .ann6 .an6
Annex VI- Regulations for the Prevention of Air Pollution from Ships
91
MARPOL Annex VI, is the main international treaty addressing air pollution prevention requirements from
ships. first adopted in 1997, entry into force on 19 May 2005,
Contents
Chapter 1 – General
Regulation 1
Application
Regulation 2
Definitions
Regulation 3
General exceptions
Regulation 4
Equivalents
Chapter 2 - Survey, certification and means of control
Regulation 5
Surveys
Regulation 6
Issue or endorsement of Certificate
Regulation 7
Issue or endorsement of a Certificate by another Government
Regulation 8
Form of Certificate
Regulation 9
Duration and validity of Certificate
Regulation 10
Port State control on operational requirements
Regulation 11
Detection of violations and enforcement
Chapter 3 - Requirements for control of emissions from ships
Regulation 12
Ozone-depleting substances.
Regulation 13
Nitrogen oxides (NOx)
Regulation 14
Sulphur oxides (SOx)
Regulation 15
Volatile organic compounds
Regulation 16
Shipboard incineration
Regulation 17
Reception facilities
Regulation 18
Fuel oil availability and quality
Regulation 19
Requirements for platforms and drilling rigs
CHAPTER 4 – REGULATIONS ON ENERGY EFFICIENCY OF SHIPS
REGULATION 20 – ATTAINED EEDI
REGULATION 21 – REQUIRED EEDI
REGULATION 22 – SHIPBOARD ENERGY EFFICIENCY MANAGEMENT PLAN
REGULATION 22A – DATA COLLECTION SYSTEM(DCS)
92
Chapter 1 – General
Regulation 1 – Application
The provisions of this Annex shall apply to all ships, except where expressly provided otherwise
Regulation 2: Definitions
Regulation 3 - General exceptions
Regulations of this Annex shall not apply to:
(a)
any emission necessary for the purpose of securing the safety of a ship or saving life at sea; or
(b)
any emission resulting from damage to a ship or its equipment:
(i)
provided that all reasonable precautions have been taken after the occurrence of the
damage or discovery of the emission for the purpose of preventing or minimizing the emission; and
(ii)
except if the owner or the master acted either with intent to cause damage, or
recklessly and with knowledge that damage would probably result.
Regulation 4 – Equivalents
(1) The Administration may allow any fitting, material, appliance, or apparatus to be fitted in a ship as an
alternative to that required by this Annex if such fitting, material, appliance or apparatus is at least as effective
as that required by this Annex.
Chapter 2 - Survey, certification and means of control
Regulation 5 – Surveys
(1) Every ship of 400 gross tonnage and above and every fixed and floating drilling rig and other platforms shall
be subject to the surveys specified below:
(a)
An initial survey before the ship is put into service or before the certificate required under
regulation 6 of this Annex is issued for the first time. This survey shall be such as to ensure that the
equipment, systems, fittings, arrangements and material fully comply with the applicable requirements of this
Annex;
(b)
A renewal survey at intervals specified by the Administration, but not exceeding five years,.
The renewal survey shall be such as to ensure that the equipment, systems, fittings, arrangements and
material fully comply with applicable requirements of this Annex;
(c)
An intermediate survey within three months before or after the second anniversary date or
within three months before or after the third anniversary date of the certificate which shall take the place of
one of the annual surveys specified in paragraph (1)(d) of this regulation. The intermediate survey shall be
such as to ensure that the equipment and arrangements fully comply with the applicable requirements of this
93
Annex and are in good working order. Such intermediate surveys shall be endorsed on the certificate issued
under regulation 6 or 7 of this Annex;
(d)
An annual survey within three months before or after each anniversary date of the certificate,
including a general inspection of the equipment, systems, fittings, arrangements and material referred to in
paragraph (1)(a) of this regulation to ensure that they have been maintained in accordance with paragraph (4)
of this regulation and that they remain satisfactory for the service for which the ship is intended. Such annual
surveys shall be endorsed on the certificate issued under regulation 6 or 7 of this Annex; and
(e)
An additional survey either general or partial, according to the circumstances, shall be made
after a repair resulting from investigations prescribed in paragraph (4) of this regulation, or whenever any
important repairs or renewals are made. The survey shall be such as to ensure that the necessary repairs or
renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all
respects satisfactory and that the ship complies in all respects with the requirements of this Annex.
Regulation 6 - Issue or endorsement of Certificate
(1) An International Air Pollution Prevention Certificate shall be issued, after an initial or renewal survey in
accordance with the provisions of regulation 5 of this Annex, to:
(a)
any ship of 400 gross tonnage and above engaged in voyages to ports or offshore terminals
under the jurisdiction of other Parties; and
(b)
platforms and drilling rigs engaged in voyages to waters under the sovereignty or jurisdiction of
other Parties to the Protocol of 1997.
An International Energy Efficiency Certificate for the ship shall be issued after a survey in accordance with the
provisions of regulation to any ship of 400 gross tonnage and above before that ship may engage in voyages to
ports or offshore terminals.
Statement of Compliance – Fuel Oil Consumption Reporting
Upon receipt of reported data pursuant to regulation 22A (Collection and reporting of ship fuel oil
consumption data) of this Annex, the Administration or any organization duly authorized by it shall determine
whether the data has been reported in accordance with regulation 22A of this Annex and, if so, issue a
Statement of Compliance related to fuel oil consumption to the ship no later than five months from the
beginning of the calendar year. In every case, the Administration assumes full responsibility for this Statement
of Compliance.
Regulation 7 - Issue or endorsement of a Certificate by another Government
(1) The Government of a Party to the Protocol of 1997 may, at the request of the Administration, cause a ship
to be surveyed and, if satisfied that the provisions of this Annex are complied with, shall issue, or authorize the
94
issuance of an International Air Pollution Prevention Certificate to the ship, and where appropriate, endorse
or authorize the endorsement of that certificate on the ship, in accordance with this Annex.
(2) A copy of the certificate and a copy of the survey report shall be transmitted as soon as possible to the
requesting Administration.
(3) A certificate so issued shall contain a statement to the effect that it has been issued at the request of the
Administration and it shall have the same force and receive the same recognition as a certificate issued under
regulation 6 of this Annex.
(4) No International Air Pollution Prevention Certificate shall be issued to a ship which is entitled to fly the
flag of a State which is not a Party to the Protocol of 1997.
Regulation 8 - Form of Certificate
The International Air Pollution Prevention Certificate shall be drawn up in a form corresponding to the model
given in appendix I to this Annex and shall be at least in English, French or Spanish. If an official language of
the issuing country is also used, this shall prevail in case of a dispute or discrepancy.
Regulation 9 - Duration and validity of Certificate
(1) An International Air Pollution Prevention Certificate shall be issued for a period specified by the
Administration, which shall not exceed five years.
(2)
(a)
Notwithstanding the requirements of paragraph (1) of this regulation, when the renewal survey
is completed within three months before the expiry date of the existing certificate, the new certificate shall be
valid from the date of completion of the renewal survey to a date not exceeding five years from the date of
expiry of the existing certificate.
(b)
When the renewal survey is completed after the expiry date of the existing certificate, the new
certificate shall be valid from the date of completion of the renewal survey to a date not exceeding five years
from the date of expiry of the existing certificate.
(c)
When the renewal survey is completed more than three months before the expiry date of the
existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a
date not exceeding five years from the date of completion of the renewal survey.
Regulation 10 - Port State control on operational requirements
(1) A ship, when in a port or an offshore terminal under the jurisdiction of another Party to the Protocol of
1997, is subject to inspection by officers duly authorized by such Party concerning operational requirements
under this Annex, where there are clear grounds for believing that the master or crew are not familiar with
essential shipboard procedures relating to the prevention of air pollution from ships.
(2) In the circumstances given in paragraph (1) of this regulation, the Party shall take such steps as will ensure
that the ship shall not sail until the situation has been brought to order in accordance with the requirements
of this Annex
Regulation 11 - Detection of violations and enforcement
95
(1) Parties to this Annex shall co-operate in the detection of violations and the enforcement of the provisions
of this Annex, using all appropriate and practicable measures of detection and environmental monitoring,
adequate procedures for reporting and accumulation of evidence.
(2) A ship to which the present Annex applies may, in any port or offshore terminal of a Party, be subject to
inspection by officers appointed or authorized by that Party for the purpose of verifying whether the ship has
emitted any of the substances covered by this Annex in violation of the provision of this Annex. If an
inspection indicates a violation of this Annex, a report shall be forwarded to the Administration for any
appropriate action
Chapter 3 - Requirements for Control of Emissions from Ships
.annex 6 chap 3
.a6c3 .an6c3
.annex 6 chapter 3
Regulation 12 - Ozone-depleting substances
.ods
↬ This regulation does not apply to permanently sealed equipment where there is no refrigerant charging
connections or no potentially removable components present containing ozone depleting substances.
↬ CFC and Halon prohibited for all ships.
↬ Installations which contain hydro-chlorofluorocarbons (HCFC) shall be prohibited on ships constructed on or
after 1 January 2020.
↬ Each ship shall maintain a list of equipment containing ozone depleting substances
↬ Each ship which has rechargeable systems that contain ozone depleting substances shall maintain an Ozone
Depleting Substances Record Book.
This Record Book may form part of an existing logbook or electronic recording system as approved by the
Administration.
Contents of ODS Record Book:
.ods record book .ods recordbook
↬ Recharge, full or partial, of equipment containing ozone depleting substances
↬ Repair or maintenance of equipment containing ozone depleting substances
↬ Discharge of ozone depleting substances to the atmosphere- Deliberate or Non deliberate
↬ Discharge of ozone depleting substances to land-based reception facilities
↬ Supply of ozone depleting substances to the ship.
Regulation 13: Nitrogen Oxides (NOX)
.annex 6 nox
96
.nox .an6r13
↬ This regulation shall apply to each marine diesel engine with a power output of more than 130 kW installed
on a ship.
↬ This regulation does not apply to a marine diesel engine intended to be used solely for emergencies,
It has 3 tiers
Tier I
Applies to diesel engine that is installed on a ship constructed on or after 1 January 2000 and prior to 1
January 2011
For tier 1 maximum nox emission limit is
,
.1 17.0 g/kWh when rpm < 130
.2 45 · n(-0.2) g/kWh when rpm 130 to 1999
.3 9.8 g/kWh when rpm≥ 2,000 rpm
Tier II
Applies to diesel engine that is installed on a ship constructed on or after 1 January 2011
For tier 2 maximum nox emission limit is
.1 14.4 g/kWh when rpm < 130 rpm;
(-0.23
.2 44 · n
) g/kWh when rpm from 130 to 1999
.3 7.7 g/kWh when rpm ≥ 2,000 rpm
Tier III
Applies to ship
→ Built after 1 January 2016 and is operating in the North American Emission Control Area or the United
States Caribbean Sea Emission Control Area;
→ built after 1 January 2021 and is operating in the Baltic Sea Emission Control Area or the North Sea
Emission Control Area;
tier 3 limits are
.1 3.4 g/kWh when rpm < 130 rpm;
.2 9 · n
(–0.2)
g/kWh when rpm 130to 1999;
.3 2.0 g/kWh when rpm ≥ 2,000 rpm
NOX Tier III emission control area
97
.a6sa .eca
.1 The North American Emission Control Area
.2 The United States Caribbean Sea Emission Control Area
.3 The Baltic Sea Emission Control Area
.4 The North Sea Emission Control Area
Certification
The revised NOx Technical Code 2008 shall be applied in the certification, testing, and measurement
procedures for the standards set in this regulation.
NOX Technical File:
.ntf .nox technical file .nox file .noxtf .noxtc
NOx technical file contains information about
identification of those components, settings and operating values of the engine
which influences its NOx emissions
Allowable adjustments on the engine
on board NOx verification procedures to verify compliance with the NOx emission
limits during on board verification surveys
Full record of the relevant engine’s performance, including engines rated speed
and rated power.
Emission test report.
Designation and restriction for an engine which is a member of engine group or
engine family.
Regulation 14 – Sulphur Oxides (SOx) and Particulate Matter
.sox .an6r14 .a6r14
General Requirements




The sulphur content of fuel oil used or carried for use on board a ship shall not exceed 0.50% m/m.
While a ship is operating within an emission control area, the sulphur content of fuel oil used on board
that ship shall not exceed 0.10% m/m.
The sulphur content of fuel oil shall be documented by its supplier
Those ships entering or leaving an emission control area shall carry a written procedure showing how
the fuel oil change-over is to be done, allowing sufficient time for the fuel oil service system to be fully
flushed of all fuel oils
The emission control areas under this regulation are:
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.1 the Baltic Sea
.2 the North Sea
.3 the North American Emission Control Area
.4 the United States Caribbean Sea Emission Control Area
Regulation 15 – Volatile Organic Compounds (VOCs)
.voc
.a6r15 .an6r15
A tanker shall be provided with a vapor emission collection system approved by the Administration
considering the safety standards developed by the Organization.
tanker carrying crude oil shall have onboard and implement a VOC Management Plan approved by the
Administration.
The plan shall include
.1 Written procedures for minimizing VOC emissions during the loading, sea passage and discharge of cargo
.2 Consider the additional VOC generated by crude oil washing
.3 Identify a person responsible for implementing the plan
Regulation 16 – Shipboard Incineration
.incineration
.sbi
.an6r16 .a6r16 .ir .incinerator .incinarator .ship incineration .shipboard incineration
1 shipboard incineration shall be allowed only in a shipboard incinerator.
2 Shipboard incineration of the following substances shall be prohibited:
.1 residues of cargoes subject to Annex I, II or III or related contaminated packing materials;
.2 polychlorinated biphenyls (PCBs);(transformer oil, paints, capacitor insulation)
.3 garbage containing more than traces of heavy metals;(heavy metals are: arsenic, copper, cadmium,
chromium, led, mercury, nickel, zinc) (heavy metal atomic weight >20, density 5 gm/cm3)
.4 refined petroleum products containing halogen compounds;
.5 sewage sludge and sludge oil either of which are not incinerated in port or harbor.
sewage sludge and sludge oil either of which are not generated in ship.
.6 exhaust gas cleaning system residues.(EGC residue)



Polyvinyl chlorides (PVCs) can be incinerated in IMO approved Incinerator
Incinerator Shall be provided with a Manufacturer's Operating Manual, which is to be retained with the
unit.
Personnel responsible for the operation of an incinerator shall be trained to implement the guidance
provided in the manufacturer’s operating manual
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Regulation 17: Reception Facilities
Every port state is obliged to provide reception facilities for the ships to
→ collect ODS in a repair facility
→ collect exhaust gas cleaning residues
Regulation 18: Fuel Oil Availability and Quality
Annex 6 Chapter 3 Regulation 18
.annex 6 reg 18 .an6r18 .a6r18 .foa .foaq .annex 6 chap 18
Fuel Oil Availability:
1 Each Party shall take all reasonable steps to promote the availability of fuel oils that comply with this Annex
and inform the Organization of the availability of compliant fuel oils in its ports and terminals.
2.1 If a Party found a ship with non-compliant fuel then ship has to
.1 present a record of the actions it took to achieve compliance; and
.2 it needs to provide evidence
→ that it attempted to purchase compliant fuel oil in accordance with its voyage plan.
→Then also if it was not made available where planned, that it made attempts to locate
alternative sources for such fuel oil but despite best efforts to obtain compliant fuel oil, no such fuel oil
was made available for purchase.
2.2 The ship don’t need to deviate from its intended voyage or to delay in order to achieve compliance.
2.3 If a ship provide information about it was unable to purchase compliant fuel oil, a Party(flag state or port
state) shall investigate all events and the evidence submitted.
2.4 A ship shall notify its Administration and the competent authority of the relevant port of destination when
it cannot purchase compliant fuel oil.
2.5 A Party shall notify the Organization whenever a ship submit evidence of the non-availability of compliant
fuel oil.
Fuel Oil Quality
.foq
3 Fuel oil for combustion purposes shall meet the following requirements:
.1.1 the fuel oil shall be blends of hydrocarbons derived from petroleum refining.
.1.2 the fuel oil shall be free from inorganic acid; and
.1.3 the fuel oil shall not include any added substance or chemical waste that:
Shall not affect the safety of ships or performance of the machinery, and not harmful to personnel
Or if
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.2 fuel oil for combustion purposes derived by methods other than petroleum refining then the fuel oil shall
not:
.2.1 exceed the applicable sulphur content (0.5%)
.2.2 exceed the applicable NOx emission limit
.2.3 contain inorganic acid; or
.2.3.1 jeopardize the safety of ships or adversely affect the performance of the machinery, or
.2.3.2 be harmful to personnel, or
4. This regulation does not apply to coal in its solid form or nuclear fuels.
does not apply to gas fuels such as liquified natural gas, compressed natural gas or liquified petroleum gas.
The sulphur content of gas fuels for combustion purposes on board delivered to a ship need to have a
documentary evidence. The supplier need to mention it in BDN.
5 Details of fuel oil properties for combustion purposes shall be recorded in bunker delivery note.
6 The bunker delivery note shall be kept on board the ship in a place that is readily available for inspection at
all reasonable times.
It shall be retained for a period of three years after the fuel oil has been delivered on board.
7.1 The competent authority of a Party may inspect the bunker delivery notes on board any ship.
Can make a copy of each delivery note, and
7.2 No delay should be made for the ship for inspecting the bunker delivery notes and the taking of certified
copies.
Chapter 4: Regulations on energy efficiency of ships
.a6c4 .annex 6 chapter 4 .ann6 ch4
Regulation 19 – Application
This chapter shall apply to all ships of 400 gross tonnage and above.
Regulation 20: Attained EEDI
1 The attained EEDI shall be calculated for:
.1 each new ship;
.2 each new ship which has undergone a major conversion; and
.3 existing ship which has undergone a major conversion
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The attained EEDI shall be specific to each ship and shall indicate the estimated performance of the ship in
terms of energy efficiency
it is accompanied by the EEDI technical file that contains the information necessary for the calculation of the
attained EEDI and that shows the process of calculation
Attained EEDI shall be verified by organization according to EEDI Technical file.
Here are few factors on which the actual EEDI value of the ship (attained EEDI) would depend upon.
Key Factors:
1. Specific fuel consumption of engines
2. Type of fuel used
3. The speed of the ship
4. Deadweight of the vessel
5. Innovative mechanical energy efficient technology used
Regulation 21: Required EEDI
Applies for each:
.1 new ship;
.2 new ship which has undergone a major conversion; and
.3 new or existing ship which has undergone a major conversion
Attained EEDI ≤ Required EEDI = (1-X/100) x reference line value
Reference line value is the function of Deadweight of the ship and Ship Type
X is reduction factor
Now we are in Phase 2 (1 Jan 2020 –31 Dec 2024),
Reduction factor for bulk carrier is 20.
EEDI technical file
.eeditf
If need to calculate the EEDI value for the engines fitted on board, many parameters related to these engines
would be required. All these parameters are provided in a booklet called “EEDI technical file. MARPOL Annex
VI requires that each new ship for which chapter 4 is applicable need to be provided with EEDI technical file.
102
EEDI technical file is first created during the design stage of the vessel. During the design stage, a model test is
done and the EEDI is computed on the basis of that. A verifier (usually classification society on behalf of the
flag) witnesses the model test, verifies the EEDI computation and reviews the initial EEDI technical file. During
actual sea trials, the actual parameters are measured and EEDI technical file is revised if required. The attained
EEDI value is also calculated based on this revised EEDI technical file.
Regulation 22: Ship energy efficiency management plan
.seemp .sbeemp .annex 6 reg 22
Ship energy efficiency management plan (SEEMP) is a
ship specific plan that provides a mechanism to improve the energy efficiency of a ship in a cost-effective
manner.
It is mandatory for all ship over 400 GT from 1st Jan,2013
SEEMP is a special tool to measure and control GHG (greenhouse gas) emission developed by IMO.
SEEMP is divided into 2 parts:
SEEMP PART (1):
→ Ship Management Plan to Improve Energy Efficiency.
✓Applicable for ships over 400 GT since 01 January 2013.
How to implement: It will implement on four steps
1. Planning
2. Implementation
3. Monitoring
4. Self-evaluation and improvement
How to achieve: - It achieved by
1. Improved voyage planning
2. Weather routing
4. Speed optimization
5. Operation at constant shaft RPM
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6. Optimum Draft & Trim
7. Optimum Ballast Operation
8. Optimum Propeller Maintenance
9. Optimum use of rudder and heading control systems (autopilots)
10. Optimum Cargo Operation
11. Optimum Electric Power Management
12. Optimum Engine Maintenance/Performance
13. Optimum Running Hours Maintenance
14. Optimum Waste Heat Recovery
15. Boiler Use Management
16. Energy Conservation Awareness
17. Hull Monitoring & Maintenance
18. Propulsion system maintenance
19. Improved fleet management
20. Improved cargo handling
SEEMP PART (2):
→Ship Fuel Oil Consumption Data Collection Plan.
✓Applicable for ships 5000 GT & Above from 01 March 2018
SEEMP part 2 provides uniform way of collecting data.
type of data require is:
 Type of fuel consumed (for example, Diesel oil / Heavy oil)
 Amount of each fuel consumed
 Distance travelled
 Hours underway
Method Used to collect Data is:
1. Bunker Delivery notes
2. Flow meters
3. Bunker Fuel Oil Tank Monitoring onboard.
NOTE: SEEMP may form part of the “Ship Safety Management System”.
EEOI (Energy efficiency operation Index)
.eeoi
 EEOI is a voluntary tool for measuring the amount of CO2 emitted by the ship per ton-mile of work.
 SEEMP encourages the ship managers to monitor the energy efficiency of their ships. There could be
many ways and tools to monitor the energy efficiency.
 EEOI is one of such monitoring tool suggested by the IMO. The use of EEOI as a monitoring tool is
voluntary and ship managers can use any other monitoring tool if they wish.
 It is the ratio of the CO2 emitted to the ton-mile (amount of cargo x distance covered). But we could
only know the amount of fuel consumed by the vessel.
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 To know the amount of CO2 emitted from the fuel, we use “fuel mass to CO2 mass conversion factor”.
Each type of fuel is given a conversion factor.
 The amount of fuel consumed when multiplied by this conversion factor would give the CO2 emitted
by use of that fuel.
So the formula to calculate EEOI becomes…
The basic expression for EEOI for a voyage is defined as:
Here, FC = mass of fuel consumed, CF = fuel mass to CO2 mass conversion factor,
mcargo = mass of cargo carried, D= distance covered
Difference between EEOI and EEDI
 Both EEOI and EEDI measure the same thing which is the energy efficiency of the ship (the amount of
CO2 emitted per tonne-mile).
 The difference between these two terms is that EEDI is the measure of energy efficiency of the ship by
design and EEOI is the measure of how efficiently the ships are operated.
 EEDI is how well (energy efficient) a ship is built.
 EEOI is the measure of how well (energy efficient) a ship is operated.
 Two sister ships will have the same EEDI as all the equipment’s and parameters will be same for both
the ships. But each of these two sister ships may have different EEOI. The reasons for different EEOI
could be any of all of the following
 One ship’s hull may be cleaner than the other ship
 One ship may be operating the equipment’s (such as A/Es) when required and switch off when not
in use or on lesser load
 One ship may be monitoring the weather more carefully and adjusting the speeds and load on the
engine
 One ship may be using the trim optimization for better efficiency
The concept of ship energy efficiency is related to the emission of CO2. there are four terms that define ship
energy efficiency.
 EEDI,
 SEEMP,
 EEOI and
 International energy efficiency certificate.
 Energy efficiency design index (EEDI) defines the energy efficiency of the ship by design. It is the ratio
of CO2 the ship would emit per ton-mile of the work done by the ship.
 SEEMP is a ship specific plan that provides the ship specific measures that need to be implemented for
energy efficient operations.
 Energy efficient operation index (EEOI) is the voluntary monitoring tool provided by the IMO to
measure and monitor the actual CO2 emission per ton-mile of transport work done by the ship.
 International energy efficiency certificate endorses the fact that the vessel complies with the energy
efficiency regulations applicable to the ship.
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Regulation 22A: Collection and Reporting of Ship Fuel Oil Consumption Data
.annex 6 reg 22a .reg 22a .reg22a
It is Applicable to ships greater than 5000 GT from 1 march 2018
The system have three main elements:
1. Data collection and reporting by ships (company)
2. Data verification by Flag State and delivery to IMO
3. Data storage in a centralised database at the IMO.
Types of data to be reported
The following data to be reported annually:
• Technical characteristics of the ship:
•
•
•
•
•
•
•
•
Ship IMO number
Ship type
Gross Tonnage
Net tonnage
Deadweight at summer load line
Main and auxiliary engine MCR (Maximum Continuous Rating)
EEDI, if applicable
Ice class, if applicable
• Total annual fuel consumption by fuel type
• Distance travelled
• Hours underway
Methods of data collection
Three main methods to be used:
• Use of BDN plus additional ship-board fuel storage check at the start and end of reporting period.
• Fuel oil tank sounding and calculation of fuel consumption for the reporting period
• Use of fuel flow meters.
Verification of data - Statement of Compliance
• Verification is the responsibility of Flag Administration
data that will be verified are:
• The data collection method and process (this will be included in SEEMP)
• The actual data submitted and their compliance with the agreed process
• A Statement of Compliance (SOC) will be issued for each calendar year by Administration.
• The Statement of Compliance (SOC) and disaggregated data should be retained on-board the ship for a set
period (for at least the period of its validity)
Reporting and IMO database
• It is the responsibility of the Flag Administration to transfer the relevant data to the IMO database.
• IMO will set up a “Fuel Oil Consumption Data Base”.
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• IMO will store the data in the data base.
• MARPOL Annex VI Parties will be able to access the database, but ships will remain anonymous
Compliance with NOx emission
Nox compliance .noxc .nox comply
The NOx emission compliance can be determined by checking few parameters and records.
Engine International Air Pollution Prevention Certificate (EIAPP)
EIAPP certificate must be present on board. And this certificate needs to be for each of the diesel engines
more than 130KW on board as NOx requirements are applicable for diesel engines more than 130KW power.
If a ship is fitted with one main engine and three auxiliary engines (generators). There needs to be EIAPP
certificate for all these.
EIAPP certificate is issued after the engine is found to be complying with the NOx emission
requirements during the pre-certification survey. The pre-certification means the survey
done before fitting the engine on board the ship.
Having an EIAPP certificate on board shows that the engine fitted on board was
complying with the NOx parameters and an engine of correct specifications was fitted on
board.
International Air pollution prevention certificate (IAPP)
After the engines are fitted on the ship, the test is again done on the engines for
compliance with the NOx criteria.
This test is required because when the engine is fitted on board ships, some
changes/modifications might have been done on the engines.
This test proves that the engine still complies with the NOx requirements even after
fitting on the ship.
If the engines are found to in compliance with the NOx criteria of annex VI, International
air pollution prevention certificate is issued to the ship.
NOx on board Verification
Having EIAPP and IAPP certificates on board proves that the engine of the correct
specification is fitted on board.
107
It proves that when the engine was fitted on board, the NOx emissions from the engine
were within limits and as required by MARPOL annex VI.
But after 10 or 20 years in operation, There are three ways in which ship can prove that
it still complies with the NOx requirements.

Engine Parameter Check method

Simplified Measurement method

Direct Measurement and Monitoring method
The method that the ship is certified to use for on board verification of NOx is specified
in the EIAPP certificate of the engine.
And the procedure to verify on board compliance (and using the certified method) is
provided in the NOx technical file that accompany the EIAPP certificate of the engine.
The “simplified measurement” and “Direct measurement and monitoring” methods are
based on measuring the NOx emissions from the engine.
Engine parameter check method
This method is based on the principle that if the engine complied with the NOx
parameters at the time it was fitted on board, it should continue to comply if there are
no modifications/adjustment made to the engine.
There no extra costs involved to use this method, this method is most common among
ship owners.
So there are few things that are required from this method

the engine parts that contribute to the NOx emission. Modification and
adjustments of these parts must be as per the Maker’s guidelines.

If any of these spare parts of the engine need to be changed, it must be changed
with the original part supplied by the maker.

Any adjustments made to these parts must be within the range specified by the
maker of the engine.

A record must be kept for all the replacements of the spare parts and all the
adjustments made to these parts.
108
Durning annual, intermediate and renewal survey of the Air pollution prevention
certificate, these records, and engine parameters are checked by the class surveyor.
The international air pollution prevention certificate is endorsed or renewed on the
basis of these verifications by the class surveyor.
NOx Technical file
NOx Technical File is a record containing all details of parameters, including components
and settings of an engine, which may influence the NOx emission of the engine.
To use engine parameter check method, the parameters of the engines
need to be same throughout the life of the engine.
There is one NOx technical file for each engine for which an EIAPP certificate is issued.
NOx technical file contains information about
identification of those components, settings and operating values of the engine
which influences its NOx emissions
Allowable adjustments on the engine
on board NOx verification procedures to verify compliance with the NOx emission
limits during on board verification surveys
Full record of the relevant engine’s performance, including engines rated speed
and rated power.
Emission test report.
Designation and restriction for an engine which is a member of engine group or
engine family.
Ways to achieve NOx Tier III
.nox tier 3 .ways nox tier 3
1. Scavenge Air Moisturizing:
Air from the turbocharger, after passing through the compressor, has high temperature. Seawater is injected to this high
temperature air for cooling and making it saturated. Distillation process makes it possible to use sea water instead of
fresh water. Humidification of air is controlled by maintaining scavenge air temperature between 60-70 Deg C. Water in
saturated air reduces the peak temperature as water has higher heat carrying capacity than air.
109
Around 60% NOx reduction is achieved by this method. By using combination of other technologies such as EGR(Exhaust
gas recirculation) with Scavenge Air Moisturizing, NOx Tier III standards can be achieved.
Exhaust Gas Recirculation(EGR): In internal combustion engines, exhaust gas recirculation (EGR) is a nitrogen oxide (NOx) emissions reduction technique used in
petrol/gasoline, diesel engines and some hydrogen engines.[1] EGR works by recirculating a portion of an engine's exhaust gas back to the engine cylinders. This
dilutes the O2 in the incoming air stream and provides gases inert to combustion to act as absorbents of combustion heat to reduce peak in-cylinder temperatures.
NOx is produced in high temperature mixtures of atmospheric nitrogen and oxygen that occur in the combustion cylinder, and this usually occurs at cylinder peak
pressure. Another primary benefit of external EGR valves on a spark ignition engine is an increase in efficiency, as charge dilution allows a larger throttle position and
reduces associated pumping losses
2.High Scavenge Pressure and Compression Ratio:
With high scavenge pressure and compression ratio, large amount of air can be introduced inside the cylinder to lower
combustion temperature and NOx emission.
3.Water Injection and Water emulsion:
In this method, water is added to reduce the temperature of combustion leading to low NOx emission. In water
emulsion, fuel is blended with water and in water injection a separate fresh water injector is mounted in the cylinder
head which injects water. This method has a drawback of increasing the specific fuel oil combustion with reduction in
NOx by only 20-45%.
4. Miller Cycle:
By making use of Miller cycle in 4-Stroke engines along with high efficiency turbocharger, that is, early closing of inlet
valves before BDC, causes expansion and cooling of intake air which reduces NOx production. This NOx reduction
method will require two turbochargers ( 2-Stage turbocharging).
This method along with Direct Water injection (DWI) Principle and other methods such as fuel water emulsion can bring
NOx well below Tier III standards.
5. Use of Low Pressure Gas Engines :
New marine engines using low pressure LNG as marine fuel will have greater importance in meeting Tier III standards.
Wartsila has developed 2-stroke DF(dual fuel) technology engine which makes use of low pressure LNG as fuel. It is
based on lean-burn principle (relatively high air/fuel ratio), in which, the pre-mixed air/fuel charge is ignited by pilot fuel.
One of the most important aspects of this engine is that the emission are below NOx Tier limit, and this is achieved
without use of exhaust gas treatment system.
6. Selective Catalytic Reduction (SCR)
In this system, urea or ammonia is injected in the exhaust gas before passing it through a unit, which consists of special
catalyst layer, at a temperature between 300 and 400 Deg C. Chemical reaction between Urea/ammonia and NOx in
exhaust gases reduces NOx (NO and NO2) to N2. SCR unit is installed between the exhaust manifold/receiver and the
turbocharger.
High efficiency turbocharger is required for this system as there is pressure drop across SCR Reactor. Engine load should
be 40% and above, as NOx is reduced to N2 within specific temperature window ( 300-400 Deg C).
If temperature is above 400 Deg C, ammonia will burn rather than reacting with NOx which will lead the system to be
ineffective. If the temperature is below 270 Deg C, the reaction rate will be low and the ammonium sulphates formed
will destroy the catalyst.
->Some B&W engine uses DeNOx or SiNOx system using SCR technology.
->Some Wartsila engines also has NOR (NOx Reduction) system that uses SCR technology.
More than 90% reduction is achieved by using SCR technology to comply with Tier III emission standards.
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7.CSNOx :
Ecospec have developed a system known as CSNOx which uses fresh water or seawater to pass through Ultra Low
Frequency Electrolysis system. This treated water is further mixed with to react with the exhaust gas to reduce NOx
content. The system reduces CO2, SOx and NOx in one compact equipment. This technology along with other NOx
reducing methods mentioned above can be used for compliance with Tier III standards. CSNOx has an advantage of
achieving high efficiency with low maintenance and power consumption.
8.Two Stage Turbocharger:
ABB’s latest two stage turbocharger can reduce the exhaust temperature in the intercoolers and also the NOx content in
the emitted exhaust.
9. Exhaust Gas Recirculation (EGR) :
In this technology, part of the exhaust gas after turbocharger is recirculated to scavenge receiver after passing it through
the scrubber ( exhaust gas washing ) unit. Around 50-60% NOx reduction from tier I is claimed by making use of EGR.
However discharge of cleaning water requires treatment like purification and separating exhaust gas cleaning sludge. As
some countries are against discharge of this water, re-using this water poses corrosion problem.
NOx reduction takes place due to reduction in excess air (oxygen content) used for combustion, addition of CO2 and
water vapour reduces peak temperatures as both have higher specific heat than air.
EGR system along with combination of one of the technologies such as altered (delayed) injection method, new design
fuel valve, common rail injection principle, electronic engines , Scavange Air Moisturizing, can be used to comply with
Tier III standards.
10.Combination:
Combination of Technologies having one or more combinations such as electronic engines with variable fuel
timings, LNG as fuel or Direct water injection or Fuel in water emulsions etc with other NOx reducing methods can be
used to comply with Tier III emission standards. These mentioned combination may or may not require exhaust gas
scrubber to comply with Tier III norms.
11. Engine Component Modification:
It is better to design an engine which has a property to reduce the NOx formation during combustion process rather
than investing on expensive secondary measures. Integration of slide valve type fuel injector with almost zero “sack
volume” eliminates any chance of fuel dripping and after burning, leading to cylinder temperature and NOx formation.
FONAR: Fuel Oil Non-Availability Report
.fonar
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If a ship simply cannot obtain compliant fuel oil, they can complete a fuel oil availability report (FONAR). This
can be considered of port state control, but it is not an exemption.
1. It is the key to the authorities to know reason for the unavailability of compliant fuel and for a ship not
having a compliant fuel oil.
2. It will also be a key document for the IMO to monitor the availability of compliant fuel (as member states
are to upload FONAR to online for IMO.
FONAR contains:
1. Ship name, flag, IMO number (ship particular).
2. Copy of ship voyage plan.
3. Date, time and location when first received notice of prepared voyage plan.
4. Description of an attempt to achieve compliant fuel oil.
5. Description why compliant fuel oil was not available.
6. Details of any FONAR submitted last 12 months.
7. Company information.
8. Key contact information for the master, ship operator, ship agent and ship owner.
* FONAR should be submitted as soon as possible that compliant fuel oil will not be available should kept at
least 36 months of FONAR report.
ISM Code
.ism code .ism
The ISM Code is an international standard for the safe management and operation of ships and for
pollution prevention.
The ISM Code was adopted in 1993 and entered into force, on 1 July 1998.
It applies to All ships of 500 gross tonnage and above,
Chapters:
It has two parts:
Part A: Implementation
and Part B: Certification and Verification
Part A includes
1. General
2. Safety and Environmental Protection Policy
3. Company Responsibility and authority
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4. Designated Persons
5. Master’s responsibility and authority
6. Resources and personnel
7. Shipboard operations
8. Emergency Preparedness
9. Reports of analysis of non-conformities, accidents and hazardous occurrences
10. Maintenance of the ship and equipment
11. Documentation
12. Company verification, review, and evaluation
Part B includes
13. Certification and Periodical verification
14. Interim certification
15. Verification
16. Forms of certificates
Part A:
1. General
Objectives
The objectives of the ISM Code are to:
1. Ensure safety at sea;
2. Prevent human injury or loss of life; and
3. Avoid damage to the environment with focus on the marine environment and on property
4. Provide safe practices in ship operation and working environment;
5. Establish safeguards against all identified risks; and
6. Continuously improve safety management skills of personnel ashore and onboard ships.
These skills include the preparation for emergencies related to safety and environmental
protection.
Application:
The requirements of this may be applied to all ships.
Requirements
The ISM Code requires every Company to develop, implement and maintain a safety management
system (SMS) which includes these functional requirements:
1. A safety and environmental protection policy;
2. Instructions and procedures to ensure safe operation of ships, and protection of the
environment, in compliance with relevant international and flag State legislation;
3. Defined levels of authority and lines of communication between, and amongst, shore and
shipboard personnel;
4. Procedures for reporting accidents and non-conformities with the provisions of this Code;
5. Procedures to prepare and respond to emergency situations; and
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6. Procedures for internal audits and management reviews
2. Safety and Environmental Protection Policy:
2.1 The Company should establish a safety and environmental-protection policy.
2.2 The Company should ensure that the policy is implemented and maintained at all levels of the organization
both, ship-based and shore-based
3. COMPANY RESPONSIBILITIES AND AUTHORITY
3.1 If owner is not the manager of the ship but another company is than the owner must report the full name
and details of that company to the Administration.
3.2 The Company should define and document the responsibility, authority and interrelation of all personnel
who work on ship or ashore and whose work might be affecting safety and pollution prevention.
3.3 The Company is responsible for ensuring that adequate resources and shore-based support are provided
to their employees.
4. DESIGNATED PERSON(S)
To ensure the safe operation of each ship and to provide a link between the Company and those on board,
every Company should designate a person ashore having direct access to the highest level of management.
5. MASTER'S RESPONSIBILITY AND AUTHORITY
5.1 The Company should clearly define and document the master's responsibility to:
.1 implement the safety and environmental-protection policy of the Company;
.2 motivate the crew in the observation of that policy;
.3 issue appropriate orders and instructions in a clear and simple manner;
.4 verify that specified requirements are fulfilled; and
.5 periodically review the SMS and report its deficiencies to the shore-based management.
5.2 The Company should ensure that the SMS in use on board the ship contains statement about master's
overriding authority to make decisions with respect to safety and pollution prevention and to request the
Company's assistance
6. RESOURCES AND PERSONNEL
6.1 The Company should ensure that the master is:
.1 qualified for command;
.2 familiar with the Company's SMS; and
.3 given the necessary support so that the master's duties can be safely performed.
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6.2 The Company should ensure that each ship is:
.1 manned with qualified, certificated and medically fit seafarers
.2 properly manned in order to maintain safe operation on board.
6.3 The Company should ensure new personnel are familiarized with their duties. Essential instructions should
be provided prior to sailing.
6.4 The Company should ensure that all personnel have an adequate understanding of relevant rules,
regulations.
6.5 The Company should provide required training to all personnel.
6.6 The Company should ensure ship's personnel receive relevant information in a working language or any
other languages understood by them.
6.7 The Company should ensure that the ship's personnel are able to communicate effectively to do their
assigned duties properly.
7. SHIPBOARD OPERATIONS
The Company should provide plans and instructions, including checklist, for important shipboard operations
concerning the safety of the personnel, equipment and environment protection.
8. EMERGENCY PREPAREDNESS
8.1 The Company should identify potential emergency shipboard situations and implement procedures for
them.
8.2 The Company should conduct drills and exercises to prepare for emergency actions.
9. REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND HAZARDOUS OCCURRENCES
9.1 The SMS should include procedures to report non- conformities, accidents and hazardous situations to the
Company, Company should investigate and analyses such report to improve safety and pollution prevention.
9.2 The Company should implement procedures for corrective action, and measures to prevent such situation
from happening again.
10. MAINTENANCE OF THE SHIP AND EQUIPMENT
10.1 The Company should establish procedures to ensure that the ship is maintained properly according to
relevant international rules, regulation, and company policy.
10.2 To meet these requirements the Company should ensure that:
.1 inspections are held at appropriate intervals;
.2 any non-conformity is reported, with its possible cause, if known;
.3 appropriate corrective action is taken; and
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.4 records of these activities are maintained.
10.3 The Company should identify dangerous equipment whose failure can cause very hazardous situations.
The SMS should provide specific measures to promote the reliability of such equipment or systems. The
regular testing should be done for stand-by arrangements and equipment that are not in continuous use.
11. DOCUMENTATION
11.1 The Company should control all documents and data which are relevant to the SMS.
11.2 The Company should ensure that:
.1 valid documents are available at all relevant locations;
.2 changes to documents are reviewed and approved by authorized personnel; and
.3 obsolete documents are removed.
11.3 The documents used to describe and implement the SMS are called the Safety Management Manual.
Each ship should carry all documentation relevant to that ship.
12. COMPANY VERIFICATION, REVIEW AND EVALUATION
12.1 The Company should carry out internal audits on board and ashore at intervals not exceeding twelve
months to verify all activities comply with the SMS. In exceptional circumstances, this interval may be
exceeded by not more than three months.
12.2 The Company should verify all delegated ISM-related tasks are in conformity with the ISM code.
12.3 The Company should periodically evaluate the effectiveness of the SMS.
12.4 The audits and possible corrective actions should be carried out in accordance with documented
procedures.
12.5 Personnel conducting audits should be independent of the areas being audited unless this is impractical
due to the size and nature of the company.
12.6 The results of the audits and reviews should be shown to all personnel responsible for the area involved.
12.7 The management personnel should take corrective action on deficiencies found.
PART B –
CERTIFICATION AND VERIFICATION
13 CERTIFICATION AND PERIODICAL VERIFICATION
.ISM cert .ism certificate .ismc
The ISM Code is an international standard for the safe management and operation of ships and for
pollution prevention.
The ISM Code was adopted in 1993 and entered into force, on 1 July 1998.
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It applies to All ships of 500 gross tonnage and above,
13.1 The ship operator Company is issued with a Document of Compliance or with an Interim Document of
Compliance
13.2 The Document of Compliance should be issued by the Administration. The Document of Compliance
should not exceed five years. This document will act as evidence that the Company is capable of complying
with ISM code.
13.3 The Document of Compliance is only valid for the ship types indicated in the document. Other ship types
should only be added after verification of the Company’s capability to comply with ISM code.
13.4 The validity of a Document of Compliance should be verified annually by the Administration within three
months before or after the anniversary date.
13.5 The Document of Compliance should be withdrawn by the Administration if the annual verification is not
requested or if there is evidence of major non-conformities with this Code.
13.5.1 If the Document of Compliance is withdrawn then all associated Safety Management Certificates and/or
Interim Safety Management Certificates should also be withdrawn
13.6 A copy of the Document of Compliance should be placed on board so that the master can produce it for
verification by the Administration The copy of the document is not required to be authenticated or certified.
13.7 The Safety Management Certificate should be issued to every ship by the administration. Its validity
should not exceed five years. The Safety Management Certificate should be issued after verifying that the
Company and its shipboard management operate in accordance with the approved safety management
system. Such a certificate should be accepted as evidence that the ship is complying ISM Code.
13.8 The validity of the Safety Management Certificate is subjected to one intermediate verification by the
Administration. The period of validity of the Safety Management Certificate is five years, the intermediate
survey should take place between the second and third anniversary date of the Safety Management
Certificate.
13.9 The Safety Management Certificate should be withdrawn if the intermediate verification is not requested
or if there is any evidence of major non-conformities with this Code.
13.10 When the renewal verification is completed within three months before the expiry date of the existing
Document of Compliance or Safety Management Certificate, the new Document of Compliance or the new
Safety Management Certificate should be valid from the date of completion of the renewal verification for a
period not exceeding five years from the date of expiry of the existing Document of Compliance or the Safety
Management Certificate.
13.11 When the renewal verification is completed more than three months before the expiry date of the
existing Document of Compliance or Safety Management Certificate, the new Document of Compliance or the
new Safety Management Certificate should be valid from the date of completion of the renewal verification
for a period not exceeding five years from the date of completion of the renewal verification.
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13.12 When the renewal verification is completed after the expiry date of the existing Safety Management
Certificate, the new Safety Management Certificate should be valid from the date of completion of the
renewal verification to a date not exceeding five years from the date of expiry of the existing Safety
Management Certificate.
13.13 If a renewal verification has been completed and a new Safety Management Certificate cannot be issued
or placed on board the ship before the expiry date of the existing certificate, the Administration may endorse
the existing certificate and such a certificate should be accepted as valid for a further period which should not
exceed five months from the expiry date.
13.14 If a Safety Management Certificate expires when the ship is not in a convenient port the Administration
may extend the period of validity of the Safety Management Certificate. This extension should be granted only
to complete its voyage to the port in which it is to be verified. Safety Management Certificate should not be
extended longer than three months, The ship which has an extended certificate, after arrival in the convenient
port must verify and renew the certificate. Without having a new Safety Management Certificate the ship
must not leave that port.
When the renewal verification is completed, the new Safety Management Certificate should be valid to a date
not exceeding five years from the expiry date of the existing Safety Management Certificate before the
extension was granted.
14 INTERIM CERTIFICATION
14.1 An Interim Document of Compliance may be issued to facilitate initial implementation of this Code when:
.1 a Company is newly established; or
.2 new ship types are to be added to an existing Document of Compliance,
After verifying that,
→the Company has a safety management system that meets the ISM code, and the Company shows that it
has plans to implement a safety management system meeting the full requirements of ISM Code within the
period of validity of the Interim Document of Compliance.
Such an Interim Document of Compliance should be issued for a period not exceeding 12 months by the
Administration.
A copy of the Interim Document of Compliance should be placed on board so that the master of the ship, may
produce it for verification by the Administration. The copy of the document is not required to be
authenticated or certified.
14.2 An Interim Safety Management Certificate may be issued:
.1 to new ships on delivery;
.2 when a Company takes on responsibility for the operation of a ship which is new to the Company; or
.3 when a ship changes flag.
Such an Interim Safety Management Certificate should be issued for a period not exceeding 6 months by the
Administration.
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14.3 An Administration may, in special cases, extend the validity of an Interim Safety Management Certificate
for another 6 months from the date of expiry.
14.4 An Interim Safety Management Certificate may be issued after verification that:
.1the Document of Compliance, or the Interim Document of Compliance, is relevant to the ship concerned;
.2 the safety management system provided by the Company for the ship contains key elements of ISM Code
and has been audited for issuance of the Document of Compliance or Interim Document of Compliance.
.3 the Company has planned the internal audit of the ship within three months;
.4 the master and officers are familiar with the safety management system and its implementation;
.5 instructions, which have been identified as being essential, are provided prior to sailing; and
.6 relevant information on the safety management system has been given in a working language or languages
understood by the ship’s personnel.
15 VERIFICATIONS
15.1 All verifications required by the provisions of this Code should be carried out in accordance with
procedures acceptable to the Administration, according to the guidelines by the IMO.
16 FORMS OF CERTIFICATES
16.1 The Document of Compliance, the Safety Management Certificate, the Interim Document of Compliance
and the Interim Safety Management Certificate should be drawn up in a form corresponding to the models
given in the appendix to this Code. If the language used is neither English nor French, the text should include a
translation into one of these languages.
16.2 The ship types indicated on the Document of Compliance and the Interim Document of Compliance may
be endorsed if it has any limitations in the operations of the ships described in the safety managing system.
ISM latest addition
.cyber risk .ism latest
Starting from 1 January 2021, shipowners and managers are required to officially address cyber
security as a risk in their safety management systems.
The addition to ISM Code, requires ship owners and managers to assess cyber risk and implement
relevant measures across all functions of their safety management system, until the first Document of
Compliance expires after 1 January 2021.
For example, for Singapore-registered ships, MPA will require cyber risks to be appropriately addressed in a
company’s SMS no later than the first annual verification of the company’s Document of Compliance after
January 1, 2021.
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To consider cyber risks as being appropriately addressed in SMS, the company is required to demonstrate
that it has appropriately incorporated the five functional elements to address maritime cyber risks. Five
functional elements of cyber risk management are: Identify, Protect, Detect, Respond, Recover

Identify: Define personnel roles and responsibilities for cyber risk management and identify the
systems, assets, data and capabilities whose disruption may pose risks to ship operations;

Protect: Implement risk control processes and measures, and contingency planning to protect
against a cyber-event and ensure continuity of shipping operations;

Detect: Develop and implement activities necessary to detect a cyber event in a timely manner;

Respond: Develop and implement activities and plans to provide resilience. And to restore systems
necessary for shipping operations or services impaired due to a cyber-event; and

Recover: Identify measures to back-up and restore cyber systems necessary for shipping
operations which has impacted by a cyber-event.
Second Engineer duty:
.second engineers duty .2nd eng duty .2nd engineer duty .2ndd
MLC 2006
.mlc
The Maritime Labor Convention is one of the pillar of IMO, Enter into forced on August, 2013.
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MLC would ensure that seafarers basic rights in terms of working condition, accommodation facilities,
medical benefits and social security protection. The Maritime Labor Convention (MLC) is divided into 5 main
parts which are:
Title-1, Minimum requirements for seafarers to work on a ship
Under this title 4 regulations which are
•
•
•
•
Reg 1.1- Minimum age
Reg 1.2- Medical certificate
Reg 1.3- Training and qualification
Reg 1.4- Recruitment and placement
Title-2, Condition of employment
Under this title 8 regulations which are
•
•
•
•
•
•
•
•
Reg 2.1- Seafarer’s employment agreement.
Reg 2.2- Wages
Reg 2.3- Hours of work and hour of rest
Reg 2.4- Entitlement to leave
Reg 2.5- Repatriation
Reg 2.6- Seafarer’s compensation for ship loss or foundering
Reg 2.7- Manning levels
Reg 2.8- Career and skill development and opportunities for seafarer’s employment
Title-3, Accommodation, recreational facilities, food and catering
Under this title
• Reg 3.1- Accommodation and recreational facilities
• Reg 3.2- Food and catering
Title-4, Health protection, medical care, welfare, and social security protection
Which covers
•
•
•
•
•
Reg 4.1- Medical care onboard ship and ashore
Reg 4.2- Ship’s owner liability
Reg 4.3- Health and safety protection
Reg 4.4- Access to shore base welfare facilities
Reg 4.5- Social security
Title-5, Compliance and enforcement
Covers
Flag state responsibility
▪
Authorization of recognized organization (RO)
▪
Inspection and enforcement
Port State Responsibilities
▪
Maritime labor certificate
▪
On board compliance procedures
▪
Marine Casualties
▪ Labor Supplying responsibilities
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Description:
1. Minimum Requirements for seafarers to work on ships
• Minimum age; to ensure no underage person working onboard.
1) Minimum working age is 16. Below 18 years old classified as young seafarers
2) Night work for seafarer under 18 not allowed.
3) No hazard task to young seafarer, (entry to boiler, working aloft, handling mooring line, handling
power tools, handling dangerous chemicals, service electrical equipment.
• Medical certificate; to ensure seafarer medically fit to perform duties
1) Must have valid and approved medical certificate
2) certificate should state that person hearing , eyesight, color vision are not suffering from any
condition
3) Medical cert valid for 2 years and for young seafarer 1 year
4) Seafarer permitted to work without a valid medical cert until next port to get a valid cert but not
exceed 3 months.
5) Cert must be in English
• Training and certifications; ensure seafarers are trained and qualified for duties
1) All seafarers to be trained and certified as competent according to STCW
• Recruitment and placement; ensure all seafarer have access to recruitment
1) All seafarer have a system for finding employment without charge
2) Ship-owner using recruitment service ensures they follow code
2. Conditions of Employment
• Seafarer’s Employment Agreement (SEA); to ensure fair employment
1) Terms and conditions must be clearly written
2) Seafarer can review, seek advice before signing
3) Seafarer must have original, signed copy readily available
4) SEA should contain
o full name, dob, pob.
o Ship-owner name and address
o Place, date of SEA issued
o Rank
o Wages and leave pay
o Termination agreement and conditions
o Health and social security protection
o Entitlement to repatriation
o Onboard complaint procedure
• Wages; ensure seafarer paid for service
1) Wages to be paid monthly
2) Pay slip given
3) Employers give means to transfer money to family or dependents
4) Overtime record maintain by masters, signed by seafarer
5) No deduction made to retain employment
• Hours of rest and hours of work; ensure seafarers have regulated hours of work, and rest
1) Work hours not exceed 14h/day and 72h/week
2) Rest hour not less than 10h/day and 77h/week
3) Rest hour maximum divided into 2 part, intervals between maximum 14 hours
4) 1 part of rest at least 6 hours
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5) Drills conducted to minimized disturbance of rest period
6) UMS alarms, to be compensated with rest
7) Work schedule posted at common area, common language
8) Records in standard format and given.
• Entitlement to leave; ensure seafarers have adequate leave
1) Seafarer paid annual leave at least 2.5 calendar days/ month served on board
2) To be granted shore leave
3) Public holiday, sick leave, shore leave not consider annual leave
• Repatriation; to ensure seafarer can return home
1) To be home at no cost, if contract expire, terminated.
2) Ship owner not allowed to let seafarer make advance payment to cost.
3) If ship-owner fails, flag state must ensure and shall not refuse.
4) Cost include accommodation, food, pay and allowance until reaching home.
5) Transportation 30kg and medical treatment
6) Seafarer have right to choose place of repatriation
7) Young seafarer served 4 months, if unsuited to be sent home with no expense.
• Seafarer compensation for ship’s loss or foundering; seafarer are compensated when ship is lost.
1) Seafarer entitled to compensation for injury or loss of employment
• Manning levels; ensure ship have sufficient personnel for safe and secure operation of ship.
• Career and skill development and opportunities for seafarer’s employment; promote career and skill
development, employment opportunities
3. Accommodation, Recreation, Food and Catering:
→ ensure seafarers has decent accommodation and recreational facilities.
• Accommodation and recreational facilities should have required size, and convenient access to ship sanitary
facilities. maximum1 toilet for 6-person, wash basin in each cabin.
• Food and catering; ensure seafarer have good quality food and drinking water.
1) Cook must be trained and certified.
4. Health Protection, Medical Care, Welfare and Social Security Protection•
• Medical care on board and ashore; to protect health of seafarer and access to medical care onboard and
ashore
1) To be provide at no cost
2) Standard medical report to be used
3) All ship carry medicine chest, equipment and guide
4) Ship carrying 100 person on voyage more than 3 days shall carry a doctor
5) If not carry a doctor, require to have a seafarer in charge of medical care
6) Seafarer to go through 5 years interval of first aid training
• Ship owner’s liability; to ensure seafarer protected from financial consequence of sickness, injury or death.
• To ensure seafarer work environment promotes occupational safety and health.
• Seafarers have Access to shore-based welfare facilities;
• Social Security; measures to ensure seafarer have access to social security protection
5. Compliance and Enforcement
• Flag state responsibility; to ensure flag state implement its responsibility’. Authorize RO for inspection. issue
Maritime labor certificate and declaration of maritime labor compliance
• Port State Responsibilities; to ensure port state implement its responsibility in implementation and
enforcement.
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• Labor Supplying responsibilities; ensure each member implement responsibility under convention regards to
recruitment and placement, social protection
• Marine Casualties; flag state to give final report to public.
MLC certification:
Procedure for Shipowners/Managers to obtain MLC 2006 Certification (Initial Inspection)
.mlc certification
.mlc cert .mlcc
1 Shipowners or managers should conduct a gap analysis of the ship and Company policy against the flag state
Implementing Regulations.
5.3.2 Any areas of concern raised from the gap analysis should be discussed with the relevant RO or Inspector.
5.3.3 Shipowners or managers should have documented procedures to comply with the requirements of the
MLC 2006. The Master should be familiar with the requirements of the MLC 2006 and the responsibilities for
its implementation.
5.3.4 Shipowners/managers should make a formal request to the Administration for the issue of a ship's
specific DMLC Part I.
5.3.5 An additional fee may be required for the review of any requested exemption.
5.3.6 DMLC Part I will be issued by the Administration and it will send a copy to the RO.
5.3.7 In order to prepare the vessel for an initial MLC 2006 inspection the shipowners/managers should
complete the DMLC Part II
5.3.8 DMLC Part II prepared by the shipowners/managers should be submitted together with the ship's
specific DMLC Part I to the RO for review and acceptance of DMLC Part II.
5.3.9 after reviewing of both DMLC Part I and DMLC Part II and acceptance of DMLC Part II, the ship’s initial
MLC inspection should be agreed with a RO
5.3.10 Upon satisfactory initial inspection, the RO should issue a Short-Term ML Certificate valid for up to five
months and approve the DMLC Part II. Originals of DMLC Part I (issued by the Administration) and the DMLC
part II (completed by the shipowners/managers and approved by the RO) should be kept on-board together
with the Short Term ML Certificate (issued by the RO).
5.3.11 The RO should forward as soon as possible a copy of the Short-Term ML Certificate, DMLC Part I, DMLC
Part II and inspection report to the Administration.
5.3.12 Shipowners/managers should apply to the Administration for the issue of a Full-Term ML Certificate.
The application should be submitted to the Administration within three (3) months of the date of the initial
inspection.
5.3.13 after receiving the documentation and application, the Administration will issue a Full Term ML
Certificate valid for five (5) years from the date of the initial inspection. The originals of the Full-Term ML
Certificate, DMLC Part I and DMLC Part 2 (approved by an RO) should be kept on-board.
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5.4 Procedure for Shipowners/Managers to Obtain Interim ML Certificate
An Interim ML Certificate may be issued



to new ships on delivery;
when a ship changes flag; or
when a shipowner assumes responsibility for the operation of a new ship.
5.4.2 An Interim Maritime Labour Certificate may be issued by an RO for a period not exceeding six (6)
months. Interim certificates will not be extended or reissued.
5.4.3 The shipowner/manager should conduct a gap analysis of the ship and Company policy against the flag
state Implementing Regulations (including the DMLC Part I).
5.4.4 Any area(s) of concern raised from the gap analysis should be discussed with the relevant RO or
inspector.
5.4.5 The shipowner/manager should have documented procedures to comply with the requirements of the
MLC 2006. The Master should be familiar with the requirements of the MLC 2006 and be responsible for its
implementation onboard.
5.4.6 The shipowner/manager should apply to the Administration for the issue of a ship's specific DMLC Part I.
5.4.7 The shipowner/manager should arrange for an interim MLC 2006 inspection of the vessel to be carried
out by an RO. DMLC Part II is not required for interim ML inspection/certification.
5.4.8 Upon a satisfactory interim MLC 2006 inspection, the RO should issue an Interim ML Certificate valid for
six (6) months. No further Interim ML Certificate will be issued.
5.4.9 The RO should forward as soon as possible a copy of the Interim ML Certificate and inspection report to
the Administration
5.5 Intermediate Inspection and Endorsement of the ML Certificate
5.5.1 The validity of the ML Certificate will depend upon intermediate inspection. The scope and depth of the
intermediate inspection should be equal to an inspection for the renewal of the ML Certificate.
5.5.2 If only one intermediate inspection is carried out and the period of validity of the certificate is five years,
it should take place between the second and third anniversary dates of the certificate.
5.5.3 The ML Certificate should be endorsed by the RO, after a satisfactory intermediate inspection.
5.5.4 The RO should submit to the Administration a copy of the endorsed ML Certificate and intermediate
Inspection Report no later than thirty (30) days after completion of the intermediate inspection.
5.5.5 The ML Certificate will be invalid if the intermediate inspection is not carried out
5.6 Renewal Inspection and Renewal of the ML Certificate
5.6.1 All national requirements implementing the MLC 2006 need to be verified during a ML Certificate
renewal inspection.
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5.6.2 When the renewal inspection has been satisfactorily completed by the RO within three (3) months
before the expiry date of the existing ML Certificate, a Short-Term ML Certificate valid for five (5) months
should be issued by the RO.
5.6.3 At the request of shipowner’s and upon receipt of the report of renewal inspection and a Short-Term ML
Certificate from the RO, the Administration will issue a new Full Term ML Certificate. This certificate will be
valid for a period of five (5) years from the date of expiry of the existing ML Certificate.
5.6.4 Shipowners/Managers should apply to the Administration for the issue of a new Full Term ML Certificate.
The application should be submitted to the Administration within three (3) months from the date of the
renewal inspection.
5.6.5 When the renewal inspection is satisfactorily completed more than three (3) months before the expiry
date of the existing ML Certificate, the new ML Certificate will be valid for a period not exceeding five (5)
years, from the date of completion of the renewal inspection.
5.6.6 When a ship which it is to be verified is not in port at the time when its Certificate expires, the
Administration may extend the period of validity of the Certificate, but this extension will only be granted for
the purpose of allowing the ship to complete its voyage to the port in which it is to be verified. No Certificate
will be extended more than three (3) months for this purpose. Documented evidence from the Administration
granting this request should be reviewed by the RO prior endorsing the extension.
5.6.7 When the renewal inspection is satisfactorily completed after the expiry date of the existing Certificate,
the new Certificate will be valid from the date of the completion of the renewal inspection to a date not
exceeding five (5) years from the date of expiry of the existing certificate.
5.7 Cessation (Invalidation) of Certificates
5.7.1 A ML Certificate and a DMLC will be invalid if any of the following situations arises:
5.7.1.1 Required inspections as stated above are not carried out;
5.7.1.2 ML Certificate is not endorsed at the intermediate inspection.
5.7.1.3 When the shipowner/manager is no longer responsible for the operation of the ship.
5.7.1.4 A ship changes flag.
5.7.1.5 Substantial modifications made to the structure or equipment: or
5.7.1.6 Amendments to national laws or regulations implementing the MLC 2006 are not taken into account.
5.8 ML Certificate and DMLC withdrawal
The ML Certificate and the DMLC will be withdrawn by the Administration or the RO if there is evidence of
serious or frequent deficiencies and the required corrective action has not been taken.
DMLC
.dmlc
“DMLC” means Declaration of Maritime Labour Compliance
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Every ship is required→to carry and maintain a declaration of maritime labour compliance
→stating the national requirements implementing this Convention
→for the working and living conditions for seafarers and
→setting out the measures adopted by the shipowner
→to ensure compliance with the requirements on the ship or ships concerned.
The DMLC consists of two parts:
Part IThe Flag State will draw up a ship-specific Declaration of Maritime Labour Compliance.
Part IIThe shipowner / operator shall develop and implement measures to ensure compliance with the national
requirements in the ship-specific Declaration of Maritime Labour Compliance
The declaration is attached to the Maritime Labour Certificate. It indicates the ship operator’s plan for
ensuring that the national requirements will be maintained on the ship between inspections.
MLC recent amendments:
.mlc amendment .mlca
.mlc ammendment
.mlc recent amendment
Amendment in 2018:
Title 2.1: Seafarer’s employment agreement:
→ Seafarer's employment agreement will have full effect while a seafarer is held captive on or off the ship
because piracy or armed robbery against ships, whether or not the employment agreement has expired.
-
In this situation the company must continue to give wages and facilities to the seafarer.
→ Entitlement to repatriation
The entitlement to repatriation may prolong if the seafarers concerned do not claim his repatriation within a
reasonable period of time according to the employment agreement. This rule will not apply if the seafarer is
held captive on or off the ship because of piracy or armed robbery against ships.
This means if any seafarer doesn’t claim his sign off according to his employment agreement then afterwards
the seafarer can not claim to sign off at his will. The company will then decide when it is ready to sign off that
particular seafarer.
Amendment in 2022, will enter into force in 2024
127
More than 500 delegates met in hybrid format meeting in May 2022. The amendments they agreed will
ensure that:

seafarers have appropriately sized personal protective equipment, because of the increasing
number of women seafarers;

good quality drinking water should be available free of charge for seafarers.

States should further facilitate the prompt repatriation of abandoned seafarers;

States should provide medical care for seafarers in need of immediate assistance and give the
repatriation of the remains of seafarers who have died on board;

seafarers are provided with appropriate social connectivity by shipowners and States provide
internet access in their ports;

seafarers are informed of their rights regarding recruitment and placement services to compensate
seafarers for monetary losses; and

all deaths of seafarers are recorded and reported annually to the ILO and the relevant data is
published.
The amendments was presented for approval to International Labour Conference. It has been approved,
and should enter into force by December 2024.
Load Line Convention:
.llc .loadline convention
Annex & Chapters:
Annex I - Regulations for Determining Load Lines
Chapter I – General
Regulation 1 - Strength of Hull
Regulation 2 - Application
Regulation 3 - Definitions of Terms used in the Annexes
Regulation 4 - Deck Line
Regulation 5 - Load Line Mark
Regulation 6 - Lines to be used with the Load Line Mark
Regulation 7 - Mark of Assigning Authority
Regulation 8 - Details of Marking
Regulation 9 - Verification of Marks
Chapter II - Condition of Assignment of Freeboard
Regulation 10 - Information to be supplied to the Master
Regulation 11 - Superstructure End Bulkheads
Regulation 12 - Doors
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Regulation 13 - Position of Hatchways, Doorways and Ventilators
Regulation 14 - Cargo and other Hatchways
Regulation 15 - Hatchways closed by Portable Covers and secured Weathertight by Tarpaulins and Battening
Devices
Regulation 16 - Hatchways closed by Weathertight Covers of Steel or other equivalent material fitted with
Gaskets and Clamping Devices
Regulation 17 - Machinery Space Openings
Regulation 18 - Miscellaneous Openings in Freeboard and Superstructure Decks
Regulation 19 - Ventilators
Regulation 20 - Air Pipes
Regulation 21 - Cargo Ports and other similar Openings
Regulation 22 - Scuppers, Inlets and Discharges
Regulation 23 - Side Scuttles
Regulation 24 - Freeing Ports
Regulation 25 - Protection of the Crew
Regulation 26 - Special Conditions of Assignment for Type 'A' Ships
Chapter III – Freeboards
Regulation 27 - Types of Ships
Regulation 28 - Freeboard Tables
Regulation 29 - Correction to the Freeboard for Ships under 100 metres (328 feet) in length
Regulation 30 - Correction for Block Coefficient
Regulation 31 - Correction for Depth
Regulation 32 - Correction for Position of Deck Line
Regulation 33 - Standard Height of Superstructure
Regulation 34 - Length of Superstructure
Regulation 35 - Effective Length of Superstructure
Regulation 36 - Trunks
Regulation 37 - Deduction for Superstructures and Trunks
Regulation 38 - Sheer
Regulation 39 - Minimum Bow Height
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Regulation 40 - Minimum Freeboards
Chapter IV - Special Requirements for Ships Assigned Timber Freeboards
Regulation 41 - Application of this Chapter
Regulation 42 - Definitions
Regulation 43 - Construction of Ship
Regulation 44 - Stowage
Regulation 45 - Computation for Freeboard
Annex II - Zones, Areas, and Seasonal Periods
The zones and areas in this Annex are, in general, based on the following criteria:
→Summer - not more than 10 percent winds of force 8 Beaufort (34 knots) or more.
→Tropical - not more than 1 percent winds of force 8 Beaufort (34 knots) or more. Not more than one tropical
storm in 10 years in an area of 5° square in any one separate calendar month.
A chart is attached to this annex. They are:
Chart 1. Chart of Zones and Seasonal Areas
Regulation 46 - Northern Winter Seasonal Zones and Area
Regulation 47 - Southern Winter Seasonal Zone
Regulation 48 - Tropical Zone
Regulation 49 - Seasonal Tropical Areas
Regulation 50 - Summer Zones
Regulation 51 - Enclosed Seas
Regulation 52 - The Winter North Atlantic Load Line
Annex III – Certificates
Certificate 1 International Load Line Certificate, 1966
Certificate 2 International Load Line Exemption Certificate
Annex IV - Verification of Compliance with the Provisions of This Convention
Regulation 53: Application
Governments use Code guidelines to Implement and execute their obligations and responsibilities
Regulation 54: Verification of compliance
(1) periodic audits by flag
(2) The Secretary-General responsible for audit scheme
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(3) Flag conduct audits and take actions
(4) Audit shall be:
(a) based on an overall schedule
(b) conducted at periodic intervals
Description:
Annex I: Regulations for Determining Load Lines
Chapters:
Annex I, contains 4 chapters:
APPLICATION
The convention applicable to:
more than 150 GT engaged in international voyages.
id after 1968.
APPLICATION
The convention shall NOT apply to:
24 meter in length.
150 GRT.
Yacht not engaged in trade
Exemption of the convention could be given, when:
neighboring countries of two or more ports, and
the governments are in a mutual understanding. After the exemption, IMO to be informed.
Exemption can be given when researching into development of new type of ship. After exemption, IMO to
be informed.
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voyage.
SURVEY
– before a ship is put into service, a complete inspection of its structure and equipment in
compliance with the convention to be carried out. Upon satisfactory completion and compliance,
“International Load Line Certificate” shall be issued by the Administration, with validity of five years.
– At interval not exceeding 5 years, a complete inspection of its structure and equipment
in compliance with the convention to be carried out. Upon satisfactory completion and compliance, a new
“International Load Line Certificate” shall be issued by the Administration, with validity of next five years.
Annual Surveys – Within 3 months before or after the anniversary date of the certificate issued, a surveys to
be carried out to ensure:
determining the load line.
to crew accommodation are maintained in an effective condition.
dicated.
– Approved Intact stability booklet, loading
computer etc
REG. 1: STRENGTH & INTACT STABILITY OF SHIPS
The administration shall satisfy that:
structural strength of ship is adequate for the draught and freeboard assigned.
Design, construction, and maintenance of ship in compliance with the convention and class society
requirements.
complies with “Intact Stability” standard as required by the Administration
REG 4 – DECK LINE
with 300mm length, and 25mm height, painted in contrast colour to hull (normally
white in colour)
It shall be permanently marked at amidships and both port and starboard sides.
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REG 5 – LOAD LINE MARK
It Consist of a Ring with outside diameter 300mm & 25mm wide.
450mm in length & 25mm height.
mark to be placed at amidships, both port and starboard sides; while vertical distance
equal to summer freeboard assigned to the ship, measuring from deck line.
REG 6 – LINES TO BE USED WITH LOAD LINE MARK
be horizontal lines of 230mm length and 25mm height,
located at the forward of the ring.
connect all the LINES.
Summer Load Line – similar height as horizontal line passing thru centre of the ring, marked with “S”
– marked with “W”
– marked with “WNA”
– marked with “T”
in summer – Mark with “F”
– Marked with “TF”
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REG 7 – MARK OF ASSIGNING AUTHORITY
consist not more than 4 initials to identify the authority.
REG 8 – DETAILS OF MARKING
for plainly visible.
REG 9 –VERIFICATION OF MARKS
The International Load Line Certificate shall not be delivered to the ship until the attending surveyor has
certified the marks are correctly and permanently indicated on the ship sides.
Condition of Assignment : Load Line Survey
.cap load line .coa loadline .lls .fba .lla .freeboard assignment
Conditions of Assignment of Freeboard
These are the conditions which must be met before free board is assigned to a ship and load line certificate is
issued after a load line survey. Free boards are computed assuming ship to be a completely enclosed and
water tight / weather tight. But The convention recognize the practical need for opening in the ship and
prescribes means of protection and closure of such openings. These are called condition of assignment
These conditions are given in Load line convention annex 1 chapter 2 which is condition of assignment of
freeboard.
Under chapter 2 regulation 10 to 26 describes the conditions of freeboard assignment
REG 10 – INFORMATION TO BE SUPPLIED TO MASTER
needs to be supplied with information required to for the loading and ballasting of his ship.
Master is provided with trim & intact stability booklet, damage stability booklet, ballast piping schematic
and/or loading computer.
ry out inclining experiment in order to confirm the ship’s centre of
gravity
REG 11 – SUPERSTRUCTURE END BULKHEADS
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need to be of acceptable strength.
REG 12 - DOORS
kheads shall be fitted with steel doors permanently attached. The
door needs to be equally strong as the un-opened bulkhead, and weathertight when closed.
The doors shall be permanently secured. The door must have gasket, clamping devices, and the door can be
operated from both sides.
Doors should have sills which is 380mm height.
REG 13 – POSITION OF HATCHWAYS, DOORWAYS
AND VENTS
.pos
Position 1 – All freeboard deck, raise quarter deck and
exposed superstructure deck from forward until a quarter
of forward ship length from forward perpendicular
Position 2 – deck outside position 1 & superstructure deck
located in position 1 at a deck height above 2nd tier of
superstructure deck.
REG 14 – CARGO & OTHER HATCHWAYS COAMINGS
135
-tightness need to comply with the Administration
requirements.
strongly constructed and with minimum height of 600mm when located in
position 1, and 450mm when located in position 2.
REG 15 – HATCHWAY CLOSED BY PORTABLE COVER AND
SECURED WEATHERTIGHT
should be made of steel,
section of the
covers.
REG 16 – HATCHWAYS CLOSED BY COVERS
cover.
should be weathertight and fitted with gasket and damping devices.
will be subject to initial, annual and renewal
surveys testing, to the satisfaction of the Administration.
REG 17 – MACHINERY SPACE OPENING
.mso .machinery space opening
oor opening at the casing, shall have minimum 600mm height of door sill at position 1, and 380m
height at position 2.
have double weather tight door, outer door should have 600mm sill height, and inner door should have
230mm sill height.
of height 4.5m if located in
position1, or 2.3 meter in position 2. Reduced height could be considered if the ventilator come with
weathertight closing arrangement and approved by the Administration.
REG 18 – MISCELLANEOUS OPENINGS IN FREEBOARD AND
SUPERSTRUCTURE DECKS
an enclosed superstructure or
deckhouse for weathertightness.
Opening which is not protected, should be covered with closely spaced bolts.
Wherever access is provided weathertight door need to be used; and door sill height to be 600mm at
position 1 and 380mm height at position 2.
REG 19 -VENTILATORS
.ventilators
136
900mm at position 1 and 760mm in position 2.
re than 900mm height, additional support to coaming to be provided.
.5m in position 1 or 2.3m height in position 2, weathertight
closing arrangement need not be provided unless specifically required by administrator.
REG 20 – AIR PIPES
.air pipes
Ballast and other tanks air pipes, need to be of substantial steel construction. The height to the point where
water may access, shall be 760mm from freeboard deck, or 450mm from superstructure deck.
need to be fitted with automatic closing device, Pressure vacuum valves may be accepted on tanker.
REG 21 – CARGO PORTS AND OTHER SIMILAR OPENINGS
strength similar as shell plating.
be 230mm above upper edge of upper most load line.
need to comply with requirement from recognized organization and the
Administration.
REG 22 – SCUPPER, DISCHARGE, SPURLING PIPE & CABLE
LOCKER
led through hull shall be fitted with efficient and accessible means to prevent water
from passing inboard.
e at shell
together with non-return valve need to be provided.
pipes through which anchor chain are led, shall be closing arrangement to minimize water ingress
REG 23 – SIDE SCUTTLES, WINDOW AND SKYLIGHTS
lights to be fitted in spaces below freeboard deck.
ed from
mechanical damage, and storm cover.
REG 24 – FREEING PORTS
fitted for water drainage.
137
REG 25- PROTECTION OF CREW
.poc .protection of crew
ard rail or bulwarks shall be fitted around all exposed decks. The height to be minimum 1 meter from
deck.
380mm apart. Stanchions to be fitted at about 1.5 meter apart. Every 3rd stanchion to be supported by
bracket.
REG 26 & 27 – TYPES OF SHIPS & CONDITIONS OF ASSIGNMENT
with small access opening to cargo spaces
wherever fitted. All exposed hatchway shall be watertight, Additional area of freeing port or half the length of
weather deck need to be provided with guard rail.
.
REG 40 – MINIMUM FREEBOARD
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- Minimum summer freeboard shall be the freeboard found in table stated in
Regulation 28.
L FREEBOARD – Minimum freeboard obtained by deduction from summer freeboard of 1/4
of the summer draught.
– Minimum freeboard obtained by additional to summer freeboard of 1/48 of the
summer draught.
– Minimum freeboard obtained by “Winter Freeboard +
50mm” for ship <100m length, or same as winter freeboard for ship >100m length
– Minimum freeboard obtained by deduction of 1/48 of summer draught.
Annex III: Certificates
1. Certificate 1 International Load Line Certificate, 1966
Name, IMO, Registry, Length,
Freeboard assigned value, Type of ship, fresh water allowance
date of issue, place of issue,
2. Certificate 2 International Load Line Exemption Certificate
Name, IMO, Registry, Length,
Freeboard assigned value, Type of ship
fresh water allowance
date of issue, place of issue,
The voyage for which exemption is granted,
Condition for exemption
Annex IV: Verification and Compliance
Regulation 53:
Contracting Governments shall use the guidelines of the Code for Implementation to implement their
obligations and responsibilities.
Regulation 54: Verification of compliance
(1) Every Contracting Government shall conduct periodic audits according to audit standard to verify
compliance and implementation of the present Convention.
(2) The Secretary-General of the Organization shall have responsibility for the Audit Scheme, based on the
guidelines.
139
(3) Every Contracting Government is responsible to provide audit facility and implement a programme of
actions to address the findings, based on the guidelines.
(4) Audit of all Contracting Governments shall be:
(a) based on an overall schedule developed by the Secretary-General of the Organization, taking into
account the guidelines developed by the Organization and
(b) conducted at periodic intervals, taking into account the guidelines developed by the organization.
Condition of assignment – Load Line Survey
.condition of assignment
.cap load line
Article link: https://marineengineeringonline.com/condition-of-assignment-load-line-survey/
These are the conditions which must be met before free board is assigned to a ship and load line certificate is
issued following a load line survey. Free boards are computed assuming ship to be a completely enclosed and
water tight / weather tight envelop. The convention then goes onto recognize the practical need for opening
in the ship and prescribes means of protection and closure of such openings. These are called condition of
assignment since the assignment of computed free board is conditional upon the prescribed means of
protection and closure of openings such as hatchways, doorways, ventilation, air pipes, scuppers, etc.
Following are the conditions which must be met before assigning the load line.
1. Enough structural strength should be possessed.
2. Enough reserve buoyancy should be possessed.
3. Safety and protection of crew.
4. Prevent entry of water through hull.
Ships to be surveyed annually to ensure that they fulfil the condition of assignment.
Most of the condition of assignment are concerned with the water tight integrity of the ship. Hull construction
should meet the highest standard laid down by the classification society. This ensures protection against
flooding of the ship. The superstructure and bulkheads must be strengthened sufficiently. Some of the
condition of assignment which contribute towards water tight integrity are:
2. Hatchways
3. Machinery space openings
4. Details of opening in free board
5. Details of opening in superstructure deck
6. Ventilators
7. Cargo ports
8. Air pipes
9. Scuppers
10. Side scuttles
11. Inlet and discharges
All the above parameters ensure water tight integrity and protection against flooding of compartment. If
above are not water tight then during rough weather water can enter into the areas below main deck causing
to reduce the free board. So, condition of assignment very much contributes towards water integrity of the
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ship. Also, if green sea effect is not reduced and water is being accumulated on the deck, it can cause free
board to reduce and add free surface effect. In rough weather if any longitudinal or transverse girder give way
it can cause structural failure and water can enter area below main deck.
Because of this coaming, height of hatchways, height of sounding pipes and vent pipes are prescribed in M.S.
load line rules.
BWM
.ballast water management
International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM
Convention) was adopted on 13 February 2004. entered into force on 8 September 2017.
The convention applies to all the ships that carry ballast. There are few logical exemptions such as a ship that
carries permanent ballast in sealed tanks, which does not need to be discharged. Ballast water convention is
to prevent pollution from ballast water from one location and discharged into different ecology.
Ballast water management (BWM) convention provides two ways of doing that.
Regulation D1. Ballast water exchange standard
The first standard is to replace the ballast water in mid sea. This method is based on the fact that the invader
species from coastal water cannot survive in deep waters and deep water species cannot survive in coastal
waters. When replacing the ballast water at deep sea, BWM convention regulation D1 requires that at least
95% of the ballast water need to be exchanged.
And there are two ways to do that.
Sequential method or simply Pump-in, pump-out method
The first method is to deballast at least 95% of the volume of ballast water from the tank and then re-fill it.
This is called the “Sequential method or simply Pump-in, pump-out method)”.
For example, let us say we need to exchange the ballast water from a ballast tank that has 1000 m3 of ballast.
In this case, we need to deballast at least 950 m3 of ballast and then refill it. Actually, we need to deballast as
much as possible. 5% is just allowed for the unpumpable ballast.
Flow through method/ overflow method
The second method is to keep on ballasting the ballast tank and keep on overflowing the ballast water from
ballast tank through air pipe or other openings of the ballast tank.
For the flow-through method, BWM convention regulation D1 requires to pump in 3 times of the ballast tank
capacity to achieve 95% of the volumetric exchange.
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Regulation D2. Ballast water performance standard
The first ballast water standard is temporary and ultimately all ships need to arrive at ballast water
performance standard (regulation D-2). This second ballast water standard is more scientific .
It aims to control the number of actual species that can be discharged.
this can only be achieved by a Ballast water treatment system. This system is fitted before the ballast
overboard and it treats the ballast water to the required standards before the ballast water goes overboard.
Discharge criteria
– Any type approved ballast water treatment system need to comply with the discharge criteria of regulation
D2 and they are Capacity discharge for organisms;
1. Less than 10 organisms per m3, for organisms> 50 micrometers,
2. Less than 10 organisms per ml, for organisms between 10 and 50 micrometers
Capacity of indicator microbes; (the unit is cfu – colony forming unit)
1. Toxigenic vibrio cholera: 1 cfu per 100 ml
2. Escherichia coli: 250 cfu per 100 ml
3. Intestinal enterococci: 100 cfu per 100 ml
Regulation B-1. Ballast water management plan (B1)
BWM convention, regulation B-1 requires the ships to have an approved Ballast water management plan. The
ballast water management plan is a ship specific plan and has all the details related to the compliance with
BWM convention.
For example, it lists which regulation is applicable to the vessel regulation D-1 or regulation D-2.
In the case of regulation D-1, the approved process of achieving 95% of volumetric exchange of ballast will be
provided in the BWM plan. It would also contain the safety consideration for ballast water exchange.
For example the information about the set of ballast tanks that can be exchanged together along with the
ship’s stability during this process.
If regulation D-2 is applicable then the BWM plan would contain the information about Ballast water
treatment system. And the BWM plan provides information about the handling of sediments from the ballast
water tanks.
Regulation B-2. Ballast water record book (B2)
BWM convention regulation B-2 requires the ships to have on board a “Ballast water record book”. An entry
needs to be made for each activity related to the ballast water.
Below are the entries that need to be made
 Whenever Ballast Water is taken on board
 Whenever Ballast Water is circulated or treated for Ballast Water Management purposes
 When Ballast Water is discharged into the sea
 When Ballast Water is discharged to a reception facility
 Accidental or other exceptional uptake or discharges of Ballast Water
 additional operational procedure and general remarks
Regulation B-3: Ballast water management for ships
Vessels need to comply with either regulation D-1 (Ballast exchange) or Regulation D-2 (Ballast water
treatment system).
BWM convention regulation B-3 provides this information.
142
as per the revised regulation B-3
 New ships (built on or after 08 Sept 2017) must meet D-2 standards.
 Existing ships (built before 08 Sept 2017) must meet D-2 standards at their first IOPP renewal survey
after 08 Sept 2019.
 All vessel must comply with D-2 standards before 08 Sept 2024.
Regulation B-4. Criteria for ballast water exchange
BWM convention regulation B-4 provides the criteria for deep sea where the ballast exchange need to be
carried.
And as per regulation B-4, the ballast water exchange need to be carried at
 200 Nautical miles from nearest land in a minimum water depth of 200 meters.
 Where 200 NM is not possible, then as far as practicable from the nearest land but not less than 50 NM
from nearest land and in a minimum water depth of 200 meters
Regulation B-4.3 also clarifies that the ship don’t need to deviate from the intended route for the purpose of
complying with this requirement.
Regulation E-2. International Ballast water management certificate
BWM convention regulation E-2 requires that every ship that complies with the requirements of the
conventions be issued with a certificate. The International Ballast water management certificate is issued after
the successful initial survey of that vessel.
The initial survey is carried out to verify that
 the ship’s ballast water management plan complies with the requirements of the convention.
 The equipment and procedures comply with the requirements of the convention.
The ballast water management certificate is valid for 5 years.. It is subject to the annual surveys. The annual
survey is carried out each year within three months before or after each anniversary date. Apart from that, an
Intermediate survey is carried out within three months before or after the second or third-anniversary date of
the certificate.
Ballast water exchange record needs some data, they are:
I.
II.
III.
Date of the operation
Ship’s ballast tank used in the operation.
Temperature of the ballast water.
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IV.
V.
VI.
VII.
VIII.
IX.
X.
Salinity of the ballast water in PPM (salt content in parts per million).
Position of the ship (latitude and longitude).
Amount of ballast water involved in operation.
All the records entered must be signed by a responsible officer (normally chief officer).
Master is overall in-charge of the operation and he will also acknowledge the ballast/ de-ballast
operation by signing the BMP log.
Date and identification of the tank last cleaned.
If there is accidental discharge of ballast exchange it must be entered and signed. Same
information is to be given to concerned port state authority.
BWM Amendments:
Amendment came D3: Approval requirement for ballast water management system
The amendments are:
i) Ballast water management system installed on or after 28 Oct 2020 shall be approved in BWMS code.
ii) Ballast water management system installed before 28 Oct 2020 shall be approved into account the
guidelines developed by the organization on BWMS code.
General structure of a Ballast Water Treatment (BWT) System



The ballast water is generally passed through a filter for physical treatment to remove living organisms and
dirt of size 50 microns and above. Some systems use cavitation devices as physical treatment.
Later, the ballast water is sterilized to kill microbes by chemical treatment using chemicals and the treated
water is filled in ballast tanks. Methods include emitting ultra-violet rays in water, reducing the oxygen
content in water, adding active substances such as ozone and using its sterilizing ability, sterilizing water
by using chemicals etc.
Then the water is discharged overboard. But for a system in which re-treatment or neutralization is
necessary, the water is discharged overboard after such treatment has been performed.
Different types of ballast water treatment system
There are 4 different types of ballast water treatment system commonly used. They are;
1. UV treatment method
2. Gas Treatment method
3. Electrolysis method
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4. Magnetic Separation method.
a) UV Treatment method
- Here, Large aquatic organisms are removed together with dirt in the first stage filter. Then, light is emitted
on titanium dioxide, and the radicals generated sterilize aquatic organisms and other fungi.
– An atom or a molecule with an unpaired electron is a radical. By radiating light of a specific wavelength,
titanium dioxide generates active oxygen and hydroxyl radicals (OH radical), which has strong disinfection.
– In addition, some system uses ultraviolet rays to sterilize. Micro-organisms, fungi, etc. may regenerate in the
tanks because this treatment system does not use chemicals. Therefore, ballast water needs to be treated by
the BWT system again before it is discharged.
b) Gas Treatment method
– Figure shows an overview of the gas treatment method. When filling ballast water, Inert gas is blown into
the ballast water using a Venturi tube, the oxygen concentration of water is reduced, and ballast water is
sterilized.
– The oxygen concentration of inert gas is lower than 0.1%, and this is lower than inert gas used for oil tankers
(lower than 5%). In addition, some system uses ozone which has strong disinfection. These treatment methods
may need neutralization process or water quality adjustment during discharge of ballast water.
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c) Electrolysis method
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Figure shows an overview of the electrolysis treatment method with filtration & cavitation. The uptake
ballast water is passed through filters and large aquatic organisms and dirt more than 50 microns are
removed.
Cavitation damages the cell membranes of organisms, and nitrogen gas purified onboard and hydroxyl ions
generated by electrolysis are added to sterilize and to kill aquatic organisms and fungi.
There are no active substances that are brought into the ship from outside the ship.
d) Magnetic Separation method.
– Figure shows an overview of the magnetic separation treatment method. This is a treatment system for
aquatic organisms, micro-organisms, and microbes in which magnetic powder is fed to the ballast water
during its filling, water is agitated and magnetic separation performed.
– No chemicals for sterilization are used. The aqueous ingredients in ballast water are also unchanged, and retreatment of discharged water, neutralization, etc., are not necessary.
IMDG CODE
The International Maritime Dangerous Goods Code (IMDG Code) is an internationally agreed regulation
developed by the recommendations of the United Nations’ panel of experts on transportation of hazardous
goods along with the IMO and sets provisions for the safe transport of dangerous goods by sea. The IMDG
code is a very much living document and gets amended from time to time (every 2 years).
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WHAT IS THE PURPOSE OF THE IMDG CODE?
 Enhance the safe carriage of dangerous goods
 While facilitating the free unrestricted movement of such goods
 Prevent pollution to the environment
LEGAL STATUS OF IMDG CODE
 The IMDG code is a legal document under chapter VII part a of SOLAS 1974 and MARPOL 73/78, annex
III, regulation 1(2) prohibits the carriage of harmful substances in ships except when carried in
accordance with the IMDG code.
APPLICATION AND IMPLEMENTATION OF IMDG CODE
The provisions contained in this Code are applicable to all ships to which the International Convention for the
Safety of Life at Sea, 1974 (SOLAS 74), as amended, applies and which are carrying dangerous goods as defined
in regulation 1 of part A of chapter VII of that Convention.
STRUCTURE OF IMDG CODE
The IMDG code consists of two books (volume 1 and volume 2), and the IMDG code supplement.
IMDG Volume 1
Part – 1: General provision, definitions and training.
Part – 2: Classification.
Part – 4: Packing and tank provision.
Part – 5: Consignment procedure.
Part – 6: Construction and testing of packing’s intermediate bulk containers, large packing portable tanks
and road tank vehicles.
Part – 7:
Provision concerning transport operation.
IMDG Volume 2
Part 3 Dangerous goods list, special provisions and exceptions
THE IMDG CODE SUPPLEMENT
This includes additional provisions that are relevant to sea transport. These provisions include:
 Emergency response procedures for ships carrying dangerous goods
 Medical first aid guide
 Reporting procedures
 IMO/ILO/UNECE (United Nations Economic Commission for Europe) guidelines for packing cargo
transport units
 Safe use of pesticides in ships, cargo holds and CTUs
 International code for the carriage of packaged irradiated nuclear fuel, plutonium and high-level
radioactive wastes on board ships
United Nations (UN) Numbers are four-digit numbers used world-wide in international commerce and
transportation to identify hazardous chemicals or classes of hazardous materials. These numbers generally
range between 0000 and 3500 and are ideally preceded by the letters "UN" (for example, "UN1005") to avoid
confusion with other number codes.
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North American (NA) Numbers are identical to UN numbers. If a material does not have a UN
number, it may be assigned an NA number; these are usually 4-digit numbers starting with 8
or 9 such as 9037 (or ideally, NA9037), the NA number for hexachloroethane.
UN/NA numbers are required for the shipment of hazardous materials. You have probably
seen placards (such as the one on the right) that bear a UN/NA number on railway cars,
trucks, shipping containers etc.
Updating IMDG Code
The IMDG Code is an international regulation which is continuously evolving and is updated every two years to
take account of:
 New dangerous goods which have to be included;
 New technology and new methods of working with/handling dangerous goods
 Safety concerns which arise as a result of human experience.
9 Classes of Dangerous Goods
Class 1: Explosives
Class 2: Gases
Class 3: Flammable liquids
Class 4: Flammable solids; substances liable to spontaneous combustion; substances which, in contact with
water, emit flammable gases
Class 5: Oxidizing substances and organic peroxides
Class 6: Toxic and infectious substances
Class 7: Radioactive material
Class 8: Corrosive substances
Class 9: Miscellaneous dangerous substances and articles
These 9 hazard classes have been established internationally by a United Nations (UN) committee to ensure
that all modes of transport (road, rail, air and sea) classify dangerous goods in the same way.
UN Number & Proper Shipping Names
Within each of the 9 hazard classes, dangerous goods are assigned to UN Numbers (A four-digit number
known as the UN Number which is preceded by the letters UN) and Proper Shipping Names (PSN)
according to their hazard classification and their composition. These 9 hazard classes have been established
internationally by a United Nations (UN) committee to ensure that all modes of transport (road, rail, air and
sea) classify dangerous goods in the same way. For example, kerosene is identified in the IMDG Code by its UN
Number UN 1223 and the PSN Kerosene.
Together the UN Number and PSN uniquely identify dangerous goods to enable rapid and precise
identification during transport to ensure the correct handling, stowage, segregation etc, and in the
event of an emergency, ensure that the correct procedures are followed.
Marine pollutant mark
Cargo transport units containing marine pollutants shall clearly display the marine pollutant
mark, even if the cargo transport unit contains packages not required to bear the
marine pollutant mark. The mark shall conform to the specifications given in the IMDG Code
regulations
IBC code MEPC.19(22)
A certificate called an International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk,
the model form of which is set out in the appendix to the International Bulk Chemical Code, should be
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issued after an initial or periodical survey to a chemical tanker engaged in international voyages which
complies with the relevant requirements of the Code.
Note: The Code is mandatory under both chapters VII (Carriage of dangerous goods) of SOLAS 1974 and Annex
II of MARPOL 73/78 for chemical tankers constructed on or after 1 July 1986.
International Bulk Chemical Code means the International Code for the Construction and Equipment of Ships
Carrying Dangerous Chemicals in Bulk adopted by the Marine Environment Protection Committee of the
Organization by resolution MEPC.19(22) and marine safety committee.
The BCH code is applicable to the chemical tankers built before 1 July 1986. The IBC code is applicable to the
chemical tankers built after 1 July 1986.
Noxious liquid substance means any substance indicated in the Pollution Category column of chapter 17 or 18
of the International Bulk Chemical Code
Both SOLAS Chapter VII (Carriage of dangerous goods ) and MARPOL Annex II (Regulations for the Control of
Pollution by Noxious Liquid Substances in Bulk) conventions require all chemical tankers should comply with
an IBC Code.
What are the objectives of IBC code?
The objective of lBC Code is to provide the international standards in ship design, construction and equipment
for the safe carriage of dangerous chemicals and noxious liquid substances. It also tells about cargo transfer,
cargo containments, cargo venting arrangements, fire protection & fire prevention and special requirements
for certain cargo etc. Implementation of IBC code reduces the risk to ship, crew and environment.
IBC Code applies?
IBC Code applies to all ships which are carrying bulk cargo of dangerous chemicals and noxious liquid
substances listed in chapter 17 of IBC code. Independent of the size of the ship
Chapters
Code consist of following chapters,
Chapter 1- General
Chapter 2- Ship survival capability and location of cargo tanks
Chapter 3- Ship arrangements
Chapter 4- Cargo containment
Chapter 5- Cargo transfer
Chapter 6- Material of construction, protective lining and coatings
Chapter 7- Cargo temperature control
Chapter 8- Cargo tank venting and gas freeing arrangements
Chapter 9- Environmental control
Chapter 10- Electrical installation
Chapter 11- Fire protection and fire extinguishment
Chapter 12- Mechanical ventilation in cargo area
Chapter 13- Instrumentation
Chapter 14- Personal protection
Chapter 15- Special requirements for certain cargo
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Chapter 16- Operational requirements
Chapter 17- Summary of minimum requirements ( list of cargo can carry)
Chapter 18- List of product which the code does not carry
Chapter 19- Index of product carried in bulk
Chapter 20- Transport of liquid chemical wastes
Chapter 21- Criteria for assigning carriage requirements for products subjected to IBC code
MEPC 159(55)
.m159 .mepc159 .mepc 159
The amendment entered into force on 1 January 2010.
STANDARDS
A sewage treatment plant should satisfy some effluent standards when tested for its Certificate of Type
Approval by the Administration:
These are:
.1 Thermotolerant Coliform Standard
The geometric mean of the thermotolerant coliform count of the samples of effluent taken during the test
period should not exceed 100 thermotolerant coliforms/100 ml.
.2 Total Suspended Solids (TSS) Standard
(a) The geometric mean of the total suspended solids content of the samples of effluent taken during the test
period shall not exceed 35 mg/l.
(b) On a shipboard test, the maximum allowed TSS must not be greater than 35 plus x mg/l.
Method of testing should be the filtration of representative sample through a 0.45 µm filter membrane at
105°C.
Or centrifuging of the sample at least 105 °C after drying.
Other internationally accepted equivalent test standard can also be used to test the sample.
.3 Biochemical Oxygen Demand and Chemical Oxygen Demand
The geometric mean of 5-day Biochemical Oxygen Demand (BOD5) of the sample should not exceed 25 mg/l
The Chemical Oxygen Demand (COD) should not exceed 125 mg/l..
.4 pH
The pH shall be between 6 and 8.5.
.5 Zero or non-detected values
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→ For thermos tolerant coliforms, zero values should be replaced with a value of 1 thermotolerant
coliform/100 ml to allow the calculation of the geometric mean.
→ For total suspended solids, bio chemical oxygen demand and chemical oxygen demand, values below the
limit of detection should be replaced with one half the limit of detection to allow the calculation of the
geometric mean.
MEPC 157(55)
.m157 .mepc 157 .mepc157
.mepc 157 .m157
Approval of Discharge Rate of Untreated Sewage from Sewage Holding Tank
→ Untreated sewage stored in holding tank may be discharged at more than 12 nautical miles from the
nearest land but the discharge can not be instantaneously. the discharge should be at a moderate rate when
the ship is en route and speed not less than 4 knots.
DISCHARGE RATE
3.1-The maximum permissible discharge rate is 1/200,000 (or one 200,000th part) of swept volume.
Swept volume is the product of breadth, draft and distance travelled
It can also be expressed by a formula. The formula is
DRmax = 0.00926 V D B
Where:
DRmax is maximum permissible discharge rate (m3 /h)
V is ship’s average speed (knots) over the period
D is Draft (m)
B is Breadth (m)
1.2 The maximum permissible discharge rate is actually an average rate. It is calculated over any 24-hour
period, or the period of discharge if that is less.
APPROVAL OF RATE BY ADMINISTRATION
→ The Administration should approve the rate of discharge based upon the ship’s maximum summer draft
and maximum service speed.
→ Where sewage is to be discharged at a different combination of draft and speed one or more secondary
discharge rates may also be approved.
METHOD OF CALCULATION
→ The calculated swept volume of the ship should be determined for drafts up to and including the summer
draft.
→ Where a ship is to discharge sewage from a holding tank using a pump calibrated at a fixed rate, the pump
can be calibrated at a the rate permitted at 4 knots; or
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The pump can be calibrated for a specific minimum ship’s speed more than 4 knots.
→ Where the intended actual discharge rate exceeds the rate permissible at 4 knots, the actual discharge rate
need to be reduced or the ship speed need to be increased.
→ The rate and speed need to be detailed in the type approval certificate issued by the Administration.
COMPLIANCE WITH THE RATE
→ Before undertaking a sewage discharge the crew member responsible for sewage operations should ensure
that
→ the ship is en route,
→ the ship is more than 12 nautical miles from the nearest land and
→ the ship’s navigation speed is consistent with the discharge rate approved by the Administration.
→ Ships with high discharge requirements are encouraged to keep notes of calculations of the actual
discharges to demonstrate compliance with the approved rate.
MEPC 182(59)
.m182 .mepc 182
This amendment is adopted on 17 July 2009
Sampling methods
The sample should be obtained by one of the following methods:
.1 manual valve-setting continuous-drip sampler; or
.2 time-proportional automatic sampler; or
.3 flow-proportional automatic sampler.
4.2 Sampling equipment should be used according to manufacturer’s instructions.
Sampling and sample integrity
The sampling equipment need to be sealed during supply.
Attention should be given to the form of set up of the sampler
Attention should be given to the form of the primary sample container
Attention should be given to the cleanliness and dryness of the sampler and the primary sample container
before use.
Attention should be given to the setting of the means used to control the flow to the primary sample
container.
Lastly, Attention should be given to the securing method of the sample from tampering or contamination
during the bunker operation.
5.3 The primary sample receiving container should be attached to the sampling equipment.
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It should be sealed to prevent tampering or contamination of the sample throughout the bunker delivery
period.
Sampling location
A sample should be collected from the receiving ship’s inlet bunker manifold.
Sample should be taken continuously and uniformly throughout the bunker delivery period.
Retained sample handling
7.1 The sample container should be clean and dry.
7.2 Before filling the sample container, the primary sample quantity should be shaken to ensure that it is
homogeneous.
7.3 The retained sample quantity should be sufficient to perform the required tests.
Sample should not be less than 400 ml.
The container should be filled to 90% ± 5% capacity and sealed.
Sealing of the retained sample
Afte taking the sample, a tamper proof security seal with a unique means of identification should be installed
by the supplier’s representative in the presence of the ship’s representative.
Sample label should contain.1 sample location and the sampling method
.2 sample delivery date;
.3 name of bunker tanker/bunker installation;
.4 name and IMO number of the receiving ship;
.5 signatures and names of the supplier’s representative and the ship’s representative.
.6 details of seal identification; and
.7 bunker grade.
→ For cross referencing the identification may also be recorded on the bunker delivery note.
Retained sample storage
→ The retained sample should be kept in a
→ safe storage location, outside the ship’s accommodation,
→ where personnel would not be exposed to vapours which may be released from the sample.
→ Entering into sample storage location should be done carefully.
9.2 The retained sample should be stored in a sheltered location
→ where it will not be subject to elevated temperatures, cool/ambient temperature is better, and
→ where it will not be exposed to direct sunlight.
9.3 The retained sample should be retained under the ship’s control
→ until the fuel oil is substantially consumed or for a period not less than 12 months from the time of delivery.
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→ A system to keep track of the retained samples should be undertaken.
MEPC 76(40): STANDARD SPECIFICATION FOR SHIPBOARD INCINERATORS
.m76 .mepc76 .mepc 76
4 Operating requirements
4.1 The incinerator system design and construction should be such that 
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The Maximum combustion chamber flue gas outlet temperature: 1,200°C
Minimum combustion chamber flue gas outlet temperature: 850°C
Preheat temperature of combustion chamber: 650°C
For Batch Loaded Incinerators, there are no preheating requirements.
However, the incinerator should be designed that the temperature in the actual combustion space
should reach 600°C within 5 minutes after start.
before ignition the pre-purge should be at least 4 air changes in the chamber(s) and stack, but not less
than 15 seconds.
Time between restarts should be at least 4 air changes in the chamber(s) and stack, but not less than
15 seconds.
Post-purge, after shut-off not less than 15 seconds after the fuel oil valve
Incinerator discharge gases should be minimum 6% 02.
4.2 Outside surface of combustion chamber(s) should be shielded from contact so that people in normal work
situations will not be exposed to extreme heat. The temperature must not exceed 20°C above ambient
temperature or direct contact of surface temperatures exceeding 60°C.
4.3 Incinerating systems are to be operated with under pressure (negative pressure) in the combustion
chamber such that no gases or smoke can leak out to the surrounding areas.
4.4 The incinerator should have warning plates attached in a prominent location on the unit,
→warning against unauthorized opening of doors to combustion chamber(s) during operation
→ and against overloading the incinerator with garbage.
4.5 The incinerator should have instruction plate(s) attached in a prominent location which will say:
4.5.1 Cleaning ashes and slag from the combustion chamber(s) and
cleaning of combustion air openings before starting the incinerator.
4.5.2 Operating procedures and instructions should be posted. These should include
→proper start-up procedures,
→normal shut-down procedures,
→ emergency shut-down procedures, and
→ procedures for loading garbage (where applicable).
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4.6 To avoid building up of dioxins, the flue gas should be shock-cooled to a maximum 350°C within 2.5 metres
from the combustion chamber flue gas outlet.
5 Operating controls
5.1 The entire unit should be capable of being disconnected from all sources of electricity by means of one
disconnect switch located near the incinerator.
5.2 There should be an emergency stop switch located outside the compartment which stops all power to the
equipment.
→ The emergency stop switch should also be able to stop all power to the fuel pumps.
→ If the incinerator is equipped with a flue gas fan, the fan should be to restart independently of the other
equipment on the incinerator.
5.3 The control equipment should be so designed that any failure equipment will prevent operations and
cause the fuel supply to be cut off if
5.3.1 Safety thermostat/draft failure
5.3.1.1 A flue gas temperature controller, with a sensor placed in the flue gas duct. This temperature
controller will shut down the burner if the flue gas temperature exceeds the set temperature.
5.3.1.2 A combustion temperature controller, with a sensor placed in the combustion chamber. This will shut
down the burner if the combustion chamber temperature exceeds the maximum temperature.
5.3.1.3 A negative pressure switch should be provided to monitor the draft and the negative pressure in the
combustion chamber. The goal of this negative pressure switch is to ensure that there is sufficient
draft/negative pressure is ensured during incinerator operations.
5.3.2 Flame failure/fuel oil pressure
5.3.2.1 The incinerator should have a flame failure alarm control which consists of flame sensing element and
other essential equipment for shut down of the unit in the event of ignition failure and flame failure. The
flame safeguard control designed in such a way that the failure of any component will cause a safety shut
down.
5.3.2.2 The flame safeguard control should be able to close the fuel valves in not more than 4 seconds after a
flame failure.
5.3.2.3 The flame safeguard control should have a time delay not more that 10 seconds during which fuel may
be supplied to establish flame. If flame is not established within 10 seconds, the fuel supply to the burners
should be automatically immediately shut off.
5.3.2.4 Whenever the flame safeguard control has operated because of failure of ignition, flame failure, or
failure of any component, only one automatic restart may be provided. If this is not successful then manual
reset of the flame safeguard control should be required for restart.
5.3.2.6 If fuel oil pressure drops below that set by the manufacturer, a failure alarm should be provided, and
the program will lock out. This type of arrangement applies to a sludge oil burner because pressure if very
important to burn sludge efficiently.
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5.3.3 Loss of power
If there is a loss of power to the incinerator control/alarm panel (not remote alarm panel), the system should
shut down.
5.4 Fuel supply
Two fuel control solenoid valves should be provided in series in the fuel supply line to each burner. On
multiple burner units, a valve on the main fuel supply line and a valve at each burner will satisfy this
requirement. The valves should be connected electrically in parallel so that both operate simultaneously.
5.5 Alarms
5.5.1 An audible alarm should be provided to local alarm system or a central alarm system. When a failure
occurs, a visible indicator should show what caused the failure.
(The indicator may show more than one fault condition.)
5.5.2 The visible indicators should be designed in such way that, if the failure is due to safety related
shutdown, manual reset is required.
5.6 After shutdown of the oil burner, system should be provided so that the fire box can cool sufficiently.
CAP (Condition Assessment Program)
Condition assessment program
Condition Assessment Program (CAP) is a specialized survey program which offers owners a detailed
assessment of a ship's actual condition, based on strength evaluation, and fatigue strength analysis as well as
a detailed-on site systematic inspection of the hull, machinery, and cargo systems. With the CAP, owners can
be confident that they have an accurate assessment of the ships actual condition, especially as far as the
condition compares with the normal Class requirements.
The CAP applies to oil tankers, chemical carriers and bulk carriers, though other types of ships may be covered,
provided that the CAP is properly modified.
The CAP consists of two major parts.
(1) CAP-HULL (Condition Assessment for Hull Structures)
(2) CAP-MACHINERY/CARGO SYSTEM (Condition Assessment for Machinery and Cargo Systems)
The results of condition assessment are clearly identified using a rating system. The definitions corresponding
to each rating are indicated below.
(1) CAP-HULL RATING
(a) Rating Level 1 : "Very Good Condition"
Items examined and measured found as close "as new" according to current rule. No maintenance or repair
required.
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(b) Rating Level 2 : "Good Condition"
Items examined and measured found to have minor deficiencies which does not require correction or repair.
Found all thicknesses significantly above class limits.
(c) Rating Level 3 : "Satisfactory Condition"
Items examined and measured found to have deficiencies, which do not require immediate corrective action,
or found to have thicknesses, reduced. Although this thickness is generally above class renewal levels, but they
seems to have substantial corrosion.
(d) Rating Level 4 : "Unsatisfactory Condition"
Items examined and measured either found having a deficiencies which may affect the ship's potential ability
to remain in class. In some areas, thicknesses measurement found at or below the class renewal levels.
(2) CAP-MACHINERY/CARGO SYSTEM RATING
(a) Rating Grade 1 : "Very Good Condition"
Items and systems examined, and function tested, found with no deficiencies.
Documentation and maintenance practices considered good.
No maintenance or repair required.
(b) Rating Grade 2 : "Good Condition"
Items and systems examined and function tested, some minor deficiencies found which do not affect safe
operation and/or normal performance.
Documentation and maintenance practices considered adequate.
No immediate maintenance or repair considered necessary.
(c) Rating Grade 3 : "Satisfactory Condition"
Items and systems examined and function tested, found some deficiencies but not affecting safe operation.
Documentation and maintenance practices considered to be of a minimum standard.
Some maintenance and repair may be considered necessary.
(d) Rating Grade 4 : "Unsatisfactory Condition"
Items and systems examined and function tested, found some deficiencies significantly affecting operation
and/or performance.
Documentation and maintenance practices considered inadequate.
Maintenance and repair required to reinstate serviceability.
After the completion of the CAP,
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→ the certificate of CAP indicating the ship's comprehensive rating (Overall Rating for CAP-HULL and/or CAPMACHINERY / CARGO SYSTEM) is issued.
Detailed assessment results and the relevant records shown below are attached to the certificate of CAP.
(1) CAP-HULL
(a) CAP-HULL rating for each structural group and strength evaluation
(b) Survey record
(c) Report for fatigue strength assessment
(d) Rating for corrosion protection systems of water ballast tanks and coated cargo tanks
(e) Photographic report
(f) Thickness measurement record
(2) CAP-MACHINERY/CARGO SYSTEM
(a) CAP-MACHINERY/CARGO SYSTEM rating for each item
(b) Survey record
(c) Photographic report
Tonnage Convention:
Convention name: International Convention on Tonnage Measurement of Ships, 1969
An International Tonnage Certificate (1969):
.tonnage certificate .tc
(1) An International Tonnage Certificate (1969) shall be issued to every ship, after determining the gross and
net tonnages in according to International Convention on Tonnage Measurement of Ships, 1969
(2) this certificate shall be issued by the Administration. The Administration shall assume full responsibility for
the certificate.
The certificate will contain
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Name of Ship, Port of Registry, Registry date
Length
Breadth
Moulded Depth amidships to Upper Deck
GROSS TONNAGE
NET TONNAGE
Form of certificate
(1) The certificate shall be drawn up in English , French, Spanish or the official language or languages of the
issuing country. If the language used is neither English nor French, a translation shall be provided.
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Cancellation of Certificate
An International Tonnage Certificate (1969) will be invalid and shall be cancelled by the Administration if
alterations have taken place in the arrangement, construction, capacity, total number of passengers the ship is
permitted to carry as indicated in the ship's passenger certificate, assigned load line or the permitted draught
of the ship.
(2) The certificate will be invalid if the ship is transferred to the flag of another State
(3) After flag change the International Tonnage Certificate (1969) shall remain in force for a period not
exceeding three months, or until the Administration issues another International Tonnage Certificate (1969) to
replace it. The previous flag state shall transmit the certificate the new flag state as soon as possible after the
transfer takes place.
Article 11 - Acceptance of Certificate
The certificate shall be accepted by the other Contracting Governments.
UNITED NATIONS CONVENTION ON THE LAW OF THE SEA : UNCLOS
Link: https://www.mitags.org/certificates-for-ships
Certificate of registry:
.certificate of registry
A Certificate of Registry is a statutory certificate required by local law and the United Nations Convention on
the Law of the Sea. Merchant ships must be registered in a flag state and carry a Certificate of Registry
detailing and verifying this registration.
This trading certificate contains essential information about the vessel and the owner of the vessel, including
the following.
Ship owner particulars: Details about the ship owner or owners, including their name, address, percent of
ownership and other information
Ship particulars: Details about the vessel, including its length, breadth, depth, gross tonnage and where the
ship was built
Ship engine particulars: Details about the ship’s engine, including the make and model and a description of
the engine
Ship owners must meet specific requirements set by the flag state to qualify for a Certificate of Registry. These
requirements may vary by country, but can include holding a classification certificate, a builder’s certificate
with details of the vessel and a certificate of sale to the current owner or owners. Ships can receive a
Certificate of Registry from government or private agencies called registries.
ERM
.erm
The purpose of (ERM) is to reduce the risk of accidents at sea. It is a method of using all available resources to
conduct engineering operation and run a vessel. The resources involves are both equipment and people
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key factors
leadership
a true leader always
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share information
think positive
remain calm
avoid excessive workload
care about team members
decision making
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it is an important quality of a true leader.
Collect information
Think about situation and take decision
Decision should not affect company, ship, environment and team members
Communication
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Communication is one of the most important because everything else depends upon it.
It should be short, loud and clear
Always close loop communication
co operation
every team member should cooperate each other doe safe operation of ship
team work
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all member should work as a team to finish a work safely and timely
respect each other
share information with each other
situation awareness
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know the ship and machinery well
know the operation of the machinery
know the hazard involved
PSC Inspection:
In the year 1978, a massive oil spill was caused on the coast of France by the grounding of the oil tanker
named Amoco Cardiz. Because of this oil spill 12 European Maritime authorities and the European commission
decided to develop a harmonized system to inspect foreign ship for defects and deficiencies in their ports.
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An agreement was concluded in 1982 which is famously known as Paris Memorandum of Understanding on
port state control (Often referred as the Paris MOU). Under this act, each administration decided to inspect at
least 25 % of the foreign ships visiting their ports.
MOU’s
After Paris MOU in 1982, other regional MOU have also been signed. Some of the prominent ones are as
follows such as: 1.
2.
3.
4.
5.
6.
Tokyo MOU
United States Coast Guard (USCG)
Vina-Del-Mar Agreement (Latin America)
Caribbean MOU
Mediterranean Sea MOU
Indian Ocean MOU
 Inspection would be carried out on ships coming to a port for the first time or after an absence of 12
months of more
 Inspection would be carried out of ships which have been permitted to leave the port of a state with
deficiencies to be rectified
 Inspection would be carried out of ships which have been reported as being deficient by pilots or port
authorities
 Ships whose certificates are not in order would be inspected
 Ships which has been involved in any kind of accident such as grounding, collision or stranding on the
way to a port will be inspected
 Inspection of ship which are carrying dangerous or polluting goods and have failed to report relevant
information would be inspected
 Ships which have been suspended from the class in the preceding 6 months would be inspected
 Ships which have been subject of a report or notification by another authority would be inspected
 Inspection of ships which are accused of an alleged violation of the provision of IMO as to pose a threat
to the ship’s crew, property, or environment would be inspected
PSC checklist
.psc checklist
161
162
163
164
165
166
167
.psc eng
168
169
Important things to be checked in ER:
1. general appearance and cleanliness of the ship. He can randomly check the garbage bins to get an idea
weather garbage management plan is being followed onboard or not. There have been instances
where fine was imposed on the ship when PSC inspector found oily rag in a paper bin.
2. oil record book (ORB) for up-to-date entries and can tally with other logs like sounding record book. He
may check other Engine room documents like Engine room log book, sounding book, checklist for
carrying out hot work, enclosed entry etc. UK port state even demands hour log of staff.
3. Safety equipment is a favourite for PSC. The inspector may check Emergency generator starting and
simulation of blackout situation, may try out Emergency bilge suction, emergency compressor and
emergency fire pump etc.
4. Life Saving Appliances (LSA) and Fire fighting appliances (FFA) and equipment’s. LSA includes
emergency escape breathing device (EEBD), emergency escapes, Water tight doors closing, sounding
pipe with self closing weighted cock, signs and ply card showing exit etc. In FFA (Fire fighting
appliances) items he may check auto stop of pumps, machineries and ventilation fan from remote
place. He may check fixed fire system, fire alarm and detector system and operation of quick closing
valve from remote position.
5. alarms and safety trips for Main engine, all alarms and trips for Auxiliary engine and other machineries
like compressor, boiler etc. He may also check the lifting of safety valve of a boiler etc.
6. Oily Water Separator (OWS) is a machinery PSC inspector will surely look for. He may check the log
stored in the Oil content monitor (OCM) and compare it with ORB and sounding book. United States
Coast Guard (USCG) normally removes and checks the discharge pipe of OWS for any oil residue. PSC
inspector can ask engine staff to start and run OWS with skin valve open and overboard shut.
7. may thoroughly check bilge tank top for oil and any leakages, all machineries for any type of
abnormality and leakage. He will definitely check for any loose and illegal rubber hose and portable
pump in Engine room.
8. Steering room is one of the favourite areas of PSC inspector to check for any leakages and abnormality.
He may ask any crew member to demonstrate practically the procedure for emergency steering.
9. bulkheads of tanks and ship side for any deformation and temporary repairs. He can inspect sea water,
fuel oil or lube oil pipes, coolers, and system and overboard valves for any leakages and temporary
repairs.
10. floor plates for any corrosion and thinning of metal. The floor plates should not be slippery and should
be properly fixed at a given place. He may check railings at upper and tunnel platform for any loose or
broken areas.
Watertight door
.wtr tight door .wtd
Watertight as defined in SOLAS is: capable of preventing the passage of water in any direction under the head
of water – that is likely to occur in intact and damaged conditions.
it can withstand water pressure from both sides. They are designed to withstand continuous submersion and
are therefore located below waterline like shaft tunnels, ballast tanks, bow thruster compartments etc.
Depending upon the construction
Hinged type: A door having a pivoting motion about one vertical or horizontal edge.
Sliding type: A door having a horizontal or vertical motion generally parallel to the plane of the door, powered
by hydraulic cylinders or electric motors.
170
Solas Regulations Regarding Closure of Watertight Doors
(As per Solas regulation, SOLAS chapter II-1, watertight doors from regulation 14 to regulation 25)
1. All the power operated doors must be capable of closing simultaneously from bridge and Ship Control
Center (SCC). Door Closing time not more than 60 seconds when the ship is in an upright condition.
2. The door shall have an approximate uniform rate of closure under power. The closure time, from the time
the door begins to close to the time it closes completely, shall be in no case less than 20 seconds or more than
40 seconds with the ship in an upright condition.
3. In case of hand operation of the door, during a power failure, the door must be closed within 90 seconds.
4. Power-operated sliding doors shall be capable of closing with the ship listed to 15 degrees either side.
5. Power-operated sliding doors should be provided with a local audible alarm distinct from any other alarm in
that area. The alarm shall sound for at least 5 seconds whenever the door is closed remotely. The alarm shall
sound not more than 10 seconds before the door begins to move. The sound should be audible until the door
is completely closed.
6. Controls for opening and closing the door should be provided on either side of the door. The door control
shall also be provided on the central operating console at the bridge. The control handles are located at least
1.6m above the floor on passenger ships.
7. Visual indicator for the door “closed or open” provided in navigation bridge. A red light indicates a door is
fully open and a green light indicates that the door is fully closed.
8. The direction of movement should be clearly indicated and displayed at all operating positions.
9. There is also a secondary control station above the bulkhead deck, so that the powered watertight doors
can be closed when local control cannot be reached due to fire or flooding.
171
Different Types of Watertight Doors on Ships
TYPE A: This type of doors may be left open and are to be closed only during an emergency.
TYPE B: This type of watertight doors should be closed and are made to remain open only when personnel are
working in the adjacent compartment.
TYPE C: This type of watertight doors is to be kept closed all the time. It may be opened only for sufficient time
when personnel are passing through the door compartment.
TYPE D: This type of watertight doors is not SOLAS compliant. These doors shall be closed before the voyage
commences and shall be kept closed during navigation. These doors cannot be upgraded to another category.
Maintenance of watertight door
It is also important to stick to the manufacturer’s maintenance guide. Before any maintenance work is carried
out, warning notices should be posted.

The door should be free from dirt and loose particles. Door frame and gasket should be cleaned
routinely. Gaskets can be lubricated with silicone oil.

Wheels and bearings must be checked for excessive wear and damage. The rails should be cleaned and
checked for any damages.

The hydraulic system should be periodically checked for any leakages. Special attention to be paid to
the condition of pumps, hydraulic cylinders, hydraulic hand pump, pipe connections. The oil level must
be checked and refilled if necessary. The hydraulic oil and filter must be replaced as per the ship’s PMS.

Great care should be taken when the doors or areas near the doors are painted. Avoid painting the
rubber gaskets and the piston rods on the cylinders.

Lubrication of the mechanical parts should be carried out Mechanical parts include the cleat bolts, the
locking device, wheels, lifting cam and arm of the door
Structural damage in the frame or steel structure should be inspected during routine inspections –
watch out for any cracks, indentations or corrosion.
All doors shall have the clear operating instructions posted on either side of the door. The assigned
category whether A, B, C or D as well as their meaning should be marked on both sides of the door. The
instructions should be in the ship’s working language and in a legible condition.


Failure in the proper maintenance and operation of watertight doors can draw the attention of Port State
Control inspectors and can be a cause of vessel detention.
Missing portions of gaskets, leakage of hydraulic oil, faulty alarms, lack of door closed indication in remote
operating positions are some deficiencies that have been observed during the inspection.
watertight door tightness check
Chalk method:

Watertight hatch cover and watertight doors’ tightness can be check by chalk method or hose
methods.
172
Apply chalk to watertight flat sealing continuously.
Close the door tightly, then open
Check the watertight door sealing.
If the chalk mark is found continuously around the watertight sealing, then it has water tightness.
Hose method:








Close the watertight door or watertight hatch cover tightly.
Hosing with water jet with a pressure of 2 bar and directed to the sealing edges away from 1.5 m.
There must be no water leak through the other side.
That door or hatch are good in order for watertight.
Classes of the bulkhead as per SOLAS?
.bulkhead class .bh
.class A bulkhead
Depending on the extent to which bulkheads can retain the fire and smoke to the affected side, they are
classified into three categories. The bulkheads are classified as A B & C class.
The classification is based on fire resistance. So, accommodation bulkheads are classified as
1. Class A Bulkhead
2. Class B Bulkhead
3. Class C Bulkhead
Class A division Bulkhead as per SOLAS
.bulkhead regulation .types of bulkhead .bulkhead type
A” class divisions are those divisions formed by bulkheads and decks which comply with the following criteria:
1. They are constructed of steel or equivalent material.
2. They are constructed to be capable of preventing the passage of smoke and flame to the end of
the one-hour standard fire test.
3. They are suitably stiffened and made intact with the main structure of the vessel, such as the shell,
structural bulkheads, and decks.
4. They are insulated with approved non-combustible materials such that the average temperature of the
unexposed side will not rise more than 140’C above the original temperature nor will the temperature
at any point including any joint rise more than 180’C above the original temperature with the time
listed:
class “A-60”
60 min
class “A-30”
30 min
class “A-15”
15 min
class “A-0”
0 min
Class B division Bulkhead as per SOLAS
‘‘B’’ class divisions are those divisions formed by bulkheads, decks, ceilings or linings which comply with the
following criteria:
1. They are constructed of approved non-combustible materials and all materials used in the construction
and erection of “B” class divisions are non-combustible, with the exception that combustible veneers
may be permitted provided they meet other appropriate requirements.
2. They are constructed so as to be capable of preventing the passage of flame to the end of the first halfhour (30 mins) of the standard fire test.
173
3.
They have an insulation value such that the average temperature of the unexposed side will not rise
more than 140 degrees C above the original temperature, nor will the temperature at any one point,
including any joint, rise more than 225 degrees C above the original temperature, within the time listed
below:
class ‘‘B-15’’
15 min
class ‘‘B-0’’
0 min
Class C division Bulkhead as per SOLAS


C” class divisions are divisions constructed of approved non-combustible materials. They need to
meet neither requirements relative to the passage of smoke and flame nor limitations relative to
the temperature rise.
Combustible veneers are permitted provided they meet the requirements.
The Administration required a test of a prototype division in accordance with the Fire Test Procedures Code to
ensure that it meets the above requirements for integrity and temperature rise.
IMO Symbol A Class Division
IMO Symbol B Class Division
International shore connection
.isc
The international shore coupling SOLAS requirement under Chapter II-2, regulation 19 says; ships
above 500 tons gross tonnage and upwards must have at least one international shore connection.
The international shore connection flange has a standard size and is same for all the countries and
ships to ensure that if the ship faces an emergency out of the home port, firefighting assistance from
any port is always available
174
ISC (FIRE)
Annex 1 (SLUDGE/BILGE)
Annex 4 (SEWAGE)
Outside
Diameter
(OD)
Inside
Diameter
(ID)
Bolt Circle
Diameter
(PCD)
Slots in
Flange
178mm
215mm
210mm
Description
64mm
According to pipe, max 125 According to pipe dia, max
mm outer dia
100mm outer dia
132mm
183mm
170mm
4 holes
6 holes
4 holes
Bolt Hole dia
19mm
22 mm
18mm
Bolt dia
16mm
20 mm
16mm
Flange
Thickness
Bolts & Nuts
14.5 mm minimum
20 mm
16mm
4 bolts, 4 nuts
6 bolts, 6 nuts
4 bolts, 4 nuts
Bolt length
50mm
Suitable length
Suitable length
Washers
8 nos
12 nos
8 nos
Pressure
10 bar
6 bar
6 bar
This international shore connection flange is generally kept at a convenient and accessible location (Bridge or
in Fire locker) of a ship so that in case of an emergency it is readily available and used.
The connection should be made up of steel or other suitable material and shall be designed for 1.0 N/mm2
services. The flange should have a flat surface on one side and another side should be permanently connected
or attached to a coupling that can be easily fitted to ships hydrant and hose connection.
Both ships international shore connection flange is connected together with bolts and each ship fire hydrant is
connected to their respective fire main.
Watertight Bulkheads In Ships: Construction and SOLAS Regulations
The safety of a ship in damaged condition is majorly dependent on the strength and integrity of its watertight
bulkheads. There are a lot of factors that go into deciding the position of watertight bulkheads in a ship, and
designing them structurally.
Watertight bulkheads are vertically designed watertight divisions/walls within the ship’s structure to avoid
ingress of water in the compartment if the adjacent compartment is flooded due to damage in ship’s hull.
175
The position of the bulkheads along the length of the ship is primarily decided by the results of flood-able
length calculations during the assessment of damaged stability of the ship. However, once their positions are
fixed, there are a lot of factors coming into play, for example: types of watertight bulkheads, their uniqueness
based on their position, structural design, etc.
Collision Bulkhead
.collision bulkhead .cbr
A collision bulkhead is the forward-most bulkhead in a ship. The collision bulkhead is a heavily strengthened
structure, its main purpose being limiting the damage of a head-on collision. collision bulkhead is watertight
bulkhead. It is stiffened by triangular panting stringers.
The final position of the collision bulkhead is decided on the factors belowFactor 1: Position based on flood-able length calculations.
Factor 2: Position based on the classification society code books.
Factor 3: Position based on SOLAS rule,
which states that
As per SOLAS rules,









the collision bulkhead should be located aft of the forward perpendicular at a distance not less than 5
percent of the ship’s length of the ship or 10 meters (whichever is less). The distance must also not
exceed 8 percent of the ship’s length.
However, the position of the collision bulkhead should be such that maximum cargo storage volume is
achieved.
The collision bulkhead must be watertight upto the bulkhead deck. A bulkhead deck is basically the
deck level upto which all the watertight bulkheads are extended.
There must be no doors, manholes, access hatches, ventilation ducts or any openings on the collision
bulkhead below the bulkhead deck.
However, the bulkhead can only have one pipeline for pumping to and from forepeak ballast tank.
The passage of the pipe must be flanged and must be fitted with a screw-down valve which can be
remotely operated from above the bulkhead deck. This valve is usually located forward of the collision
bulkhead. However, the classification society certifying the ship may authorise a valve aft of the
bulkhead provided it is easily serviceable at any condition, and is not located in the cargo area.
For providing access to chain locker room and the forward part of the bulkhead, steps may be provided
on the collision bulkhead.
In case of ships having superstructures at the forward region, the collision bulkhead is not terminated
at the bulkhead deck. It must be extended to the deck level next to the weather deck.
If the collision bulkhead is extended above the freeboard deck, the number of openings on the
bulkhead should be restricted to a minimum in order to ensure sufficient buckling strength. All the
openings should be watertight.
176
Enclosed space
Enclosed spaces are spaces that have limited openings for entry and exit, inadequate ventilation and are not
designed for continuous worker occupancy. The atmosphere in any enclosed space may be oxygen-deficient or
oxygen-enriched and/or contain flammable and/or toxic gases or vapours, thus presenting a risk to life.
The new regulation in SOLAS chapter XI-1- Atmosphere testing instrument for enclosed spaces, requires ships
to carry an appropriate portable atmosphere testing instrument or instruments, capable, as a minimum, of
measuring concentrations of oxygen, flammable gases or vapours, hydrogen sulphide and carbon monoxide,
prior to entry into enclosed spaces
The most common confined spaces onboard ships are cargo holds, chain lockers, cofferdams, water tanks,
void spaces, duct keels, fuel tanks, engine crankcases, exhaust and scavenge receivers.
Dangers and hazards associated with enclosed spaces can be –
.dangers of enclosed space
1. Lack of oxygen – the acceptable range of oxygen in an enclosed space is between 19.5% to 23.55. Oxygen in
any compartment can reduce due to many factors- rusting of steel parts is the most common one. We all
know that rusting is nothing but the process of oxidation-thus oxygen is consumed. Oxygen can also be
consumed by activities like hot work, welding or the occurrence of fire.
Inert gases entering the space can also deplete the oxygen content. The remaining traces from discharged
cargoes such as iron ore, coal can absorb oxygen.
2. Hazardous vapours– Because of zero ventilation, these enclosed places generate and store toxic gases
which are either produced from chemicals stored in the place or leakage from pipelines. If a person enters
such a place without taking precautions, he or she may suffer unconsciousness and sometimes even death.
3. Insufficient/no ventilation – there could be high chances of the presence of toxic gases or absence of
oxygen, both cases being lethal for man entry.
4. Restricted space– restricted or limited space in any compartment can make rescue attempts from such
chambers difficult and challenging. Personnel should understand the layout of an enclosed space before
attempting entry.
5. Inadequate lighting.
177
6. Personal injury due to slips, trips, and fall.
Procedure for Entering an Enclosed Space : Enclosed Space Entry
.enclosed space entry procedure .esep .eser
The following are the points that need to be followed before entering an enclosed space:







Risk assessment to be carried out by a competent officer as enclosed or confined space entry is
deficient in oxygen, making it a potential life hazard
A list of work to be done should be made for the ease of assessment for e.g. if welding to be carried
out or some pipe replacement etc. This helps in carrying out the work quickly and easily
Potential hazards are to be identified such as the presence of toxic gases
Opening and securing has to be done and precaution should be taken to check if the opening of
enclosed space is pressurized or not
All fire hazard possibilities should be minimized if hot work is to be carried out. This can be done by
emptying the fuel tank or chemical tank near the hot workplace
The confined space has to be well ventilated before entering. Enough time should be allowed to
establish a ventilation system to ensure that air containing enough oxygen to sustain life is introduced.
Ventilation can either be natural or mechanical using blowers.
Space has to be checked for oxygen content and other gas content with the help of an oxygen analyzer
and gas detector. Atmosphere testing instruments should be able to measure the presence of carbon
monoxide and hydrogen sulphide. Tests should be carried out at different levels of the enclosed space,
the top, middle and the bottom and through as many openings as possible to obtain a representative
sample of the atmosphere in the space
.enclosed space hazard
METHANE – RISES TO THE TOP AS IT IS LIGHTER THAN AIR
CARBON MONOXIDE– STAYS IN THE MIDDLE AS IT IS THE SAME WEIGHT AS AIR
CARBON DIOXIDE – SINKS TO THE BOTTOM AS IT IS HEAVIER THAN AIR



The oxygen content should read 20% by volume. A percentage less than that is not acceptable and
more time for ventilation should be given in such circumstances.
Enough lighting and illumination should be present in the enclosed space before entering
A proper permit to work has to be filled out and a checklist to be checked so as to prevent any accident
which can endanger life. A confined space should only be entered with an authorized and issued
permit and by a trained and competent person. The permission to work in an enclosed space specifies:
– The location of the work
– The nature and limitations of the work
– Details of the working team and tools to be used
– Potential hazards
– Precautions are taken
– Protective equipment to be used
– Time of issue and its validity
– Agreed communication methods and intervals
– Signature of the person on issuing the permit and on completion of the work
178
– Signature of the person who is supposed to enter thus confirming he has been advised on the
hazards and the precautions to be observed

Permit to work is to be valid only for a certain time period. If the time period expires then again new
permit is to be issued and the checklist is to be filled out.
Permit to work has to be checked and permitted by the Master of the ship in order to work in a
confined space
Proper signs and Men at work signboards should be provided at required places so that person should
not start any equipment, machinery or any operation in the confined space endangering the life of the
people working
The duty officer has to be informed before entering the enclosed space
The checklist has to be signed by the person involved in entry and also by a competent officer
One person always has to be kept on standby to communicate with the person inside the space.
Effective communication between the people inside the space and the person standing by is vitally
important. The communication system must be agreed upon and tested. The standby person must, in
turn, be able to communicate with the officer of the watch






LSA:
.lsa regulation .lsa reg .lsar
General requirements of LSA are:
1) To be of proper workmanship and materials, Corrosion resistant, against seawater, sunlight, oil or
fungal.
2) Be of highly visible color and to be fitted with reflective material, assist in detection.
3) Clearly marked with approval information and with clear instructions LSA into 3 categories:
i general
ii personal
iii distress signaling equipment
General LSA:
Life raft:
.lrr
PSC check for its structure
 Hydrostatic release unit correctly installed and serviced(up to 4 m water pressure)
 Launch procedure posted,
 Clear of obstruction
 Embarkation arrangement in good condition
 Inflated by CO2 gas with small amount nitrogen gas to act as anti-freeze
 Capable of inflated by 1 person
 Inflation shall be within 1 minute
 Carrying capacity of more than 6 person
 If dropped to water from height of 18 m, will not damage
 Capable to withstand repeated jump from 4.5 m
179
 Location on ship: forward of ship, and embarkation station on port and starboard of ship
Lifeboat:
.lifeboat requirement .lbr
1 Must have certificate of approval,
2 The people onboard determine the capacity of the lifeboat required on a vessel. The number of
lifeboats and life rafts should be enough to accommodate at least 125% of the number of
passengers and crew. The lifeboat should not be less than 7.3 m in length. Every ship shall carry at
least two lifeboats on either side of the ships, i.e. the port and the starboard
3 All the equipment described under the SOLAS code must be carried in a lifeboat to ensure survival
at sea. The equipment mainly includes freshwater, compass, distress signaling equipment, food and
ration and first aid.
4 Capable to be launch and towed when ship is at 5 knots
5 Withstand drop from water at least 3 m
6 Rescue side impact against hull with speed 3.5 m/s
7 Minimum 1 lifeboat at each side
8 1 lifeboat can be assigned as rescue lifeboat
9 Gravity davit must work even heel at 15°
10 Life Boat must be powered by IC engine
11 Engine shall be operating when the L/B is flooded up to centre line of crank shaft
LIFEBOAT ENGINE:
1.
2.
3.
4.
5.
6.
fuel flash point must not less than 43°C
Lifeboat engine start by batteries or hydraulic
Starting within 2 minutes
Gearbox capable to enable ahead and astern
Must be able to operate not less than 5 minute when lifeboat is out of water
Speed 6 Knots/h for not less than 24 hrs. in calm water & Ahead direction with full capacity of
person and equipment. (If the L/B is carrying 25% load and pulling a life raft then speed at least 2
knots/h).
7. The wires which lift or lower the lifeboat are known as falls and the speed of the lifeboat descent
should not be more than 36m/ min which is controlled by means of centrifugal brakes.
8. The hoisting time for the boat launching appliance should not be less than 0.3 m/sec with the boat
loaded to its full capacity.
9. The Lifeboat must be painted in international bright orange color with the ship’s call sign printed
on it
10. To avoid rupture and damage, lifeboat maintenance must be done every 3 months by the ship
staff to check and repair damages.
11. The engine of a lifeboat must be tested at least for 3 minutes every week.
12. The lifeboat battery which provides lighting to the lifeboat and helps start the engine should be
renewed every 2-3 years.
180
PSC will check for its structure:






Hook release gear,
On load release gear correct set at required pressure
Flooring, no wastage !
Inventory not expired.
Life boat engine can start within 2 minute, operating instructions clearly posted
Lifeboat davit well maintained, wire serviced and launch instruction posted
Line throwing apparatus
1) At least 1 piece onboard
2) Reasonable accuracy
3) Line not easily breakable
4) Kept on bridge with safety pin provided
Breathing apparatus
Emergency Escape Breathing Device (EEBD)
.eebdr
1) Accommodation min 2 and 1 spare
2) Engine control room: 1
3) Workshop: 1
4) Each platform: 1
5) Service at least 10min
6) Only used to escape from the hazardous area and not used for fire fighting, entering Oxygen
deficient area.
Maintenance:
1. check the indicator is green, to ensure no leaks
2. Keep the device case clean
3. Record and check expire date
4. Do not use, but use training piece for training
Personal: LSA
1) Lifebuoy (SOLAS requirement)
.lbr .lifebuoy
 Carrying capacity for ship length under 100m = 8, 100-150m= 10, 150m-200m = 12, above 200m=
14.
181
 Size: inner diameter not less 400mm, outer diameter not less 800mm
! Accessories:
 a) Retro reflective tape,
 b) Grab line, tensile strength 5kN
 d) Buoyant life line,
 c) Self-igniting light
 Do not sustain burning or continue melting after full enveloping with fire for 2 seconds;
 Installed in such a way as to withstand falling into water from the height at which it is laid above
the waterline.
 Port of registry of ship marked on lifebuoy.
Life jacket
.ljr
PSC checks correct number at correct location with marking
•
Carrying minimum capacity; each person onboard have personal lifejacket + additional for watch
keeper +5% extra at muster station.
•
Worn: should be worn in 1 minute without any assistance, comfortable to wear
•
•
Jump: capable to jump from height of 4.5 m into water without injury
Buoyancy: should not reduce by more than 5% after 1 day in fresh water.
•
Not sustain burning or melt if catch fire for 2 sec.
•
Come with reflective tape, whistle, and manual igniting light.


Have a luminous intensity of not less than 0.75 cd in all directions of the upper hemisphere.
Have a source of energy capable of providing a luminous intensity of 0.75 cd for a period of at
least 8 hours;

Be visible over as great a segment of the upper hemisphere as is practicable when attached to a
lifejacket.

Be of white color. If the light referred above is a flashing light it shall, in addition:

Be provided with a manually operated switch; and

Flash at a rate of not less than 50 flashes and not more than 70 flashes per min with an
effective luminous intensity of at least 0.75 cd.
3) Thermal protective aid
•
Have thermal conductance of not more than 7800 W/m^2.K ( watt.meter kelvin)
•
Capable of unpacked and easily donned, Worn: in 2 minute
• TPAs should function in air temperature between -30 to +20 degrees
• The wearer shall be able to remove the TPA in water within 2 minutes if it impairs the wearer’s
ability to swim
4) Immersion suit
•
Carrying minimum capacity; each person onboard have personal Immersion suit.
182
•
Worn: should be unpacked and worn in 2 minute without any assistance,
•
Cover the whole body except face
•
Jump: capable to jump from height of 4.5 m into water without injury
•
Not sustain burning or melt if caught fire for 2 sec.
•
After wear must be capable to do normal work
•
Climb up and down vertical ladder at least 5 m
•
The wearer should be able to swim through water for at least 25 meters and board a survival
craft
• The suit does not allow the body temperature to drop by more than 1.5 degrees per hour for
the first 30 minutes when the water temperature is 5 degrees
• The wearer of the suit, with or without the lifejacket shall be able to turn from a face down
position to a face-up position in not more than 5 seconds
5) Anti-exposure suit
•
Worn: should be unpacked and worn in 2 minute without any assistance,
•
Cover the whole body except face and hands. Glove and hood provided.
•
Equipped with a pocket to portable VHF
•
Not sustain burning or melt if caught fire for 2 sec.
•
After wear must be capable to do normal work
•
Climb up and down vertical ladder at least 5 m
•
Able to swim short distance 25 m
•
Wearer can turn face down to face up not more than 5 sec
Distress signaling equipment
1) Emergency position indicating radio beacon. (EPIRB)
•
Minimum 1 onboard
•
Battery storage of 5 years
•
Located on bridge wing
•
When activated emit radio signal at least 2 days
2) Search and Rescue Transponder (SART)
•
Min 2 onboard
•
Made of reinforce plastic ,Self-floating
•
SART mounted on bracket can be fixed to bulkhead of ship
•
Portable for use or carry to survival craft
•
Should have sufficient battery capacity
3) Global maritime distress signaling system (GMDSS)
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•
Located on bridge
•
Main communication of ship and all external communication
•
Operated by master and officer in charge
4) Pyrotechnics Rocket parachute type
•
•
•
•
•
4 per lifeboat and life raft
Contain in a water resistant case
Fired vertically, not less than 300 m
Burn with bright red color
Expires in 3 year
5) hand flare
•
•
•
•
6 per lifeboat and life raft.
Contain in a water resistant case
Burn with bright red color
Continue to burn immerse in water
6) buoyant smoke signal
•
Contained in water resistant case
•
Not ignite explosively
•
Emit smoke of highly visible color
•
Not swamp in seaway
•
Continue to emit smoke when submerge
FFA (Firefighting appliances)
.fire fighting .firefighting
There are 4 main categories of FFA.
1) Portable Extinguisher
•
•
•
•
CO2
Water
Foam
Dry powder
2) Fixed firefighting system
•
•
•
•
CO2 battery
Water sprinkler
Foam
Hyper mist
Portable Fire Extinguisher:
.pfe .portable fire extinguisher
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SOLAS requirements for Portable firefighting equipment on board:
• Min capacity of powder and C02 is 5kg.
• Min capacity of foam is 91.
• Max mass of all portable not to exceed 23kg and shall have a fire fighting capacity of a 9L liquid extinguisher.
• Accommodation spaces, service spaces and control stations to be provided with PFE.
• 1OOO GRT + must have at least 5 PFE.
• Extinguisher intended to be used in a space must be near its entrance.
• C02 not to be placed in accommodation spaces.
• Spare charges to be available for 100% of the first 10 and 50% of the remaining.
Max spare charges to be 60. Same stats for non rechargeable.
2) Fireman outfit
.fire man outfit .fmo .fireman outfit regulation .firefighting suit regulation .fire fighting regulation
.outfit regulation
Regulation for Fireman Outfit
As per SOLAS the minimum number of fire fighter outfit required on board are as follows:All ships shall carry at least two fireman’s outfits complying with the requirements.
1)
For ship between 500-2500 tons, minimum two sets are required.
2)
For ship between 2500-4000 tons, minimum three sets are required.
3)
For ships, 4000 tons and above minimum four sets are required.
The fire fighter outfit is stored in the fire control room and in places that are easily accessible during
emergencies.
4)
A minimum of two two-way portable radiotelephone (VHF) apparatus for each fire party for firefighter’s communication shall be carried on board.
5)
Those two-way portable radiotelephone apparatus shall be of an explosion-proof type or
intrinsically safe.
6)
To be consist of following
• Rigid helmet
• Waterproof & heat resistance protective clothing
• Electrically nonconductive boots and gloves
• SCBA set
• Fire proof life line
• Belt for carrying auxiliary
• Axe with insulated handle
• Battery operated safety lamp
4) Emergency fire pump
.emergency fire pump regulation .fire pump regulation
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.emcy fire pump regulation .efpr
Regulation for emergency fire pump
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
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
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Emergency fire pump to be provided in Passenger ships of 1000 grt and above
Emergency fire pump to be provided in cargo ships of 2000 grt and above
The emergency fire pump must be driven by a self-cooled compression ignition engine or by an
electric motor powered from an emergency generator
In a motor-driven emergency fire pump, a heating arrangement must be provided which is also
supplied from the emergency switchboard power
For engine driven pump, the fuel tank capacity should be such that the engine can run the pump
at its full load for at least 3 hrs
It must be located outside the machinery space, in a compartment not forming the part of the
engine room
The emergency fire pump must be provided with its independent suction arrangement and the
total suction head should not exceed 4.5 meters under all conditions of list or trim
The suction valve of the emergency fire pump must be remotely operated or the suction valve is
always kept open.
If the pump is located above the water level, a priming arrangement must be provided to fill the
pump casing with water before starting
The emergency fire pump capacity to be at least 25m3/hr delivering two ½ inches bore jet of
water having a horizontal throw not less than 40 ft
A separate reserve fuel tank to be provided outside the engine room machinery space
The prime mover engine should be of manual/ battery/ hydraulic start type which can be started
and operated by one man
SCBA:
.scba regulation .scbar .self contained breathing apparatus .self cont
SOLAS regulation for SCBA are:
1)
The capacity of air bottle should be at least 1200 liters.
2)
It should be capable of working 30 minutes & provided with one face mask.
3)
Fire proof line with the snap hook of at least 3 meters should be there and must have
enough length to reach any part of the space to be entered. The line should have a
breaking strength of 500 kg.
4)
Adjustable safety belt or harness made of fabric.
5)
It must have a by- pass valve.
6)
It should have a pressure gauge with an anti bursting orifice in a
high pressure air supply system.
7)
Maximum weight should not increase above 19 kg including lifeline, safety belt, and harness.
8)
Spare cylinders should be available of full 2400 liters of free air.
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9)
For ships carryings 5 sets or more, the total spare capacity of free air is 9600 liters or
if charging facility is available, free air is 4800 liters.
10) It must give an audible warning when 20 % of air is left in the bottle.
11) Operating instructions should be present near the apparatus.
12) Marking of maker & year of manufacturer.
13) Maximum pressure should about 180-200 bars.
14) SCBA cylinders should be hydraulic pressure tested at intervals not exceeding 5 years
and hydrostatic test date must be permanently marked on the bottles.
CO2 system:
.co2 system .co2s .co2 system regulation .co2 regulation
Requirements of CO2 Flooding System
.co2r
1. Discharge requirement is,
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at least 50% of CO2 discharge to be carried out in 1 minute and at least 85% discharge in 2
minutes.
2. Capacity of CO2 in the system to be,
 30% of the gross volume of the largest protected cargo space,
 40% of the gross volume of machinery space excluding engine casings,
 35% of the gross volume of machinery space including engine casings for vessels GT <
20000.
Total amount of CO2 cylinders depends on the highest gross volume according to machinery space and cargo
space volume.
3. 2 separate control must be provided, one to open distribution valve and other to release the gas
4. Safety procedures must be there against unauthorized use of the system.
5. Machinery space to be fitted with audio-visual alarm and ventilation blower trip.
6. Alarm must trigger well before operation of CO2 flooding system.
7. Permanent piping arrangements should be made.
8. Manifold, distribution piping to be pressure tested. to 122 bar
9. Diameter of associated pipe lines in the system should not be less than 20 mm.
10. Copper and flexible pipes are allowed between CO2 cylinder and common manifold.
11. Distribution pipes to cargo spaces should not pass through engine room.
12. All stop valves to be checked every month to ensure their working and position.
13. The CO2 flooding system installation to be checked monthly for any leakages.
14. All control valves to be tested annually.
CO2 room requirements
.co2rr .co2 room
In CO2 flooding system, carbon dioxide bottles are placed in a separate room called CO2 room. The
requirements for location, accessibility, use and ventilation of CO2 storage spaces as per IMO are:








Spaces for storage of cylinders or tanks for extinguishing gas should not be used for other
purposes.
These spaces should not be located in front of the forward collision bulkhead.
Access to these spaces should be possible from the open deck.
Spaces situated below the deck should be directly accessible by a stairway or ladder from the open
deck.
The space should be located no more than one deck below the open deck.
Spaces where entrance from the open deck is not provided or which are located below deck are to
be fitted with mechanical ventilation.
The exhaust duct (suction) should be lead to the bottom of the space.
Such spaces should be ventilated with at least 6 air changes per hour.
CO2 bottle requirements
.co2br
•
stamped pressure at 52 bar
•
bursting disc rapture at 177 – 193 bar at 63°C
•
hydraulically tested to 228 bar
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•
level tested by weighing or radioactive level detection,
•
recharge if 5% lost,
•
have both manual and auto operation
•
clamped against movement
•
if more than 10 years, require internal and external exam
•
Store in temperature less than 55°C.
Class of fire, A, B, C, D
Class A – combustible material; not use CO2
Class B – oil fires; not use water
Class C – metal fire; only can use dry powder
Class D – electrical fire; only can use dry powder and CO2
Sprinkler firefighting system
•
Bulb operating. red- 68°C, yellow- 79°C, Green- 93°C
•
At least 2 source of power for Seawater pump, alarm and detection system and Fresh water pump
•
Sprinkler must be resistant to corrosion
•
Each section not to contain more than 200 sprinkler head,
•
Each sprinkler must be sufficient to cover area of 16 ㎡
•
Farthest sprinkler head not less than 4.8 bar pressure
•
Gauge should be provided at each section and central station
•
Paint locker room must have sprinkler connected to fire main pump
Hyper mist firefighting system
•
Protect spaces, M/E, A/E, purifier room, incinerator, boiler platform
•
Activation give visual and audible alarm.
SEEPM & EEDI
EEDI & SEEMP
The Energy Efficiency Design Index (EEDI) was made mandatory for new ships and the Ship Energy Efficiency
Management Plan (SEEMP) for all ships at MEPC 62 (July 2011) with the adoption of amendments to MARPOL
Annex VI (resolution MEPC.203(62)), by Parties to MARPOL Annex VI.
This was the first legally binding climate change treaty to be adopted since the Kyoto Protocol(The Kyoto
Protocol is an international treaty adopted in 1997 that aimed to reduce the emission of gases that
contribute to global warming).
SEEMP:
Ship Energy Efficiency Management Plan is a special tool developed by IMO to measure and control GHG
(green house gas) emission. SEEMP was made mandatory for all ships over 400 GRT from 1st Jan,2013 with the
adoption of amendments to MARPOL Annex VI. Its objective is to reduce GHG emission.
Key features: I. Energy management policy
II.
Enhancement of ship efficiency
III.
Reduce the fuel consumption
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IV. Decrease the GHG emission from ship
How to implement:- It will implement on four steps
I. Planning
II.
Implementation
III.
Monitoring
IV. Self-evaluation and improvement
How to achieve:-It achieved by
I. Speed optimization
II.
Weather routine
III.
Hull monitoring and maintenance
IV. Efficient cargo operation
V. Electric power management
What is EEDI, EEOI?
Ans: Adding a new chapter 4 to MARPOL Annex VI to make mandatory to EEDI for new ship and the SEEMP
for all ships.
EEDI:- Energy Efficiency Design Index has been developed by the IMO primarily applicable to all new ships of
400 GRT and above and enters into force 1st Jan 2013 to control the CO2 emission from ship. IMO aims to
improve the energy efficiency of ship via mandatory implementation of EEDI.
The EEDI is essential measure of efficiency of ship in transportation such that maximum cargo carried
with minimum fuel consumption and minimum CO2 emission will give a vessel good index.
Present EEDI reference line = 3.542 gm CO2/ton mile
Empirical formula for the EEDI
EEOI: The Energy Efficiency Operational Indicator uses as a monitoring tool. The EEOI enables operators to
measure the fuel efficiency of a ship in operation and to gauge the effect of any changes in operation, e.g.
improved voyage planning or more frequent propeller cleaning, or introduction of technical measures such as
waste heat recovery systems or a new propeller.
IMO Agreement on CO2Technical Rules
The amendments to (MARPOL) were adopted in July 2011.They add a new chapter 4 Regulations on energy
efficiency for ships to MARPOL Annex VI, to make mandatory the Energy Efficiency Design Index (EEDI) for
new ships, and the Ship Energy Efficiency Management Plan (SEEMP) for all ships.
The amendments to the MARPOL Convention (Annex VI) include:
A system of energy efficiency design indexing for new ships to reduce CO2 emission. The IMO EEDI will lead to
approximately 25-30% emission reductions by 2030 compared to ‘business as usual’.
A template for a Ship Energy Efficiency Management Plan (SEEMP) for use by all ships. The SEEMP allows
companies and ships to monitor and improve performance with regard to various factors that may contribute
to CO2 emissions.
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IMO 2020 – cutting sulphur oxide emissions
On 1 January 2020, a new limit on the sulphur content in the fuel oil used on board ships came into force,
marking a significant milestone to improve air quality, preserve the environment and protect human health.
Known as “IMO 2020”, the rule limits the sulphur in the fuel oil used on board ships operating outside
designated emission control areas to 0.50% m/m (mass by mass) - a significant reduction from the previous
limit of 3.5%. Within specific designated emission control areas the limits were already stricter (0.10%). This
new limit was made compulsory following an amendment to Annex VI of the International Convention for the
Prevention of Pollution from Ships (MARPOL)
Use of Low sulphur fuel oil: It is expensive but most commonly used method to comply with Annex VI of
MARPOL while entering emission controlled Area or ECA.
Exhaust Gas Scrubber Technology: The exhaust gas from the engine is passed through the scrubber tower
where a liquid is showered over it. Fresh water blended with caustic soda (NaOH) is used as a scrubbing liquid
which reduces the SOx to 95%. The scrubbing water is then sent to a water treatment effluent emulsion
breaking plant after which it can be discharged overboard.
Cylinder Lubrication: Good quality cylinder lubrication along with efficient control systems such as Pulse or
Alpha lubrication systems can neutralise the sulphur in the fuel and reduce SOx emissions from the engine.
Alternate fuel: LNG, LPG, BIO fuel
Difference between Statutory certificates and Mandatory certificates
Link: https://www.myseatime.com/blog/detail/why-it-is-important-to-know-about-statutory-and-mandatorycertificates
Statutory certificates are required by the statute. Statute means law. So these are the certificates that are
required by the law.
Mandatory certificates, as the name suggests are mandatory to carry on board.
But doesn’t that mean, all statutory certificates are mandatory? Confusing right?
While it is important that we have both type of certificates on board, there is a principal difference between
statutory and mandatory certificates.
If we sail a ship without a statutory certificate (the one required by law), we are breaking the law. And like
any other form of breaking law, it can be charged under criminal law.
If we sail the ship without a mandatory certificate, we are not breaking the law. But as these certificates are
mandatory, we may not be allowed to enter the port limit of a country. Or we may not be allowed to start the
cargo operation.
191
Statutory and mandatory certificates together are called trading certificates. That is the certificates required
for a ship to trade freely.
Now when we talk about statute or law, which laws are applicable to a ship?
A ship needs to follow the laws of the flag state whose flag it is flying. That is the laws of the country where
the ship is registered.
An international convention is not a law. It becomes law only when a country adopts the convention by
ratification or accession. That is when a country incorporates the convention into its local law.
Let us take an example of certificate required as per SOLAS convention. I am sailing on a ship whose flag has
not ratified SOLAS convention.
is it statutory (required by law) to have the SOLAS certificates (safety equipment, safety construction etc) on
board my ship?
No, these will not be statutory certificates. But these certificates will become mandatory if the ship need to
go to a country that has ratified SOLAS convention.
In this case SOLAS certificates will be mandatory but not statutory.
But with more that 99% of the world tonnage ratified the SOLAS convention, we can safely say that
certificates required as per SOLAS convention are statutory certificates.
Mandatory Certificates:
Certificates which are required for trading purpose. Ship’s registry certificate is a mandatory certificate
Statutory certificates:
.statutory certificates .scert
.certificates to carry .class certificates .list of certificates
Certificates which are required by the law with respect to safety and environment protection that the vessel
is required to comply with, are called statutory certificates. Certificates which are required for trading
purpose. Ship’s registry certificate is a mandatory certificate
List of certificates required to carry onboard are:
.list of certificates .loc .mc .lc
Name of certificates
International Tonnage Certificate (1969)
International Ballast Water Management Certificate
International Load Line Certificate
International Load Line Exemption Certificate
International Ship Security Certificate (ISSC) or Interim International Ship Security
Certificate
Continuous Synopsis record
Minimum safe manning document
Certificates for masters, officers or ratings
Document of compliance
Safety management certificate
192
Reference
Tonnage
convention
BWM convention
LL convention
LL Convention
SOLAS 1974
SOLAS
SOLAS
STCW
SOLAS, ISM Code
SOLAS, ISM Code
MARPOL related
International Oil Pollution Prevention Certificate
International Pollution Prevention Certificate for the Carriage of Noxious Liquid
Substances in Bulk (NLS Certificate)
Document of compliance with the special requirements for ships carrying dangerous
goods
International Sewage Pollution Prevention Certificate
Garbage Management Plan
International Air Pollution Prevention Certificate
International Energy Efficiency Certificate
International Anti-fouling System Certificate
Declaration on antifouling system
Voyage data recorder system – certificate of compliance
Passenger ship safety certificate
Special Trade Passenger Ship Safety Certificate,
Special Trade Passenger Ship Space Certificate
Cargo Ship Safety Certificate
Cargo Ship Safety Construction Certificate
Cargo Ship Safety Equipment Certificate
Cargo Ship Safety Radio Certificate
Document of authorization for the carriage of grain and grain loading manual
Certificate of insurance or other financial security in respect of civil liability for oil
pollution damage
Certificate of insurance or other financial security in respect of civil liability for bunker oil
pollution damage
Certificate of Registry
Certificate of class
P&I Certificate of Entry
Ballast water management certificate
For chem tanker
Before 1986
Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
After 1986
International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
For Gas Tanker
193
MARPOL Annex I
MARPOL Annex II
SOLAS chap 2 reg
19
MARPOL Annex IV,
reg 5
MARPOL Annex V,
reg 10
MARPOL Annex VI
MARPOL Annex VI,
reg 6
AFS Convention,
reg 2
AFS Convention,
reg 5
SOLAS 1974, reg 5
SOLAS 1974, reg
I/12
STP 71, rule 5
SOLAS 1988, reg
I/12
SOLAS 1974,
regulation I/12
SOLAS 1974, reg
I/12
SOLAS 1974, reg
I/12
SOLAS 1974, reg
VI/19
CLC 1969, article
VII
Bunker convention
2001
BCH Code, section
1.6
IBC code
Before 1986
Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
After 1986
International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
GC code
IGC Code
Control
.fail safe
P action:
Proportional action is the when the controller output signal is proportional to the deviation of the measured
value from the set value. Alternatively, the rate of change of output signal is proportional to the rate of change
of deviation.
Proportional band:
The proportional band is defined as the amount of change in input (or deviation), as a percent of span,
required to cause the control output to change from 0% to 100%
Proportional Gain is the ratio of output change (%) over the measured variable change (%) that caused it.
If proportional band is 25% then the proportional gain is 4.
I action:
Integral action time: The time a integral controller take to produce the same output as a P controller.
D action:
The rate of change of input(deviation) is proportional to controller output.
It has a stabilizing effect but can not be used alone.
The derivative or differential controller is never used alone. With sudden changes in the system the derivative
controller will compensate the output fast. The long term effects the controller allow huge steady state errors.
Fail safe in a pneumatic control systems ?
On failure of control air supply, the pneumatic actuator may be arranged to move to a position that allows the
plant to continue to operate safely, in other words, fully opened or fully closed. This is known as fail safe. For
example, in the case of a jacket cooling water system, on failure of control air, the actuator opens fully to
allow jacket water to the cooler without bypass. On the other hand a fuel oil control valve for boiler closes
completely on such a failure. This ensures safety of the plant.
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Fail-Safe condition:
In boiler auto combustion control system,
"Fail-safe" conditions are ensured by shutting off
fuel oil to burners under certain fault conditions
relating to loss of power supplies arising in the ACC.
They are ensured as follows:
1. Loss of ACC electric power supply: A soloperated 3- way v/v de-energizes & vents the
actuator air from FO control v/v.
2. Loss of actuator power to FO Control v/v:
ATO type FO control v/v shuts automatically.
3. Loss of Level Transmitter power (pneumatic or
electric): A solenoid operated 3-way v/v deenergizes & vents the actuator air from FO control
v/v.
Case 1: Pneumatic Level Transmitter
Case 2: Electronic Level transmitter
Fail set
.fail set
In some other systems, control air supply failure locks the position of valve at that time of failure. This is called
fail set. The advantage of this system is that the plant gets stable and have time for normal shutdown or can
wait for reestablishment of control air supply for some time. Example for such a system is boiler water level
control.
Hysteresis
.hysteresis
The difference between up scale and down scale results in instrument response when subjected to the same
input but approached from the opposite direction
Example: A control valve has a stroke of 1.0 inch and we give the valve a 9 psig signal. The valve travels 0.500
of an inch. We then give the valve a 12 psig signal, and the valve travels to 0.750 an inch. When the valve is
then given a 9 psig signal, the stroke is measured at 0.501. That represents hysteresis.
Hysteresis can be caused by packing friction, loose linkage, pressure drop, etc.
195
What is a square root extractor?
.square root .sqr .sre
The square root extractor is an electronic (or pneumatic) device that takes the square root of the signal from
the flow transmitter and outputs a corresponding linear flow signal.
Purpose of its use
The square root extractor is used to convert the measured differential pressure into flow rate. signal is found
to vary as the square of the measured flow rate, Q, based on eqn (*) and the basic flow rate equation Q = A
(flow area) x V (velocity)
That is, Q2 α ∆P, where Q α √∆P.
Hence, a square root extractor is required on the ∆P signal in order to measure Q.
Why it is not used in level/temperature transmitter.
Because the relationship between the variables are linear so no need of an square root extractor.
Valve positioner
.valve positioner
A positioner is a motion-control device which actively compare stem position against the control signal,
adjusting pressure to the actuator diaphragm or piston until the correct stem position is reached.
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Relationship between the v/v steam movement and actuating pressure will be linear only if there are two
forces acting against each other, one is downward air pressure to actuator and other one is upward spring
force.
Unfortunately, there exist many other forces acting on a valve stem besides the actuator force and the
spring’s reaction force. Friction from the stem packing is one such force, and reaction force at the valve plug
caused by differential pressure across the plug’s area is another. These forces conspire to re-position the valve
stem so stem travel does not precisely correlate to actuating fluid pressure.
Due to these other forces relationship is not linear. A common solution to this dilemma is to add a positioner
to the control valve assembly.
Positioners essentially act as control systems within themselves: the valve’s stem position is the process
variable (PV), the command signal to the positioner is the setpoint (SP), and the positioner’s signal to the valve
actuator is the manipulated variable (MV) or output. Thus, when a process controller sends a command signal
to a valve equipped with a positioner, the positioner receives that command signal and applies as much or as
little air pressure to the actuator as needed in order to achieve that desired stem position. Thus, the
positioner will “fight” against any other forces acting on the valve stem to achieve crisp and accurate stem
positioning according to the command signal. A properly functioning positioner ensures the control valve will
be “well-behaved” and obedient to the command signal.
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AT
O
Boiler level controller
Initially the 2-element control system is operating under normal load condition and MV = SP, PV = CSP and
LCV= 50% open.
If large & sudden↑ in steam load arises, the 2-element control system will respond as follows:
-
FT senses rise in steam flow
PV ↑
O/P (output) of R-A slave controller↓
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-
ATC LCV opens more increasing feed water supply
In the meantime, steam pr ↓ and ACC increase fuel to burner and water level ‘Swell’ in steam drum
MV↑
O/P of D-A Master controller↑
CSP of Slave controller↑
PV ↓ w.r.t. CSP↑
O/P of R-A Slave controller↑
ATC LCV closes towards 50%
The two-element control system provides better control than single-element system because the LCV was
opened more than 50% and then closes back towards 50% resulting in a net increase in feed water supply.
Thus a dangerous drop in water level is avoided, as shown in ‘green’ making it suitable to deal with large and
sudden increase in load.
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Two element boiler level controller:
Explanation → start from slave controller
Boiler demand increase→ flow reduce→goes to slave controller (start like this)
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PV and P bellows same side means→ negative feedback
PV and P opposite side means → positive feedback
Jacker water controller, two element jacket water controller:
202
Viscosity regulator
Viscosity Regulator or Viscotherm, is a device used to measure viscosity of the fuel oil before sending it to the
engine. It is generally fitted at the outlet of the fuel oil heater. The regulator is connected with the heater so
that it can measure the viscosity of the oil and regulate the temperature at the same time.
Viscosity regulator is an “L” shaped instrument which consists of a small gear pump that rotates at a constant
slow speed of 40 rpm. The pump takes suction from the heater discharge and is generally fitted close to it. A
regulated flow of fuel is sent by the pump to a capillary tube. The capillary tube is so designed that the form of
flow between the inlet and outlet of the tube generates a pressure difference, which is equal to the viscosity
of oil flowing through it. The flow through the capillary is laminar; the difference in pressure between each
end of the tube is directly proportional to the viscosity of the oil (the higher the viscosity, the higher the
pressure differential).
FO Viscosity Controller: Viscotherm
.viscotherm
203
204
205
206
Viscosity controller malfunction: .viscosity controller malfunction
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Boiler Auto combustion Control:
.acc controller
.boiler acc
Description:
Initially, MV=SV, PV1=C.SP1, PV2=CSP2, a ≈ b, c ≈ d.
If steam demand ↑, MV↓
O/P of R/A Master Controller ↑, c↑ , a↑
c > d, d passes through LSS,
so no change in CSP1,
But a > b, ‘a’ passes through HSS,
CSP2↑, PV2↓ wrt CSP2
O/P of D/A Air flow controller ↓
ATC air damper opens more,
Combustion Air flow ↑, d↑,
d passes through LSS since d < c,
CSP1 ↑, PV1↓ wrt CSP1,
O/P of R/A Oil flow Controller ↑,
ATO oil control valve opens more,
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Steam pressure restored to SV within a few cycles due to I-action of the Master controller.
The control scheme above ensures that air is increased ahead of fuel to prevent fuel-rich condition when load
↑. And similarly, fuel will be decreased ahead of air to prevent fuel-rich condition when load ↓
DP cell
Air to close:
Air to close valves is normally held opened by the spring and require air pressure (a control signal) to close
them - they close progressively as the air pressure increases.
Why ATC?
To provide failsafe arrangement.
Example:
Jacket water temperature controller. During failure air will shut, bypass valve open, controller will direct water
to cooler. Excessive cooling may occur but this is safe for engine.
209
Air to open valve:
Air to open valves is normally held closed by the spring and require air pressure (a control signal) to open
them - they open progressively as the air pressure increases.
Why ATO?
It is decided according to fail safe arrangement.
Example: A fuel supply valve, any failure of power or air supply will cause the valve to close by spring pressure.
Capacitance type level sensor:
.level sensor .capacitance type level sensor
Principle
A capacitive probe is placed inside the content of the tank where level is to be measured. This method is
based on the fact that the capacitance between a stationary probe and the vessel wall depends on the liquid
level around the probe and the fluid dielectric constant.
Principal Features
An insulated rod is inserted into the tank. Normally, a metal rod coated with PVC or PTFE is used to prevent
corrosion.
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The capacitance between the rod and the tank walls has two components: C1 above the liquid (or solid)
surface and C2 below. These capacitances depend on the geometry of the installation (for example. rod
diameter and the distance to the wall) and the dielectric constants of the liquid and the vapour above the
surface. The basic capacitor equation is:
Here, C=capacitance
As the liquid level rises, C1 will decrease and C2 will increase in value.
The two capacitors are effectively in parallel, and as liquids and solids
have a higher dielectric constant than vapours, the net result is an
increase in capacitance with level.
The change in capacitance is small that abridge/amplifier circuit is
used.
A whitstone bridge is used to sense the change in level. The whitstone
bridge stays at a balanced position, no current flows through its
output terminals. When the capacitance changes due to the rise of
liquid whitstone bridge will become unbalanced and its output
terminal will conduct electricity. This output signal is then used as a
process value.
The main benefit of capacitance probes is that it works with a wide range of liquids and solids.
These type of level sensor have to be designed specifically for each and every application with regard to tank
geometry and dielectric constant of the liquid present in the tank.
211
EKG
Propeller
.propeller material
Material
Alloy
Nickel Aluminium Bronze
Manganese, Aluminium, Bronze
High Tensile Brass
Nominal Composition
80Cu/10Al/5Ni/5Fe
74Cu/13Mn/8Al/2Ni
0.5Mn/1Al/0.6Sn/Rem.
Cu (25%
alpha)
212
Stress(N/mm2)
±87
±62
±42
Types of propellers:
Classification by Number of Blades Attached




Three blades
four blades
Five blades
Six blades
Classification by Pitch of The Blade


Fixed Pitch Propeller
Controllable Pitch Propeller
Checks after repair work in propeller:
Measures to be taken before propeller is fitted back:
 Ensure M/E is not turned.
 Test report of seal assembly to be checked.
 Report of tail shaft cone polishing and crack test to be checked.
 If propeller is repaired, then repair report.
 Propeller polishing and crack test report.
 Visual inspection of threaded part of shaft and pilgrim nut.
 Radial reference mark on both propeller and shaft to coincide
 Final push up pressure according to the manufacturer’s instruction.
 Loading ring should not come out more then 1/3rd of the ring width.
 Distance travelled by the propeller boss.
 Nut and bolt to be wire lashed.
 When fixing ensure maker instruction to be followed.
Construction diagram of controllable pitch propeller:
A controllable pitch propeller is made up of a boss with separate blades mounted into it. An internal
mechanism enables the blades to be moved simultaneously through an arc to change the pitch angle and
therefore the pitch. A typical arrangement is shown in Figure below.
When a pitch demand signal is received a spool valve is operated which controls the supply of low-pressure oil
to the auxiliary servo motor. The auxiliary servo motor moves the sliding thrust block assembly to position the
valve rod which extends into the propeller hub. The valve rod admits high-pressure oil into one side or the
other of the main servo motor cylinder. The cylinder movement is transferred by a crank pin and ring to the
propeller blades.
The propeller blades all rotate together until the feedback signal balances the demand signal and the lowpressure oil to the auxiliary servo motor is cut off.
To enable emergency control of propeller pitch in the event of loss of power the spool valves can be operated
by hand.
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\
Link: https://dieselship.com/marine-technical-articles/marine-engineering-knowledge-general/withdrawalpropeller-shaft-survey-assembly/
Keyless propeller:
 With the hydraulic mounting method using pilgrim nut, keyless propeller is now a standard feature in
propeller mounting on fixed pitch propeller on cargo ships.
 Final push up pressure and travel distance according to instruction manual.
 Loading ring should not come out 1/3 of the ring width.
 Uniform stress distribution.
 Boss made of bronze, shaft made of alloy steel.
 Keyless fitting relies on the good interference fit between the propeller boss and the taper end of tail
shaft
 This method removes problems associated with keyways and facilitates propeller mounting and
removal using hydraulic nut.
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 The reliability of keyless propeller depends on the accuracy of the hub and shaft tapers and correct grip
from the stretched propeller hub on the shaft.
 The degree of stretch (or strain) is controlled by the amount of push up. It must ensure adequate grip
despite temperature changes and consequent differential expansion of bronze hub and steel shaft. It
must also avoid over stressing of the hub and in particular any permanent deformation.
 Lloyds require that the degree of interference be such that the frictional force at the interface can
transmit 2.7 times the nominal torque when the ambient temperature is 35°C.
 Lloyds also require that at 0°C the stress at the propeller bore shall not exceed 60% of the normal
stress.
Withdrawal:
215
Stern tube
Oil sealing:
Oil return from
#3 / #3S
(normally open)
V3
Stern tube
lube oil
gravity tank
V1
Oil tank for
#2 / #3
chamber
V5
Forward seal
header tank
To bilges
V2
#1 #2 #3 #3S
#4 #5
To collecting
line
how oil loss due to seal failure can be restricted while on passage
Under normal condition, seal activated through #3 sealing ring.
(valve V3 & V4 normally open).
If oil leakages take place, shut V3 & V4 respectively and drain line - #3S will be activated.
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V4
Oil supply
valve #3 / 3S
chamber
(normally
open)
Pipeline connection to oil tank for chamber #2 & #3 seal – prevent
oil loss into the sea.
sea water ingress into stern tube by draining into collection tank
If #3 & #3S sealing rings are both damaged, stern tube hydrostatic oil pressure
to be lowered - using temporary oil tank & vinyl hose.
Sealing arrangement
Itemise the factors which adversely affect seal life.
217
•
•
•
•
•
•
Rubber seal harden/deteriorate
Damaged due to foreign objects-rope, fishing nets, sand
Cooling failure
Lube oil contamination
Loading condition – axial & radial movement, vibrations
Distortion/rupture of seals due to high pressure differential
Air Sealing:
Sealing arrangements:
.stern tube
→System operates by spouting air into the sea.
→Leakage of system by sea water or oil in system is drain down to a collection tank (leakage tank)
→Air pressure passing through #2/3 seal is about 0.2~0.4 bar higher than sea water
→The S/T LO tank is set about 2~3 meters above the propeller shaft centre line. This tank is air tight and
connected to air control unit. The air pressure in the tank is same as air pressure through #2/3 chamber.
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→LO pump when running passes through #3/3S seal. A needle valve in system is to be adjusted to adjust the
LO pressure to about 0.3~0.5 bar higher than air pressure in #2/3 chamber.
Oil filling:
→Close air supply
→release air pressure
→meantime sea water pressure on seal no-01 will prevent water from entering to engine room
→ fill required amount of oil and afterwards normalize the system
Troubleshooting:
Stern tube liner: Chrome liner
.stern tube
.chrome liner
Material:
High nickel chromium steel → Excellent wear (abrasion) & corrosion resistance
→ Optional ceramic coating if applied on running surface, heavy duty rings are mandatory
Chrome liner fitting:

Seal is gripping on to the chrome liner. Chrome liner is bolted on to propeller boss(aft). An o’ring is
fitted between the chrome liner and propeller boss to prevent sea water ingress.

Fwd chrome liner is fitted on to a clamp ring . Clamp rings are of 2 halves and have holes.
219

Aft sealing assembly consist of 2 main and 1 aux sealing rings. All sealing rings are spring loaded . Fwd
sealing ring prevent oil leakage to sea .Lip seals hold oil within Stern tube and accepts small
misalignment

O ring fitted between boss and liner

Chrome liner act as rubbing surfaces for lip seals. The chrome liner at the aft end protects the steel
shaft from seawater and corrosion .Grooving will not happen on the shaft because of liner, so that the
chrome liner can be machined or can be shifted axially by putting spacer. If grooving occurs leak will
start.

Seal no#2 and no#3 is connected to air supply system ,#3s is the spare seal

If water content found on the stern tube that means along with #1 and #2 , then #3 seal is also leaking.
Then we have to put #3s seal in use.
Stern Tube LO temp high / Running Hot
.stern tube temp high .stht
Causes :
1. Sensor faulty or loose connection – check locally.
2. System LO temp high due to ---


Cooler dirty – clean cooler
Pump pressure low – changeover pump
Filter dirty – changeover to clean one.
3. Poor Quality, insufficient or contaminated LO in the System.
4. Water or Foreign particles in the oil.
5. Excessive vibration, M/E running on critical speed for a long time – Avoid prolong running in critical
speed.
6. Axial movement & vibration of shaft due to uneven loading & ballasting – Ensure proper ballasting.
7. Eccentricity of shafting due to bearing wear down.
8. High ambient temp.
9. Aft peak tk / Stern tube cooling water tk empty or less water.
10.Propeller obstructed / unbalance due to broken blade.
11.Uneven Trim / List – correct the Trim / List.
Actions:
1. Check temperature locally and manually by temp gun. Check the level, appearance of oil and cooling
line.
2. Inform Master, Bridge if problem is real & Reduce RPM.
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3. Start another A/E & keep eye on Boiler steam pressure.
4. Reduce RPM until it cools down.
5. Check Causes for running Hot & take necessary action.
6. Check stern tube cooling water tk level, if less water – fill up tk
7. If System LO temp high due to---iv)
v)
Cooler dirty – clean cooler
Pump pressure low – changeover pump
vi)
Filter dirty – changeover to clean one.
8. If Uneven Trim / List – correct the Trim / List.
9. Avoid prolong running in critical speed.
10.Check drain oil quality.
Causes & Actions in case of Sea Water Ingress in Stern Tube
.stern tube water ingress
Causes:
1. Seal Ring damage.
2. Scored Chrome Liner
3. Seal Assembly loose & crack.
4. Oil line or air line leaking in aft peak tk
5. Fishing net caught in the Aft Seal assembly.
6. Bearing wear down will allow the shaft to drop, causing the seal to overload, clearance may develop
between seal & liner.
7. Low LO pressure or air pressure
8. Misalignment & vibration
9. LO cooler sw side leaky.
Actions @ SEA:
1. Reduce engine RPM
2. Reduce Aft draft is possible
3. Check sea water cooled LO Cooler.
4. Increase oil pressure/air pressure in seal by raising height of gravity tk or adjust air pressure or
increasing tk back pressure or using high viscous oil (Gear oil, mixing grease).
Actions @ Port:
1. Check seal, if damage renew.
2. If fishing net, removed by driver.
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3.
If Chrome plate liner scored, machined it (Dia must be within limit) / Shift seal position by
changing the distance piece position.
Intermediate Shaft Bearing LO temp high / Running Hot
.intermediate shaft bearing
Causes :
1. Faulty & loose connection of sensor.
2. Cooling water temp high, less flow of cooling water due to choked valve, pipe leakage, if SW cooled--may be SW O/B valve choked.
3. Wrong grade, Poor quality oil.
4. Insufficient LO, oil leakage, seal broken, sump level may low.
5. LO Contaminated with Bearing / foreign particles – Replenish the oil.
6. Failure of LO supply mechanism.
7. Ambient temp high.
8. Misalignment of the shaft due to Shaft & Hull distortion or Internal bearing wear down.
9. Shaft got misaligned due to bearing wear down (rare to happen, can be detected by taking crankshaft
deflection after engine is stopped).
10.Others bearing wear down.
11.Deformation of tank top due to excessive heating of DB tk ( Bilge tk, Sludge tk).
12.Excessive vibration of shaft due to propeller damage.
13.Excessive vibration, ME running on critical speed for a long time – Avoid running in critical speed.
14. Hogging & Sagging effect.
15. If ship listed – correct list.
16. And also check trim condition – correct trim.
As a Chief Engr Actions :
1. Check temperature locally and manually by temp gun.
2. Check the level, appearance of oil and cooling line.
3. Inform Master, Bridge if problem is real & Reduce RPM.
4. I will instruct to 3/E to Start another A/E & keep eye on Boiler steam pressure.
5. Engine should slow down automatically, if not, need to be slow down manually until it cool down.
6. Check Causes for running Hot & take necessary action.
7. I will instruct to 4/E engineer to check cooling water supply and arrange extra cooling means.
8. I will tell 2/E to renew oil by flushing with new oil, Check drain oil quality.
9. If ship is listed, inform Bridge to correct the list.
10.In extreme case, Ask bridge to stop engine if possible.
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11.If not possible to stop engine, continue with minimum possible rpm and strictly monitor the temp of
int. bearing and other parameters as well specially the crankcase condition (as misaligned shaft may
damage main bearings and can lead to crankcase explosion).
12.In the meantime, investigate the cause of this high temp. if possible do troubleshoot.
13. When it is port, re-metal bearing & adjust chocks to give correct share of load. If overheating is
frequent, check shaft alignment (Methods : Optical Sighting, Piano Wire, Gap & Sag Method, Jack-up
Method, Strain Gauge Method), Check holding down bolt.
Boiler and FWG chemical dosing
FWG
Scale formation in freshwater generator can be controlled and minimized by continuous chemical treatment.
Poly-sulphate compounds (like sodium poly-sulphate) with anti-foam is preferred by marine engineers and is
extensively used on ships. Their trade name is different, like:
 Vaptreat (by “UNITOR”)
 Ameroyal (by “DREW CHEMICALS”)
These chemicals minimize calcium carbonate scale formation and possibility of foaming. the compound is
nontoxic, no-acidic, and can be used in fresh water generator producing water for drinking purposes.
Boiler water test
Alkalinity test/ pH value:
(9.5~10.5) Sodium hydroxide is usually added to maintain alkaline condition. (200-700ppm)
Chloride level:
Regular testing of chloride ensures the monitoring of any seawater contamination and any leak from aux
condenser. (60-200ppm)
Phosphate level:
Sodium phosphate acts as water softener. They precipitate the scale forming compounds specially calcium
sulphate from the boiler water to prevent scale deposit (30-50 ppm)
Conductivity/ hardness test:
Measured in micro siemens per cm. The reading determines the hardness of the water which is the TOTAL
DISSOLVED SOLID (TDS)
Hydrazine level:
Correct dosage prevents oxygen formation. Max 50 ppm
N2H4+O2=2h2O+N2
Present chemicals used:
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


Oxygen inhibitor
Oxygen Control
Oxygen scavenger
Steering gear
.steering gear regulation .sgr
SG regulation
Regulation
SOLAS Chapter II-1 in Part C states steering gear regulation on board a ship.
Regulation 29:
1. every ship shall be provided with a main steering gear and an auxiliary steering gear. The main
steering gear and the auxiliary steering gear shall be so arranged that the failure of one of them
will not render the other one inoperative.
2. Where main steering gear provided with two or more identical power units, an auxiliary steering
gear shall not be fitted
3. Main steering and rudder stock shall be of
a adequate strength and capable to steer the ship at max speed
b Capable to turn rudder from 35° to 35° either side, from 35° to 30° in not more than 28 sec at
deepest draught at max speed
c Aux steering able to put from 15° to 15° on either side not more than 60 sec at deepest
draught and at ½ speed
4. Steering gear compartment shall be readily accessible, separate from machinery space, provided
with rails and non-slip surface in case of leakage
5. Rudder stroke diameter minimum 230mm
6. All components to be of reliable construction
7. Design pressure for piping and construction at least 1.25x max working pressure
8. Setting of relief valve not more than design pressure
9. Steering gear control provided on both bridge and steering compartment.
10. Have means provided in steering gear compartment to disconnect control system of bridge
11. Rudder angle indication independent of control system, indicated on bridge and steering gear
12. Means of communication provided between bridge and steering gear compartment
13. Means of indicating power unit if running is installed at ECR and bridge
14. Low level alarm at each fluid reservoir to ECR, bridge
15. A fixed storage tank with level indicator having sufficient capacity to recharge at least one power
actuating system including the reservoir. The storage tank shall be permanently connected by
piping so that the hydraulic systems can be readily recharged.
16. one of the 2 steering gears should be supplied by the emergency supply. Not only the steering
power but also provide power to its associated control system and the rudder angle indicator.
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17. alternate power supply provided in 45sec, supply at least of 30 minute continuous for 10,000 GT,
else 10 minute below 10,000 GT
18. Main and aux steering gear arrange to
a restart automatically after power failure
b capable of being brought into operation from a position from navigation bridge
c in the event of power failure an audible and visual alarm shall be given.
d In cargo and passenger ship capable of operating rudder with either of the power unit
e Single failure in piping system or any of the power units can be automatically detected,
isolated and steering capability automatically regained.
19. Short circuit protection for steering gear control supply circuit
20. The electrical power circuits and the steering gear control systems, cables and pipes shall be
separated as far as is practicable throughout their length.
21. Rudder stock 0.23m diameter,
22. Every tanker, 10,000 GT above and other ships of 70,000 GT, main steering should have 2
identical unit, single failure, steering regained in 45sec.
23. Interconnection of hydraulic power system provided, loss of hydraulic fluid capable of detection
and defective system isolated
24. Within 12 hours before departure, checking of steering gear system, and communication
25. Emergency steering test at least in 3 months
Erratic condition
.sger .sgeo .sgec .erratic
– is define as not even or irregular pattern in movement.
 Air in the hydraulic system could be one of several causes.
 Air being compressible gives incorrect balance between units, time lags and irregular
operations that leads to erratic rudder response.
Erratic operation
1) Loose linkages
2) Solenoid valve block not working
3) Telemotor pump faulty
4) Electrical contact face problem
Sluggishness
.sg sluggish .sgs .sluggish
– Sluggish is an operation where the system moves more slowly than usual. This is a sign of reduced
performance and functionality. A loss of speed in the system can be caused by low flow rate and
one cause could be due to
 wear and tear in the pumping unit
or
 short circuiting in the system.
The reasons for sluggish operation areHydraulic system:
225
5. Oil level low
1. Filter dirty
2. Relief V/V or by pas V/V Leak
3. Ram gland leak
6. Vane seal leaky
4. Air in the system
Pump Problem:
1. Air Lock
2. Single Phasing
3. Piston/cylinder wear
Mechanical Problem:
1. Rudder seized/jammed
2. Water ingress in rudder due to crack
3. Rudder damage
4. Pintle bearing damage
5. Rudder Carrier bearing damage
Control feedback:
1. Linkage loose or slack /loose nut
2. Spring of feedback system failure
3. Controller not tuned properly/faulty settings
4. Pin worn out
7. Oil temperature high
Emergency steering procedure to Junior
1) Remote control operation may fail to work and their can be a sudden loss of steering control from
the bridge.
2) This can be due to sudden power failure, any electrical fault in the system or the control system
which includes faulty tele-motor which is used for transferring the signal from bridge to the
steering unit.
3) To have control the steering of the ship at such emergency with manual measure from within the
steering gear room, an emergency steering system is used.
Action in case of Steering Gear Failure:
1. If on Auto-Steering, the first action is to change over to manual.
2. Speed to slow down, proper communication
3. The 1st suspect is ‘Telemotor failure’.
4. Switch over to other Telemotor ‘System’ (Marked as System 1 / 2).
5. If that still does not solve the problem, the next suspect is the Steering Motor.
6. Change from Steering Motor 1 to Steering Motor 2.
7. If that still does not solve the problem, next suspect is failure of both telemotor system.
8. Turn the mode selection switch to NFU (non-follow up steering)
9. Even if this does not work, it means that all means from steering from the bridge have failed
and the last resort of Emergency steering from the Steering gear compartment has to be
resorted to.
10. After each corrective step, the rudder would have to be tried out. Before doing it, pay heed to
traffic around to avoid any Closed Quarter’ situation.
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11. If in restricted waters with traffic around, if steering is not restored immediately, Inform ships
around through safety message
12. The procedure and diagram for operating emergency steering should be displayed in steering
gear room and bridge.
13. A hydraulic motor is given a supply from the emergency generator directly through
emergency switch board (SOLAS regulation). It should also be displayed in the steering room.
14. Ensure a clear communication for emergency operation via VHF or ships telephone system.
15. Normally a switch is given in the power supply panel of steering gear for tele motor; switch
off the supply from the panel.
16. Change the mode of operation by selecting the switch for the motor which is supplied
emergency power.
Steering gear with push pin
Steering gear with helm wheel
1) There is a safety pin at the manual operation helms wheel so that during normal operation the
manual operation always remains in cut-off mode. Remove that pin.
2) Emergency steering gear system is operated by (solenoid button) whether port or starboard
An emergency steering drill should be carried out every month (prescribed duration – 3 months) in the
steering gear room with proper communication with bridge to train all the ship’s staff for proper operation of
the system so that in emergency situation ships control can be regained as soon as possible, avoiding collision
or grounding.
Rotary vane
.rotary vane .rvsg
The rotary vane unit is normally fitted with three fixed and three moving vane, and permit a total rudder angle
of 70° i.e. 35° in each direction. If larger rudder angle movement is required then only two fixed and two
moving vanes will be used, which will permit an angular movement of the rudder of 130°. However the force
on the vanes will have to be increased for the same torque as given by 3 vanes.
227
228
Steering Methods:
Follow Up" Steering
This is the normal method of steering and involves the feedback of steering angle to the helm. This is
suited to both manual and automatic operation.
The ships heading may be set into the autopilot which can then compare the actual to desired heading and
adjust the rudder angle to suit
"Non-follow Up" Steering : NFU system, NFU steering
Normally used for back up purposes only. Consists of a single lever per steering gear unit, by moving the
lever in on direction the rudder will begin to turn, the rudder will continue to turn until the lever is
released or it reaches the limit of its operation
229
OWS OPERATION
How to Operate an Oily Water Separator (OWS) on Ship?
An oily water separator clears the bilge water of oily content to bring it inside the acceptable range to
discharge it overboard. An oily water separator is machinery for such importance that it is handled by only
the 2nd or chief engineer. (However, the duty engineer might also be asked to operate under supervision)
Operating an Oily Water Separator
An oily water separator can only be operated when the ship is sailing and en route. According to MARPOL, the
oil content of the effluent must be less than 15 ppm and the ship has in operation an oil discharge monitoring
and control system and oily water separating/filtering equipment.
In case of failure to follow any of the above-mentioned rules, the ship will be fined and stopped, and the chief
or 2nd engineer can even be imprisoned.
Operating Procedure
The following points are to be followed while operating OWS.
1. OWS overboard manual discharge valve is to be kept locked and keys are to be kept with the chief
engineer. Open the lock and overboard valve. Open all the other valves of the system.
2. Open the bilge holding tank valve from which the oily water mixture is to be discharged from OWS.
3. Open the heater valve.
4. Open air if the control valves are air operated.
5. Switch on the power supply of the control panel and OCM unit.
230
6. Fill the separator and filter unit with fresh or sea water to clean up and prime the system till the water
comes out from vent of second stage.
7. Start the OWS supply pump which is a laminar flow pump and one that will supply the oily water
mixture to OWS.
8. Observe the OCM for ppm value and keep checking sounding of bilge tank from where OWS is taking
suction.
9. A skin valve/sample valve is provided just before overboard valve and after the 3way valve. Keep a
check on the sample for any effluent and clarity.
10. Keep a watch on the ship side at the overboard discharge valve.
11. After the operation, Switch off the power and shut and lock the overboard valve. Keys to be handed
over to the chief engineer.
12. Entry to be made by chief engineer in the Oil Record Book (ORB) with signature of operating engineer,
chief engineer and the master.
Prevention of Corrosion of Sea Water System:
.corrosion prevention .seawater protection .sea water protection .sea water system
.prevention of corrosion
Sea water systems can be protected using some prevention measures, such as1. Material selection should be good.
-steel
-copper alloy
- aluminium alloy can be used.
2. Improvement (alloy) in material should be done
3. Alteration of environment can improve corrosion such as
- low temperature
- lower flow rate
- change pH – increase alkalinity
-add inhibitors
4. Cathodic protection such as
- sacrificial anode
and
- ICCP (Impressed Current Cathodic Protection) gives protection
These Can protect sea water system.
5. Coating protection
- Paint
231
- Metal painting
- organic coating (rubber lining)
Hull protection
.hull protection .ships hull protection .ship hull protection
Sea Water System Protection against Corrosion:
Sea water systems such as ships hull protection may implement several methods for prevention against
corrosion. Such systems are:
Sacrificial Anodic Protection
1. Sacrificial anodes work on the principle of electrolysis, and form a galvanic cell
2. When 2 dissimilar metals are in contact with each other in the presence of a corrosive medium
(electrolyte), the more active metal in the galvanic series acts as an anode and undergoes
corrosion. This means, in a galvanic series of metals, the more active metal acts as anode and
undergoes corrosion and the less active metal acts as a cathode and stays protected.
3. an anode and a metallic strip are dipped in electrolytic solution,
4. Anode electron will dissolve and deposit over the metallic strip and make it a cathode.
5. Seawater acts as an electrolyte and transfers the electrons from the anode to the steel plate and
making a protecting layer.
6. If the metal is more active, it will be easily oxidized and will protect the metallic compound by
making it act as cathode
7. The anode will corrode first sacrificing itself for the other compound and it is thus called sacrificial
anode
8. Here Active means more electrochemical potential. (magnesium, aluminium and zinc)
Impressed Current Catholic Protection
.iccp
1. Parts to be protected are made cathodic,
2. The anode does not corrode as electron is not generated by it but impressed on it
3. The electric current is supplied from ship supply and converted to low dc voltage
4. Current is impressed on anodes to reduce the potential difference between hull and anode. Hence
no chemical reaction
5. Reference cells control the amount of current,
6. If too low, corrosion takes place
7. If too much will damage paint and protective coatings
Hull painting
1. AFS approved anti-fouling paints can be used on ship hull.
2. Anti-fouling paints are used to coat bottom of ship to prevent sea life from attaching themselves
to hull, which may slow down the ship increasing the fuel consumption
3. Anti-fouling system is coating, paint, surface treatment, device used on ship to prevent fouling
4. In the past anti-fouling paint contain TBT, caused harm to marine life,
232
5. Todays technology of anti-fouling paint, do not contain TBT(tributyltin), It provides slippery
surface preventing fouling and making easier to clean.
The Marine Growth Prevention System (MGPS)
.mgps
The Marine Growth Prevention System (MGPS) has been developed for ships with the sole purpose of tackling
marine organism growth, preventing it from depositing on the ship’s interior piping systems, which are
continuously supplied with sea water.
The anode in the MGPS system generates ions that spread in the seawater system, producing an antifouling
and anti-corrosive layer over the internal sides of sea pipes, heat exchanger (i.e. coolers and condensers),
valves in seawater system, refrigeration systems, AC units etc.
The three types of alloys used for anodes are:
1.
Copper Alloyed Anodes: This is the most used type to prevent marine fouling in piping, strainers, heat
exchangers, pumps etc.
2.
Aluminium Alloyed Anodes: This type is used in conjunction with copper alloy anodes to prevent
corrosion throughout the ferrous piping system.
3.
Ferrous Alloyed Anodes: They are used in conjunction with copper alloy anodes to prevent corrosion
throughout Cu/Ni pipework.
An MGPS system can be installed on the ship in following ways:
1.
Anodes Mounted on Sea Chest: They are commonly installed in new buildings and have a working life
such that they can run till the next drydocking.
2.
Anodes Mounted in strainers in the seawater pipeline: They have an advantage of replacing the
anodes without affecting the seawater supply to ship’s system.
3.
Treatment tank setup with a spray nozzle in sea chest: In this system, a separate electrolysis tank with
anodes is installed which sprays the ion through the nozzle in the sea chest. This system is installed on ships
where sea chest or strainer mounting is not possible.
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Anodes (Anti corrosion system):
.anode types .anodes .zinc anode .aluminium anode
Commonly used anodes are Zinc, Aluminium, Soft iron, Magnesium
Advantages of aluminium anodes
Weight: Aluminium is significantly lighter than zinc, by a factor of 2.5. Al anodes are lighter to ship and to fit.
Capacity: The electrochemical capacity is more than 3 times higher than of the same mass of zinc (we can
protect more with less).
Driving voltage: Aluminium anodes has a relatively high driving voltage. This means that it provides better
distribution of the current, compared with zinc.
Environment: Aluminium anodes carry a better environmental footprint than zinc anodes. Aluminium anode
alloys do not contain cadmium, which is harmful to the marine population.
Cost: Aluminium anodes are less expensive, considering the significantly reduced weight requirement
compared with zinc.
Advantages of zinc anodes
Availability: Traditionally used by the maritime industry, hence zinc anodes are widely available.
Geometry: Zinc anodes can be produced in rather complex geometry, as opposed to aluminium. This is
particularly important for slender designs, such as rope guard anode rings.
No restrictions for use in tanks: Zinc anodes are not subject to the same class restrictions as aluminium for use
in tanks with possible explosive atmosphere.
The anode surface corrodes more evenly: Zinc anodes tend to dissolve more evenly and completely; while
typical aluminium anodes erode unevenly with visible “craters”.
Soft iron anode:
Soft Iron Anode
It’s mostly used for the protection of copper alloys of heat exchanger, freshwater facility, desalination plant
(evaporator, brine heater) and condenser (used for marine and platform).
234
Magnesium anode:
It is mostly used in fresh water systems.
235
Ship side valves
2.1 General




Valves and sea chests are to be easily accessible and permanently marked. Valves not easily accessible
are in addition to be fitted with remote control.
Shell valves are to be manufactured from non-heat sensitive materials
Normally bronze or other approved material
Grey cast iron is not acceptable.
Shell and tube heat exchanger
Tube type cooler .cooler .heat exchanger
.tube cooler
Cooler article: https://marineengineeringonline.com/tag/l-o-cooler-leakage/
How many tube can be plugged: 10% tube can be plugged
Frequent tube failure:
.ftf .frequent tube failure .ctf .hetf .htf
Link: https://www.fluiddynamics.com.au/six-causes-of-heat-exchanger-tube-failure/
1. Tube Corrosion
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The biggest threat to shell and tube heat exchangers that use carbon steel tubes is oxidation (corrosion) of the
heat transfer surface of its tubes.
The reaction between oxygen (O2) and iron (Fe2, Fe3) is the most commonly observed form of corrosion. This
reaction yields a building layer of iron oxide (Fe2O3) on carbon steel tubes which results in decreasing thermal
permeation and eventually the deterioration of the tubes. This problem is difficult to combat and is often only
detected when tubes become so corroded their thermal performance levels decrease, the fluid flow is
significantly reduced or the tubes are perforated and leak.
2. Tube Erosion
Erosion of tubes is the physical wearing of the metal by fluids. Fluids with high levels of total dissolved solids –
such as silica, silt or sea water containing salt, sand and marine life – catalyze the erosion of tubes both
internally and at the leading edges of the inlet tubes.
Although all tubes are subject to erosion over time, the weakest points for tubes are generally the U bend (if
any) and the leading edge of the inlet tubes.
Tube-side fluid velocity in excess of manufacturers’ recommendations can lead to erosion damage along the
internal face of the returning outer bend of the U-bend. The change in direction of flow at this point
introduces resistance to its flow causing the force of the fluid, and any particulates in it, to concentrate against
the far wall of the tube, constantly eroding the tube at this point.
Inlet Tube-end Erosion
Significant erosion of the tubes can also be found at the leading ends of the inlet tubes, where the tubes are
connected through the tube sheets and face the full force of the incoming fluid. At this point the division of
fluid flow from a single stream into many smaller streams results in turbulence and extremely-high localised
velocities.
3. Steam or Water Hammer
Steam or water hammer is a powerful force and can cause the rupture or collapse of either the shell or the
tubes of a heat exchanger. Hammer generally occurs where there has been a surge in pressure commonly
caused by a sudden interruption in cooling water flow, the rapid vaporization of stagnant water or pump
malfunction. The phenomenon can be observed in feed-water heaters where high steam pressures increase
the chances of hammer. Hammer can often be heard, but only rarely will it damage the shell. Tubes, being
weaker than the shell, are the more likely victims of hammer, however damage to tubes will only be detected
on internal inspection or when leaks become apparent.
4. Thermal Fatigue
Heat exchanger tubes are vulnerable to tears and cracks due to accumulated stresses related to constant
thermal cycling or high temperature differentials. Thermal fatigue occurs when extreme temperature
differences between the shell and tubes result in tube flexing.
237
Thermal fatigue may cause the tubes to warp, producing stress loads that exceed the material’s tensile
strength and will eventually rupture the tube.
Another result of high temperature differentials is the physical thermal expansion and contraction of tubes
along their length, which may eventually compromise the integrity of a tube’s connection to the tube sheet,
causing leaks.
The threat of thermal fatigue is almost impossible to diagnose until a failure has occurred.
5. Vibration/Resonance
Vibration and resonance, from whatever source and whether induced externally and internally, can impose
powerful forces on heat exchanger tubes and, once vibration or resonance is commenced it can increase in
intensity to a point where tubes rupture and fail or lose their seal with the tube-sheet and leak.
Baffles provide a vital support for the tubes in a shell and tube heat exchanger and direct the flow of the shellside fluid to assist in thermal energy exchange. Heat exchanger tubes are normally either welded or tightly
roller-expanded into their tube sheets to ensure the join does not leak. Both the sites of a tube’s contact with
baffles and tube sheets are points of weakness.
Excessive tube-side velocities of fluids may result in a tube vibrating or resonating at high frequency, causing
abrasion between it and the baffle edge. This can cause either the tube to rupture or the tube’s bond with the
tube-sheet to fail.
Equipment or machinery, to which a shell and tube heat exchanger is attached, may also transfer its external
vibration to heat exchanger tubes and cause damage or failure.
6. Pitting of Tubes
Chemically-induced corrosion can result in the pitting of heat exchanger tubes to the point where pinholes
form and the tube fails and leaks.
Pitting results from the electrochemical potential set up by differences inside and outside of, what is
commonly referred to as, a concentration cell. The oxygen-rich environment in this cell acts as an anode and
the metal surface as a cathode, resulting in the metal surface being slowly pitted by the chemical reaction.
A concentrated electrochemical gradient of oxygen (O2) and carbon dioxide (CO2) is frequently the cause of
tube wall pitting, as is the presence of excess chemical compounds such as chlorides and sulphates often
found in inadequately treated cooling water.
Plate type cooler:
.plate type cooler
238
Description:
Methods of expansion
There are three methods of expansion
1. Shell and header fixed, tube stack expands:
1. One end of the tube stack is fixed(bolted)with shell and header
2. Other end of the tube stack is free to accommodate expansion
3. O-rings are fitted in the grooves circumferentially around the tube plates to prevent any leakage
of oil into sea-water or vice versa
4. In case of o ring leakage, oil/water will come out through the telltale hole
2. Tube stack and header fixed, shell expands:
239
1. Both ends of the tube stack are fixed with shell and header
2. A bellows ring is welded circumferentially around the shell which gives room for expansion.
3. Shell, tube stack, header fixed, tube expands:
1. In this arrangement shell, tube stack and header are fixed
2. At the inlet end, the tube is fixed rigidly to the tube plate and at the outlet end, the tubes are
allowed expand.
3. The holes, in the inlet side tube plate, are made slightly larger in diameter than the tube
diameter.
4. The holes in the outlet side tube plate are stepped and threaded
Impingement Attack:
.impingement
Seawater flowing into the heat exchanger tubes at higher velocities tends to remove the thin protective
film adhering to the base metal of the tube wall. This protective film is peeled and allow further
corrosion of the tube wall. Due to this continuous process the tube wall is gradually thinned, and the
tube-to-tube plate joint is weakened and ultimately fails or the tube walls just beyond the tube plate is
perforated. This type of erosion is termed “Impingement Attack” or inlet end attack or bubble attack.
This attack is usually taken place in a length of 4 x diameter of tube from the inlet side.
Causes:




Higher velocity of cooling water
turbulence flow give rise to Impingement Attack
Entrained air bubbles tend to accelerate this action, as do suspended solids.
Impingement attack is related to cavitation damage, and has been defined as ‘localized erosioncorrosion
Remedy:
1. the velocity of the cooling sea water should not exceed 4 m/sec or fall below 1m/sec.
240
2. If it is more than 4m/sec, then it will aid in impingement attack
3. if it is below 1m/sec, then salt and other solid particles will tend to
settle on the tube surfaces, which in turn will form into small
electrolytic cells resulting in the erosion of the tube material.
4. turbulent flow is NOT preferred in the shell and tube heat
exchangers.
5. To maintain a proper laminar flow, the design of the header and
fitting of the zinc anodes are important, care must be exercised that
the zinc does not interfere with or add to the turbulence to the fluid within the header
6. the tube inlet ends are fitted with nylon ferrules to protect tubes of large heat exchangers
Chemical handling onboard:
.chemical handling
.chem handling
Make sure all crew members have easy access to
Safety Data Sheets and that these are kept up to
date.
 Ensure all chemicals are stored safely – and, if
possible, restrict access to authorised people.
 Provide specific training courses for crew members
using or handling hazardous substances.
 Fully assess tasks before procuring personal
protection equipment (PPE) and
introduce processes to prevent improper PPE being
used.
 Make sure all crew members are aware of the risks
associated with chemicals as well as your vessel’s
first aid steps.
 Make sure suitable first aid measures in place.
Article link: https://oceantimemarine.com/what-to-dowith-chemicals-on-board-your-vessel/

Storage








DO store chemicals in a suitably contained safe area that is well marked. Class 8 (corrosive) and class 5
(oxidisers) for example should be in well segregated areas.
DO store chemicals in containers kept at single level so ingredients cannot mix
DO keep chemicals below eye level to avoid accidental spillage over your face
DO keep the lids on chemical containers on tight and secure so the contents cannot mix or spill if you
are moving the product
DO make sure the chemical is well labelled and can be easily identified.
DO NOT mix chemicals. This can result in serious harm including death.
DO NOT mix drum pumps between chemicals as a bad reaction may occur.
DO NOT put chemicals into unmarked containers.
241

DO NOT use old food or drink bottles as accidental ingestion can occur and will cause serious internal
injuries or death.
Directions for use





DO wear the correct PPE (personal protection equipment) as recommended on the material safety
data sheet (MSDS) and the label. This may include goggles, gloves, respirator, suits and boots.
DO read the label on the container as this gives usage and mixing directions. The container may have
POISON or a Dangerous Goods Diamond with Class designation as to what type of hazard it presents on
it.
DO make yourself familiar with the MSDS. MSDS is provided with every container and provides
information about that product such as description of the chemical, specifications, and safety and
emergency instructions.
DO mix or dilute the chemical to the supplier’s specifications only. Mixing an acid based chemical with
a chlorinated chemical will result in a deadly chlorine gas being emitted.
DO make sure cleaning is completed before leaving the area to prevent accidental skin contact with the
chemical.
First Aid




know where your first aid station is located
read and be familiar with first aid instructions about the specific chemical being used which can be
found on the label and MSDS sheet
be familiar with the location of eye wash facilities around the vessel. In the event of a splash in the
eyes you need to be able to automatically find the closest water source.
a spill to the eyes should be washed under cool running water for 15 minutes
Emergency
In case of an emergency: know where emergency equipment, such as fire extinguishers, hoses and eyebaths,
are located know what the vessel’s emergency procedures are and how to fulfil that task.
Refrigeration system:
Article link:
a. https://www.marineengineersknowledge.com/2020/08/operational-procedure-of-air.html
Direct expansion system
.refrigeration system
→ evaporator coil situated inside the space to be refrigerated.
→ no duct and piping required




The evaporator coil extracts the heat from the air inside.
The compressor draws low pressure refrigerant vapour and delivers the high pressure refrigerant
vapour through an oil separator to the condenser.
The condenser liquefies the refrigerant.
The liquid refrigerant from the condenser passes through the filter dryer, solenoid valve and
thermostatic expansion valve to the evaporator.
242
Sketch:
Checks
Before starting the refrigeration plant,

Check the oil level in the crank case of the compressor.

Insufficient oil wears down the components.

In extreme cases, it may lead to seizure of the compressor.

Check whether the cooling water inlet and outlet valves to the condenser are open.

Insufficient flow of cooling water results in improper condensation which in turn increases the
compressor discharge side pressure.

Open the compressor outlet valve, condenser inlet valve, receiver outlet valve, filter drier inlet valve
and outlet valves.

Check whether power supply is available to the compressor motor.

Ensure the compressor is in manual mode.
243
During start




Open the compressor inlet valve by half a turn
and start the compressor.
Open the compressor inlet valve slowly to fully
open position.
Change the operation of the compressor to
automatic mode.
Check the amperage of the compressor.
During operation:



Check the compressor suction, discharge, and
oil pressure.
Inspect the compressor unit and check for any abnormality and vibration.
Check the compressor oil level and check whether the oil returns from the oil separator to the
crankcase
During auto Stopping:



As the temperature reaches the set value, the thermostatic switch will cut off the compressor.
The blower will continue to run.
When the air temperature increases, the compressor will cut in.
To shut down for longer duration:





To shut down for prolonged period, close the condenser liquid receiver outlet valve.
The liquid refrigerant is collected inside the condenser receiver and the compressor stops due to low
pressure.
Shut the refrigerant line valves.
Shut the condenser cooling water inlet and outlet valves.
Switch off the power supply.
AIR CONDITIONING SPECIFICATION
SPECIFICATION
Refrigerant
Cooling method
Heating method
Humidification
Compressor
Condenser
Main power source
Control circuit power source
AIR CONDITIONING PLANT
R-404 A
direct expansion system
steam coil
steam spray
four cylinder, reciprocating
horizontal shell & tube type
440 v AC, 60 Hz, 3 phase
220 v AC, 60 HZ, 3PHASE
AC Plant:
.ac plant .air conditioning
244
Accommodation AC common problems:
Article link:
a. https://www.marineinsight.com/refrigeration-air-conditioning/8-most-common-problems-found-inships-refrigeration-system/
b. https://marineengineeringonline.com/meo-orals-questions-on-air-conditioning/
types of fault
1. Loss of oil from crankcase
2. Excessive amount of oil in the crankcase
3. Refrigerant leakages
4. Refrigerant undercharged
5. Refrigerant overcharged
6. Fall off in refrigerating effect
7. Short cycling on HP cut out
8. Short cycling on LP cut out
9. Moisture in the system
10. Air in the system
11. Frost on evaporator coils
245
12. Compressor drawing in refrigerant liquid
13. Noisy compressor
14. Poor cooling in condenser
“Loss of oil” from the crankcase:
1.1) Low crankcase oil level – operational leakages.
1.2) Foaming – sudden “disappearance” of oil.
Operational Leakages due to malfunction of the mechanical seals resulting :
a) Loss of oil.
b) Loss of refrigerant – the end clearance of the piston/scraper rings allows a small amount of refrigerant gas
to reach the crankcase
1.2) Foaming can happen when –
a) Pressure drops rapidly in the evaporator.
b) Compressor high capacity to pull down pressure rapidly.
c) Crankcase space developing a low pressure condition.
With the formation of Low Pressure within the crankcase space :
- lubricating oil is unable to hold the small bubbles in the oil.
- small bubbles enlarge , attain buoyancy
- bubbles raise to the oil surface
Excessive amount of oil in the crankcase
Do not top up the oil level in the crankcase to excessive high level. It may cause :
• Overloading of the OIL SEPARATOR.
• Oil passing to the condenser and the rest of system - hampering optimum heat transfer.
• Always maintain the oil level at the recommended level as indicated on the sight glass.
Indication of refrigerant leakages:
•
•
•
•
•
•
Low refrigerant level in sight glass
Large bubbles in sight glass
Oil weeping at joint and connection
Relative lower pressure readings across the system (LP,OP & HP)
High superheat at compressor suction
Compressor running continuously - room temperature not reducing
Fall off in refrigerating effect (over a short period)

Refrigerant loss through valve stem gland packing, pipes, fittings compressor etc
246



Broken suction, discharge valves of compressor
Belt slipping – motor to compressor
Icing of expansion valve
HP cut out





Insufficient or intermittent water flow for condenser cooling
Relatively higher temperature of cooling water
Scaled or fouled condenser
Overcharging of refrigerant
Air in the system
Short cycling on LP cut out






Malfunction LP pressure switch
Evaporator coils heavily frosted
Strainer for TEV chocked
Leaky discharge valves
Deflective expansion valve
Refrigerant undercharge
Refrigerant undercharged





Large bubbles noted in sight glass
Lower LP , OP , HP pressure
Continuous running of compressor- room temperature not reducing
Relative less frosting on compressor suction line/valve
System performance drops
Refrigerant overcharged




Sight glass refrigerant level higher than normal
Higher LP/OP/HP pressure
Compressor stopping on HP cutout
Severe frosting on compressor suction line/valve – Malfunction of TEV
Moisture in the system



Frosting on inlet side of expansion valve
Low LP pressure
Corrective Actions : Renew the filter/drier.
Water (not removed by the filter/Drier) if present with the refrigerant at the

TEV will become ice – restricting proper refrigerant flow.
247
In a good working order refrigeration system, a thin layer of ice of about 2-4mm will be formed on the
TEV (external body). The ice formation is due to the unavoidable “flash off” of liquid refrigeration when it
passes through the orifice. The presence of an extra volume of ice formation on the TEV indicates that
Excessive flash off is taking place.
Frost on evaporator coils




Compressor runs longer
Short cycling on LP switch
Performance drops
Low suction pressure – Refrigerant temperature drops to 0 degree celsius or lower
Frost coming back in evaporator coil continuously because of relative lower pressure existing in the coils. The
low pressure could be due to refrigerant leakages, dirty filter/drier, dirty strainer of the TEV – any reasons
that results in a lower than normal pressure within the coils. The pressure of the refrigerant directly affects
the temperature of the refrigerant in the coil. The lower the pressure – the lower will be the temperature of
the refrigerant. If the temperature of the refrigerant is near to or lower than or at the freezing point of
water, high relative humidity air flowing pass the evaporator coil will cause ice to be built up persistently.
Remedy : Restore the working pressure of the LP side to the marker’s recommended value – bring the
operating temperature of the refrigerant away from the freezing point of water.
Compressor drawing in refrigerant liquid
Usually is due to malfunction of TEV resulting :
•
•
•
•
Excessive frosting at inlet valve body of the compressor and/or icing on the cylinder head.
Oil level at compressor sump reduced
High suction pressure
Noisy compressor operation
Noisy compressor
•
•
•
Liquid knock / hammering
Lack of lubrication
Internal components damaged
Air in the system





High condenser pressure (HP pressure)
Jumping of pressure gauges pointer
Compressor noisy
Small bubbles at sight glass
Relative small difference in cooling water in & out temperature – Less heat transfer
Air (or moisture) can be accidentally introduced into the refrigeration system during topping up of
refrigerant into system or during topping up of lubrication oil for the compressor.
248
Air will finally be accumulated in the condenser.
1) Mainly nitrogen(78%) and oxygen(21%) - it is not possible to condense air with the cooling water.
2) The volume of air will occupy the space at the top of the condenser –
a) prevents refrigerant gas entering the condenser.
b) reduces the total cooling surface area for the refrigerant.
3) Result in
(a) higher pressure reading in the HP side of the system and
(b) reduction in temperature differential of the cooling water.Cooling water inlet
temperature minus outlet temperature.
Removal of Air :
1) Connect a refrigerant recovery bottle to the purging cock (of the condenser) via a flexible hose.
2) Remove the air until the flexible hose is cold or/and the cooling water difference temperature of
about
8-10 degree Celsius is achieved.
Note : The refrigerant used although do not contribute to ozone depletion , it is still a greenhouse gas
Therefore , it should not be released directly into the atmosphere
Master solenoid valve
The master solenoid is installed after the receiver, which is controlled by the control unit. In case of sudden
stoppage of the compressor, the master solenoid also closes, avoiding the flooding of the evaporator with
refrigerant liquid.
Thermostatic expansion valve
.tev .expansion valve .thermostatic expansion valve
249
Thermostatic expansion valve maintains a constant superheat of the vapour refrigerant at the end of the
evaporator coil, by controlling the flow of liquid refrigerant through the evaporator. Thus, its operation is
based on the principle of constant degree of superheat at the evaporator outlet by controlling the flow of
liquid refrigerant through the evaporator.
Thermostatic expansion valve consists of a needle valve and a seat, a metallic diaphragm, a spring and an
adjusting screw.
In addition to this, it has a feeler or thermal bulb, which is mounted on the suction line near the outlet of the
evaporator coil. The feeler bulb is partly filled with the same liquid refrigerant as used in the refrigeration
system. The opening and closing of the valve depends upon the forces acting on the diaphragm.
When refrigeration load on the evaporator increases
If refrigeration load on the evaporator increases, it causes the liquid refrigerant to boil faster in the evaporator
coil. The temperature of feeler bulb increases due to early vaporization of liquid refrigerant. Thus, the feeler
bulb pressure increases and this pressure is transmitted through a small diameter tube (also known as
capillary tube) to the diaphragm. The diaphragm moves downwards and opens the valve to admit more
quantity of liquid refrigerant to the evaporator. This continues till the pressure equilibrium on the diaphragm
is reached.
When refrigeration load on the evaporator decreases
250
On the other hand, when refrigeration load on the evaporator decreases, less amount of liquid refrigerant
evaporates in the evaporator coil. The excess liquid refrigerant flows towards the evaporator outlet, which
cools the feeler bulb. Due to this, the feeler bulb pressure decreases due to decrease in its temperature. The
low feeler bulb pressure is transmitted through the capillary tube to the diaphragm and moves the diaphragm
in upward direction. This reduces the opening of valve and thus, reduces the flow of liquid refrigerant to the
evaporator. The evaporator pressure decreases due to reduced quantity of liquid refrigerant flowing to the
evaporator. This continues till the evaporator pressure and the spring pressure maintains equilibrium with the
feeler bulb pressure.
faults:
High suction temperature (superheat) caused by the lack of insulation on the suction, or by too small opening
of expansion valve and hence the admission of too little liquid to the evaporating coils.
Accommodation AC and Heating Regulation:
.ac regulation
.acr
MLC provides 2 regulation related to accomodtion AC
Guideline B3.1.2 – Ventilation
1. The air ventilation system for sleeping rooms and mess rooms should be controlled so that it will maintain
the air in a satisfactory condition and ensure a sufficiency of air movement in all conditions of weather and
climate.
2. Air-conditioning systems, whether of a centralized or individual unit type, should be designed to:
(a) maintain the air at a satisfactory temperature and relative humidity as compared to outside air conditions,
ensure a sufficiency of air changes in all air-conditioned spaces and not produce excessive noises or vibrations;
and
(b) arrangement for easy cleaning and disinfection should be provided to prevent or control the spread of
disease
3. Power for the operation of the air conditioning available at all. However, this power need not be provided
from an emergency source.
Guideline B3.1.3 – Heating
1. The system of heating the seafarer accommodation should be in operation at all times
2. the heating should be by means of hot water, warm air, electricity, steam or equivalent. But within the
accommodation area, steam should not be used as a medium for heat transmission.
3. The heating system should be capable of maintaining the temperature in seafarer accommodation at a
satisfactory level under normal conditions of weather.
3. Radiators and other heating apparatus should be shielded to avoid risk of fire or danger or discomfort to the
crew.
Solas provides the ventilation duct requirements
251
Ventilations duct – machinery space and accommodation:
SOLAS Chapter II-2, Part C: Suppression of fire: Ventilation system, Regulation 7
→ Machinery space and accommodation should have separate ventilation arrangements.
→ Ventilation ducts shall be of non-combustible material.

Short ducts not exceeding 2 meters in length and with a cross-section not exceeding 0.02m need not
be non-combustible if the following conditions are met
(a) The dusts has a low fire risk material
(b) They may only be used at the end of the ventilation device.
(c) They shall not be situated less than 600 mm, measured along the duct, from an opening in a A or B class
division including continuous B class ceilings.
(2) Where the ventilation ducts with a free- cross sectional area more than 0.02 m and not made of steel and
pass through class A bulkheads or decks then the opening shall be lined with a steel sheet sleeve,
✓ in that case The ducts and sleeves shall comply with the following(a)The sleeves shall have a thickness of at least 3 mm and a length of at least 900 mm. When passing through
bulkheads, such length shall be divided into 450mm on each side of the bulkhead. These ducts, or sleeves
lining shall be provided with fire insulation. The insulation shall have at least the same fire integrity as the
bulkhead or deck through which the duct passed.
(b) Ducts with a free cross-sectional area exceeding 0.075m shall be fitted with fire dampers
(C) The fire damper shall operate automatically but shall also be capable of being closed manually from both
sides of the bulkhead or deck. The damper shall be provided with an indicator which shows whether the
damper is open or closed. But Fire dampers are not required, where duct pass through spaces surrounded by
A class divisions, without serving those spaces. And those ducts have the same fire integrity as the divisions
through which they pierce through.
Ensure no fire event in engine room:
Engine room fire free .engine room fire free
.fire free .no fire event .no er fire
.er fire free .erf
252
253
254
255
256
Rudder
.rudder
Rudder types:
→Balanced Rudder
→Semi-balanced Rudder
→Unbalanced Rudder
The choice of rudder type depends on
→the shape of the stem,
→the type of vessel,
→the size of the rudder required and
→the steering gear available.
Parts of rudder:
1.
2.
3.
4.
5.
6.
rudder stock
rudder coupling
rudder blade (rudder body)
stem post with gudgeon
pintles (upper and lower)
rudder carrier bearing and g
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Balanced rudders or spade rudders:
This rudder has 20-40% of the area forward of the stock, similarly there is no torque on the rudder stock at
certain angles, this type of rudder is called balanced rudder. The axis of the rudder is placed near to the center
of gravity, so torque required to move the rudder will be very less.
Semi Balanced:
→ A rudder with 20% of its area forward of its stock is called
semi balanced rudder.
→ It is often found in twin screw ships.
→ it has fixed structure in upper half.
→ upper half is unbalanced.
→ lower half below the fixed structure is balanced
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Unbalanced Rudder:
→A rudder with whole of its area aft of its stock is called
unbalanced.
→ number of pintles fitted depends on the strength
consideration.
→ torque required to move the rudder is very high.
Possible damages on rudder:
1. Fractured and loose coupling bolts
2. Loose Nut
3. Wear (excessive bearing clearance)
4. Fractures in way of Pintle cutout
5. Fractures in way of removable access plate
6. Fractures
7. Erosion
8. corrosion
What to look for in dry dock:
.rudder dry dock
→ deformation
→ fracture
→corrosion, erosion
→ clearance
Types of Works and Repair:
→Measurement of pintle clearance (the closing plate may have to be removed). Other clearances which are
also taken are the jumping and the emergency carrier clearances.
→ Removal and replacement of rudder's gland to renewal of rudder packing in the transom space.
→Disconnection of steering gear tiller or rotary vane and jacking up of rudder to inspect the stock steady
bush.
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→ Unshipping of rudder into the dry dock for survey/examination and repairs.
→Air test to check for leaks in rudder body. Repairs on damaged rudder body if any.
→Welding of erosion pits and wasted seams, replacement of zinc anodes.
→Repairs on damaged rudder stock.
→Repair on rudder couplings holes and bolts. Repair of sealing cement. Repair on rudder pintles and pintle
bushes.
→Repair of pintle gudgeons
→ Common defects are wear, corrosion, twisting, cracks bending and fracture.
→Corrosion damage is observed mainly where the cylindrical part widens into the flange.
→Wear and corrosion can be rectified by means of deposit arc-welding with subsequent machining.
→ If cracks are found, then they are ground off and repaired by arc-welding.
→ Twisting and bending of the stock impede the normal working of the whole steering system. Too much
twisting or bending requires a replacement of the stock. If slight bending, then a straightening force is applied
by means of a hydraulic press.
Repairs of rudder coupling:
.
result in corrosion of the flanges of the coupling as well as loosening of the bolts.
could be affected ty building up the flange by means of welding and machining smooth. The bolt holes are
then bored by a portable boring machine and new fitted bolts are then replaced.
Repairs on gudgeon:
which is tensioned to ensure that it is in a straight line.
is then accurately recorded.
boring machine.
urately
which can result in tedious fitting of the gudgeon. An alternative way to carry out such repairs is to fit a
separate step-bush into the gudgeon which has been bored with a step as shown.
-bush into the gudgeon, it is further welded onto the forging.
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Clearances in rudder:
Jumping clearance
Pintle clearance
Rudder carrier bearing clearance
Tests of after repair:
the repairs, the rudder system is reassembled and function tests are carried out to
ensure satisfactory operation before undocking.
head of 2.45 m above the top of the rudder.
Why Rudder Angle Limited to 35 Degrees?


Beyond 35-degree rudder efficiency is reduced due to formation of eddies on the back of rudder
as the flow is no longer streamlined. This is called stalled condition.
The maneuverability does not increase beyond 35 degree, but rudder torque increases and ship’s
turning circle increases.
Why Steering Test Rudder angle 35 degree to 30 degree?


So that the point at which it is reached can be exactly judged as it crosses 30 degree.
As hunting gear puts pump stroke to zero, the rudder movement slows down progressively as it
approaches 35 degrees.
Why Astern Turning Moment much less than Ahead ?


The propeller thrust adds to the force on the rudder when going ahead, but in astern that thrust is
lost.
The pivoting point (point about which ship turns) shifts aft to 1/3 rd the length from aft. This
reduces turning moment greatly.
Rudder Drop:
.rudder drop
Article link: https://sailorstaan.com/life-at-sea/jumping-clearance-and-its-purpose/
Rudder drop is defined as the wear down of the rudder carrier bearing as a result of the mechanical forces
acting on it, namely buoyancy force (with which the rudder stock would ascend and damage the steering gear
components), friction etc. The rudder drop would nullify the purpose of using the rudder carrier bearing which
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are supposed to reduce the friction during the rotation of the rudder stock during navigation. The rudder drop
is measured using the trammel gauge.
How Rudder Drop measured ?
As We know that the drop is measured by
a trammel gauge. The Trammel gage is an
L-shaped instrument. Generally, a point
marked on the rudder stock and another
point is marked on the hull within
the steering gear room (Here it is on the
Deck head girder). The distance between
these points shall be measured and
recorded at the time of construction. The
difference between the original and the
measured points shall be referred to as the
rudder drop or the rudder wear down as
shown in the fig.
Measures to reduce the rudder drop



More frequent greasing of the bearing
Proving jumping clearance
Regular care & maintenance of bearing
Jumping Clearance
Jumping Clearance is defined as the clearance or the distance between the pads one is welded onto the tip of
the rudder and another one is on the hull opposite to the rudder pad. The jumping bar or the stopping bar is
nothing but a rigid slab of metal which is being welded to the ship’s hull. Since, the bar needs to withstand
heavy buoyancy force, acting on the rudder, it has to be made of high strength materials which has to be
corrosion resistant and should be having a ductile nature.
Jumping clearance is increased due to rudder carrier bearing wear or rudder drop.
Why jumping clearance is provided:

The maximum jumping clearance should always be less than the clearance between steering gear (the
sliding ram) and the tiller arm.
262


If the jumping clearance was not provided and no stopper, then it is very probable that the rudder
would hit the hull with unimaginable force resulting to the damage of hull.
Further, if the clearance is more because of the ascend, the rudder stock would hit the lower tiller
which in turn strikes the sliding ram causing the ram to bend. In a nutshell, the entire steering system
would break down. To prevent such undesirable situations to take place, jumping clearance is
provided.
Rudder survey:
.rudder survey
Planning:
1. Discussed with master and all officers.
2. Discussed with office superintend
3. Consult with dry-dock manager, safety officer, Repair manager
4. Informed class surveyor regarding rudder survey.
5. Risk assessment to be carried out.
6. Work permit to be carried out.
7. Check last dry-dock rudder service report.
8. Tool box meeting carried out among engine staff.
9. Wear proper PPE
10. Arrange proper tools for taking all clearance.
Checks on rudder in dry-dock
1.
Rudder survey will be done only in dry-dock; it should be done only by shipyard workshop team with
presence of surveyor.
2.
When ship enters dry dock and pumping out water, check water is coming out from rudder or not. If
yes, then rudder is breached. If water ingress inside rudder, only the buoyancy of the rudder lost, no
major casualty will occur. Internal parts of rudder might corrode.
3.
Carry out a visual inspection for crack on rudder plate.
4.
Open the top air plug and bottom drain plug in front of class surveyor. when water drain out it
indicates crack in the rudder.
5.
So crack is detected by air pressure and applying soap solution.
6.
If the rudder is badly rusted or ship is older, surveyor may insist on thickness gauging of the rudder
plate.
7.
Check the condition of the sacrificial anode on the rudder. And any masking tape or paint is over there.
8.
Check the cement on the palm coupling bolts for rudder and rudder stock. Remove the cement and
check the condition of the palm nut.
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9.
Check the rudder pintle clearance.
10. Check the rudder jumping clearance.
11. Check the rudder drop using trammel gauge.
12. Check the rudder stock for corrosion and erosion
13. Check condition of external rudder stop.
14. Check the actual position of the rudder, compared to rudder angle indicator and see whether any
difference is there by bending or deformations
15. Now lower portion of the rudder is cut open and pintle nut is checked for proper securing and later the
plates are welded and tested.
16. Check the pintle bearing steel disc condition and drain passage clear or not.
17. Hydraulic Pressures test the rudder at a water head of 2.45 meters.
18. After draining and oiling the internal, plug the drain and check the effectiveness by a vacuum check
and cement plug.
19. Checked the rudder stock gland packing and renewed.
20. For a new built ship, the standard clearance between pintle and bush is 1.5 mm.
For the ship in service, Maximum allowable clearances between pintle and bush is 6 mm. IF the actual
clearance exceeds above 6mm, the bush should be renewed.
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TESTS AFTER RUDDER REPAIRS
1. At the completion of the repairs, the rudder system is reassembled and function tests are carried out to
ensure satisfactory operation before undocking.
2. If any work was done on the rudder body, it should be tested by compressed air to an equivalent pressure
head of 2.45 m above the top of the rudder.
3. Other tests include swing the rudder from one extreme position to the other
Corrosion
.corrosion
Corrosion is the deterioration of a material because of its interaction with its surroundings
Hot Corrosion:
It occurs due to the presence of Vanadium (Va) and Sodium (Na) in the fuel oil and affects exhaust passage of
the engine. Creates a molten paste at temperatures more than 450 degrees and stick to the exhaust valve.
Cold corrosion:
It occurs due to the presence of sulphur in fuel oil and affects the cylinder liner and other parts of combustion
chamber
Hot Corrosion process:
Vanadium is a naturally occurring element in marine fuel oils in soluble form, which means, it will not be
separated even when the fuel is treated in the centrifuge. Vanadium, when combined with Sodium, can cause
damage to the engine under elevated temperature. Sodium and Vanadium compounds are formed at a high
temperature, which plays a crucial role in hot corrosion.
The availability of abundant oxygen in the combustion chamber during the burning of fuel results in the
oxidation of vanadium to form VO and VO2. During the temperature drop in the further combustion process,
VO2 undergoes further oxidation resulting V2O5.
V2O5 has a low melting point and becomes semi-liquid, sticky in nature and adhere to the surface they come
into contact with.
Sodium in the fuel reacts with water vapour during combustion to generate NaOH. This, in turn, combines
with SO2 forming sodium sulphate.
Sodium sulphate condenses at a temperature approx. below 890 deg. C and will adhere to surfaces with
already present V2O5. This resultant deposits block gas passages and corrode metal surfaces. If the ratio of
Va:Na is 3:1, the resulting complex melting point is at it’s lowest, which is about 350 – 450 deg C, and there is
an increased likelihood of deposit formation.
Fuels with high vanadium and sodium will increase the tendency for deposit formation in the exhaust
passages. At higher temperature (>600 deg C), ash deposits can accelerate corrosion of metals and fouling of
gas passages.
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Effect of Hot Corrosion
1. Erosion: It mainly takes place along the exhaust gas passages, as ash and carbon deposits from hightemperature exhaust gases wear metals. Because of this, the exhaust valve is profoundly affected.
2. Fused salt corrosion: At high temperature, Na and Va form corrosive fluxes, attacking and corroding exhaust
valves, turbocharger nozzles and blades. The salts dissolve the protective oxide layers, facilitating further gas
phase oxidation.
3. Gas phase oxidation: It is the effect of oxygen on metal engine surfaces in the hot exhaust.
How to control hot corrosion?
• Maintain exhaust temperature well below melting point of Na and Va complex (about 400c)
• Use of Sterlite coating or Nimonic steels on exhaust valve seat for protection from corrosion
• Use exhaust valve rotators to smoothen radial temperature distribution and to prevent repeated impact
damage at a single point on the valve face
• Fuel additives like ash modifiers can be used which can modify and increase the melting point temperature
of Na and Va complex formed when the ash is not in a molten form and not corrosive
• Controlling fouling of exhaust passages and machinery, i.e. regular cleaning and inspection of the exhaust
manifold, frequent water washing of turbocharger, overhauling of the exhaust valve, etc.
COLD CORROSION procedure
Sulphur is another element which is a naturally found in crude oil. Its level is indicated by the content of
sulphur found in the residual fuel stream obtained during the process of crude oil refining.
Sulphur in the fuel acts as a natural EP (Extreme Pressure) additive, providing inherent lubricity in the fuel
passing through the injectors and pumps.
With plenty of oxygen available in the combustion chamber, the Sulphur is converted to SO2 and it further
combines with oxygen to form SO3 Sulphur trioxide.
When SO3 comes in contact with water or water vapour present in the scavenge air, it will react and form
H2SO4.
If the engine is running inefficiently at low RPM, the liner temperature is on the lower side and below the dew
point of sulphuric acid and water (120-160 deg C). Corrosive mixtures will condense on the linear walls causing
cold corrosion of cylinder liner.
In low sulphur fuels, late or slow combustion will increase the thermal load on cylinder components, leading
to overheating, lubrication problems and cold corrosion.
Why cold corrosion becomes an issue for newer engines?
New energy efficient marine engines are imposing severe operating conditions with ultra-long strokes and
higher pressure while burning a low sulphur fuel. Adoption of slow steaming operation has also lead to an
extremely cold corrosive situation in the engine.
266
Another important reason is that new marine engines are designed to comply with tier III NOX regulations and
EEDI guidelines. To meet these new regulations, engine cylinders must operate under increased pressure and
reduced operating temperatures (reduce NOX emission), thus creating conditions below dew point to allow
water to condense on the cylinder linear walls. This then combines with sulphur from the combustion process
to form H2SO4 which leads to cold corrosion.
EGR also brings acidic components into the air mixture and impacts temperature in the combustion chamber.
Thermal stress and pressure constant which can lead to the risk of corrosion are more severe in long stroke
engine.
Engines of Older ships are often modified to run at low load operation. They are additionally installed with
systems like VTA, gas bypass valves, jacket cooling bypass etc. to perform slow steaming. The older engines
are provided with modification to run at low load but no additional modification is done to tackle cold
corrosion.
The ultra low slow steaming engines operate at up to 10% of its full load, which again results in low
temperatures in the combustion chamber. Once the temperature falls below the dew point, it will lead to cold
corrosion.
Effects of Cold Corrosion:
1. Excessive cylinder oil fouling
2. Sticking up of ring grooves
3. Sticking of piston rings
4. Degradation of the surface by removal of iron particles
5. Decreased operational life of cylinder liner
How to manage cold corrosion?

By using appropriate Toral Base Number (TBN) cylinder oil depending on the sulphur content of the
fuel.
Fuel sulphur content (%)
Below 0.25 (approx cyl oil TBN 10 mgKOH/g)
0.25 – 1.0 (approx cyl oil TBN 10-20 mgKOH/g)
1.0 – 3.0 (approx cyl oil TBN 70 mgKOH/g)
Over 3.5 (approx cyl oil TBN >70 mgKOH/g)

Using modern cylinder lubrication methods such as alpha lubricator (MAN) or Pulse Lubricating System
(Wartsila)
To perform sweep test (done in MAN engines with high sulphur content fuel by supplying cylinder oil at
different feed rate for a period of 24 hrs to check the effect) to find out acceptable ACC factor for a particular
cylinder oil which corresponds to minimum corrosive wear.
267

Implementing a condition monitoring program for analyzing iron wear (Fe) and residual TBN in scrape
down oil
Use of latest technology and equipment such as



Variable Geometry Turbocharger (VGT)
Exhaust gas by-pass valve
Provision of TC cutout, etc.
Types of Mechanical Seals for Centrifugal Pumps
 Balanced seals
 Unbalanced seals
 Pusher seals
 Non-pusher seals
 Conventional seals
 Cartridge seals
Design
A basic mechanical seal contains three sealing points.
1.The stationary part of the seal is fitted to the pump housing with a static seal –this may be sealed with an oring or gasket clamped between the stationary part and the pump housing.
(Highlighted in red below, left the stationary part and right the rotary portion)
2.The rotary portion of the seal is sealed onto the shaft usually with an O ring. This sealing point can also be
regarded as static as this part of the seal rotates with the shaft.
3.The mechanical seal itself is the interface between the static and rotary portions of the seal.
What is Portable Foam applicator?
Portable foam applicators
A portable foam applicator unit shall consist of a foam nozzle of an inductor type
capable of being connected to the fire main by a fire hose, together with a portable
tank containing at least 20 L of foam-forming liquid and one spare tank of foam
making liquid.
The nozzle shall be capable of producing
268
effective foam suitable for extinguishing an oil fire, at the rate of at least 1.5 m3/min.
Advantages of foam applicator:




long throw.
Self-inducing models.
Suitable for all foams.
Range 18-22 meters at 7 bar.
EKM:
De-tuners .detuner
.detuner .dt
The natural frequency of vibration is always present in engines, but the effect can be
dangerous when the vibration frequency reaches high levels.
This happens when the natural frequency of vibration from an external source integrates with
the engine vibration or when there are out-of-balance forces generated inside the engine
This can result in severe damage to the marine engine’s internal moving parts, cracks in the
structure, loosening of bolts and securing and damage to bearings. Vibration of Marine
Engines is mainly due to- Axial and Torsional Vibration or combination of both.
In order to reduce such vibrations, different methods and systems are used, which includes
de-tuners, dampers thrust pads, chokes
De-tuners are used to alter the frequency of the vibration of the engine thus reduce the
vibration of the engine.
Frictional type Bracing is one such de tuner Normally fitted on the top of the engine which
increases the stiffness and raises the natural frequency beyond the working range.
Friction type bracing is one of the common types used for 2 stroke slow speed marine
engines.
269
The working of these type of bracing depends upon the friction between the pads that brace
the engine at the top so that the resonances occurs above the speed range of the engine.
Last but not the least, the tension on the bolts must be regularly checked along with the
inspection of the structure for any cracking especially around the welds.
Axial Damper: The Axial damper is fitted on the crankshaft of the engine to dampen the axial
vibration which is generated by the shaft in forward and aft directions, parallel to the shaft
horizontal line.
It consists of a damping flange integrated to the crankshaft and placed near the last main
bearing girder, inside a cylindrical casing. The casing is filled with system oil on both side of
flanges . This oil provides the damping effect.
When the crankshaft vibrates axially, the oil in the sides of the flange circulates to the other
side through a throttling valve, which gives a damping effect.
high temperature alarm and pressure monitoring alarms located on both sides of damping
flanges. They give alarm if one side oil pressure drops more than the set value as a result of
low LO supply or sealing ring failure.
Torsional Damper: twisting phenomenon in the crankshaft spreads from one end to the
other due to uneven torque pulses coming from different units of the engine
The most famous type of torsional damper used on ship is Viscous type dampers, which
consist of an inertia ring
270
This ring is added to the crankshaft and enclosed in a thin layer of highly viscous fluid like
silicon. The inertia ring is free to rotate and applies a lagging torque on the crankshaft due to
its lagging torsional motion.
When the crankshaft rotates, the inertia ring tends to move in radial direction but the counter
effect is provided by the silicon fluid which damp the vibration.
Fuel Pump:
Man B&W draw and explain
1) The pump is basically a jerk type with a plunger moving in a matched barrel
2) Helical grooves machined in the plunger to control the end of injection by uncovering spill ports
and causing the discharge pressure to drop rapidly, thus causing the needle valve in the injector to
close.
3) Oil is supplied to the barrel via the spill ports and a suction valve.
4) The suction valve, situated at the top of the barrel opens during downward stroke of plunger, while
spill ports are covered by plunger.
5) Replaceable erosion plugs are fitted in the pump housing opposite the spill ports.
271
6) The high pressure oil, spilling back, as the edge of the helix uncovers the spill ports at the end of
injection, hit the plugs, which prevent damage to the pump casing
7) A puncture valve is fitted in the top cover of the pump. It is opened when compressed air from the
control air system acts on top of a piston fitted in the top cover. Fuel oil from the discharge side is
then returned to the suction side of the pump and no injection takes place.
How to check timing
.fuel pump timing .fp timing .fo pp .fo pump .fpt
Optical method
1. Set fuel rack to maximum
2. Open spills plug of pump and clean thoroughly
3. Turn engine 20 degree before TDC
4. Ensure no oil, put light on suction
5. Wear goggle, look through spill port
6. Turn until TDC
7. When light disappear, indicate start of injection
8. Check the crank angle marked on fly wheel. This value is the injection timing of that pump.
Oil overflow method
1.
2.
3.
4.
5.
6.
Stop fuel pump,
Fuel rack to max
Take out delivery pipe, puncture suction valve,
Turn to BDC, put DO, oil will flow out,
Turn towards TDC, flow will stop, record start of injection
Continue until overflow again, indicate end of injection
Checking of fuel pump lead,
.fuel pump lead .pump lead .fpl
Pump lead-number of mm , top of plunger lifted above the upper edge of spill ports when piston is at TDC
Cam lead -number of mm plunger is lifted from bottom position when piston at TDC
Planning and preparation
1.
Inform master about the job and instruct to person get ready and arrange tools.
2.
Go through instruction Manual
3.
Check measuring tools
4.
Risk assessment carried out, prepare work permit
5.
obtain Immobilization
6.
Stop engine. Shut starting air valve and drain the system
7.
Open indicating cocks, get propeller clearance and engage T/G
8. Turn engine with lubrication on for 20 minutes
272
9. Stop LO pump, FO supply pump and FO circuiting pump
10. Shut FO inlet and outlet vlv.
11. Shut FO heater valve,
12. Drain off fuel carefully
13. Ensure personal safety
14. Disconnect puncture valve
15. Disconnect suction valve
Procedure
 Set FO rack max, VIT rack “zero”
 Put Reverse mechanism in ahead position
 Take out erosion plug both side
 Set the measuring tool
 Turn the engine in ahead direction until plunger cover spill port, take measurement “K”
 Compare reading with maker data
 If not correct, may be tool not seated properly. Clean top of plunger and set again
 When K match, turn unit to TDC and note value. This is “A” value, pump lead!
 Turn the engine in ahead direction until fuel pump roller is at lowest part of cam
 Push down the gauge, take reading. This is “b” value ! A-b= C, is the cam lead!
 Then Confirm pump lead and cam lead with maker data
Cutting off the fuel for B&W
The steps are:
1. Operating the Puncture Valve
2. Lift the Fuel Pump Roller.
3. Shut Fuel Oil Inlet Valve (Only for Maintenance purpose – Not During Running).
Manual actuation of Fuel Pump Lifting Device (148) activates Cylinder 149, which lifts & locks the Fuel
Pump Roller, so that there is a gap (approx. 2 mm) between the roller and cam.
Cutting of fuel for Sulzer


Lift fuel pump plunger by manual handle, !
Close the inlet and outlet fuel valve.
Sulzer engine valve type fuel pump timing adjustment:
.sulzer fuel p/p timing .sfpt
.sulzer timing
procedure of checking the timing for valve control type fuel pump
Initial preparation and safety checks
 Tool box meeting carried out.
 Arrange appropriate tools and instruction manual to keep ready
 Take permission to immobilize the engine
 After permission granted carry out proper shutting down procedure of M/E
 Starting air system and starting mechanism to be isolated
 Open indicator cocks and engage turning gear
 Propeller clearance taken
273
 Shut off fuel oil supply
 Any setting to be done refer to instruction manual
 VIT hand setting lever is set to zero. Fuel lever is set to maximum with engine set run ahead
 Pump is isolated and drained
 Remove cover, spring and delivery valve above the plunger
 Remove the cover and spring above the suction and spill valve
Procedure for checking timing of pump
Step1
 Turn the engine in ahead direction until pump plunger is at top dead centre
 Fit dial gauge to the suction valve
 After tensioning the gauge set it to zero
Step 2:
 Turn the engine in astern direction until pump roller is on cam base
 Fit dial gauge to the plunger and spill valve
 After preloading the gauge set them to zero.
274
Step 3
 Turn the engine in ahead direction until the suction valve gauge reads 0.02 mm
 At this point suction valve is just closing and fuel delivery to begin
 Note the plunger dial gauge reading (a) and crank angle
Step 4
 Continue to turn the engine in ahead direction until the spill valve gauge reeds 0.02 mm
 This indicates that the spill valve is just opening and fuel delivery will stop
 Note the plunger dial gauge reading (b) and crank angle
 Effective plunger stroke= b-a
 Maximum admissible deviation is 0.2 mm
 Check all values with setting table.
c. Safety checks after adjustment
The following point to be checked
1. The zero position in the load indicator and setting shield on the fuel pump must be coincide.
2. When the pump is manually cut out there must be some clearance exists between the roller and the
cam peak( 0.5mm minimum)
3. Safety cut out checks of the pump should be done after every resetting and after every major
overhaul.
4. When the safety cut device is activated the suction and spill valve should lift from the seat thus
ceasing the fuel injection.
5. This is important to ascertain that engine can be shut down / stopped positively at any time due to
emergency and engine does not get overloaded.
6. When the shield position is zero then suction and spill valve will never be closed at same time in an
individual pump.ie when one valve is closed other valve must be open so that the fuel injection
excluded this determines the effective delivery stroke is zero.
Boiler
.boiler
Safety Valve Sketch, setting and Testing. Label all parts and materials
Safety v/v Setting
.bsvs .boiler safety valve setting
1) Safety valve to be overhauled and reset at every survey
275
2) At least 2 calibrated pressure gauge required
3) Loosen lock nut, screw down the compression screw few more turns then previous setting.
Measure the height make marking
4) With all mounting in place, shut the main steam stop valve.
5) Fire the boiler on auto
6) Once boiler auto cut off, switch to manual. Rise the boiler manually till require set pressure
7) At this setting, unscrew the compression till safety valve lift
8) Fire the boiler continuously and check the safety valve lift at set pressure
9) Stop the boiler and check safety valve sit firmly at seating and no leakage
10) Safety valve now has been adjusted, tighten lock nut. This valve then had to be gagged
11) Set the other safety valve in same procedure
12) But this valve is usually set about 3% higher than the earlier valve
13) Remove the gagging tool.
13) Lift the safety valve with easing gear and confirm it sit firmly and no leakage.
boiler safety valve regulation
.bsvr .boiler safety valve .svr
•
•
Each boiler (including exhaust gas boiler) is to be fitted with at least one safety valve and where the
water-heating surface area is more than 46.5 m2, two or more safety valves are to be provided.
Quick Estimation of heating surface area = Π x D x L x N (circumferential area of tubes)
≠ Π/4 x D2 x L x N (this is for flow calculation)
D = dia. of tube, L = length of tube,
N = total number of tubes
1. Valve Size
• The safety valve bore must be between 19 to 100 mm
• (Some class/countries use the imperial system of ¾” to 4” example ABS)
2. Accumulation Pressure Test
•
With the steam stop valve shut and the boiler burner firing continuously at full-load capacity, the
maximum pressure built up in the boiler should not exceed 6% above the maximum allowable
working pressure
•
It is also conducted during the commissioning test
Purpose: To ensure the safety valve relieving capacity matches the rated steam generation rate.
3. Safety Valves relieving capacity
•
The aggregate relieving capacity of the safety valves must not be less than the evaporating capacity of
the boiler under maximum operating conditions.
Purpose: Biggest safety valve is 100 mm bore.
100 mm bore = 50,000 kg/hr
276
If your maximum evaporation rate is 100,000 kg/hr, then you need 2 pairs of safety valves. ULCC/VLCC
tankers have been known to have 2 pairs of safety valves
4. Easing Gear
•
Each safety valve is to be fitted with an easing gear by which the safety valves can be operated from a
safe platform either by hand or by mechanical means.
Purpose: - To carry out routine functional/ operational test of the safety valve
- To release excessive steam pressure in an emergency
5. Escape Pipe (Outlet of safety v/v)
• The area of the escape pipe has to be equal or greater than the outlet area of each safety valve
• The pipe should be free of any restriction
•
•
Purpose:
To prevent build-up of steam pressure in the escape pipe
No valves to be fitted so that if the valve is shut, then safety valve becomes useless
Blowdown of safety valve:
•
•
•
-
Blowdown = Opening Pressure – Closing Pressure
Too Little Blowdown
Rapid opening and closing of the valve can cause the valve and seat to get damage Also called the
‘chattering effect’
Too Much Blowdown
Unnecessary loss of steam pressure
Not economical as heat energy, water, boiler chemicals etc lost
Safety Valve Inspection
.safety valve inspection .bsvi
Valve & Seat
•
•
•
Check visually for any sign of scoring (scratches), pitting etc
Carry out a ‘mating check’ between valve and seat using Prussian blue or engineers’ blue
A continuous ring indicates there will be no leak between valve and seat
Spindle
•
•
The spindle is always under compression during service. As such, it is prone to get bent.
Checks must be done to ensure its ‘straightness’ or ‘true-ness’

Visual inspection carried out for excessive pitting due to rusting. The common spring material is
carbon steel which gives the right stiffness but is prone to rusting. (FYI, stainless steel has very high
stiffness)
Due to ‘skewering effect’, springs tend to slant to one side over time. Check for perpendicularness.
Spring

277

Due to prolonged compression, spring tends get ‘shortened’ .Free length (after usage) > 95% of
natural length (when new)
Valve Body


Look for signs of corrosion inside/outside of valve body
Check for scale deposits build-up inside body
Drain Pipe
- Ensure drain pipe is clear by blowing with air
What should be the capacity of each safety valve? (For guidance)
Answer: Each safety valve should match the maximum steam generation rate of the boiler
Why do you set the second safety valve slightly higher than the first valve?
Answer: If the first safety valve fails to lift, then the second safety can act as a back-up.
Then why can’t you set both the safety valves equally?
Answer: If both the safety valves lift together, then the blowdown will double which is not economical due to
excessive loss of steam pressure.
What is the difference between Design Pressure (DP) and Maximum Allowable Working Pressure (MAWP)?
Answer: In most cases, they are of the same value.
However, during newbuilding, if you have sourced for a boiler with DP 12 bars but ship’s heating coils
designed to withstand 10 bars, then the ship’s boiler can only operate to a maximum of 10 bars which is the
MAWP.
DP is no longer valid on the ship.
Your boiler has a design pressure of 10.0 bars. You would like to operate your boiler at maximum working
pressure.
•
What can be the settings of your safety valves?
Answer: Maximum settings of safety valves are about 9.7 bars & 10.0 bars maximum.
The Maximum Working Pressure is usually 10% lower than the safety valve setting. MWP is 9.0 bars.
State the operational problems encountered in service for the boiler safety valves.
•
Due to wear between valve and seat, lip clearance reduces and causes increase in blowdown
•
Drain passage getting choked causing water accumulation and hence prevent smooth valve operation
•
Spring tends to rust and cause valve seizure
•
Valve spindle bending due to constant compression (can cause valve to have erratic/sluggish
operation)
278
What is the purpose of lip clearance?
Answer: The purpose of lip clearance is made for valve lid to sit completely on seat or if clearance is zero then
the valve lid cannot seal or close completely. It is measured by lead ball kept between lip and assemble the
valve properly.
During inspection, if you find the valve and/or seat is badly scored, how would you rectify the defect?
In case the mating surfaces between the valve and seat are badly scored, they can be rectified by grinding.
Valve: Can be grinded against a cast iron plate, using a fine grained carborundum paste stirred in kerosene.
Seat: The seat in the valve body can be grinded in the same way by using a cast iron rod of suitable size.
Use ‘Prussian Blue’ to do the mating surface check
Never use the valve itself when grinding the seat. This will increase the wear of valve and seat.
What are the routine checks carried out to ensure the proper operation of the safety valves?
•
Check for any water/steam seepage from drainpipe fitted to safety valve. Drainpipe must be dry
•
Check escape pipe if it is hot due to steam leakage (use infra-red thermometer)
•
Check at funnel for any sign of steam emission
•
If there is a slight leakage, manually operate the easing gear
You are the Senior Engineer onboard a tanker. You receive instruction from charterers to maintain your
steam pressure at maximum 8.0 bars to prevent overheating of cargo. What is your action?
•
In oil-fired boilers, I would set the automatic burner to cut-out at 8.0 bars.
•
In waste heat recovery systems, I would set the ‘steam dump’ controller at 8.0 bars
•
Above actions will maintain the steam pressure at a maximum of 8.0 bars
How to check the previous setting of the safety v/v
Answer: by checking the compression ring.
how to check the spring is perpendicular?
279
answer: by engineer square or the L scale.
How do you check the straightness of a spindle?
Answer: mount in the lathe machine and slide the dial gauge axially with the spindle.
Boiler survey
.boiler survey .boiler inspection
Boiler survey is Conducted every 2.5 years, twice in 5 years
Planning
1.
2.
3.
4.
5.
6.
7.
Planning to be done and discuss with technical super.
Risk assessment to be done
Permit to work obtain
Check for necessary tools and spares
Check manual for special instruction and check past records
Next port steam consumption obtain
Personal involve to be briefed
Shutting down for survey
•
•
•
•
•
•
•
Inform duty officer
Change over M/E, A/E and boiler to DO
Top up do service tank, stop all purifier.
Stop tank heating and steam tracing
Changeover boiler from auto to manual.
Stop the boiler and purge for 3-5min
Switch off power on panel and switch off circuit breaker for HFO pump and feed water pump
280
•
•
•
•
•
•
•
•
•
•
•
Posted ‘do not start’ sign
Shut main steam stop valve and shut fuel valve and feed water valve
Let the boiler cool down
When boiler pressure ~ 4 bar, carry out blow down
When boiler pressure ~ 2 bar. Open vent
Let the boiler cool down
When sufficiently cooled at atmospheric pressure, open top manhole door with all safety
precaution.
Knock gently as may contain hot water/ steam
When nothing coming out, open manhole with support of rope
Open bottom hand hole door
Ventilate for few hours.
Prepare for entry
1. Enclose space entry permit to be obtained
2. Wear proper PPE like safety shoes, helmet , hand gloves
3. Keep an inventory of tools taken inside
4. Keep one responsible engineer standby outside with clear emergency orders
5. Keep emergency breathing apparatus standby
6. Ensure proper lighting of ventilation
7. Carry a gas detector, manually calibrate it in open atmospheric condition
8. Ensure proper communication
Boiler inspection
I. Foundation:


Boiler supports, bolting and securing arrangements, (fixed and sliding seating, chocks, rolling stays if
any) to be examined. (sbs)
Look for sign of rust and wastage in the bolt and nuts.
II. Furnace:
1) Check for distortion
2) Distortion mainly due to:
a) Overheating (excessive scaling, excessive thermal stresses etc.)
b) Flame impingement (across the path of the flame)
3) Check condition of refractory
4) Check furnace bottom, should be free of oil deposits
III. Shell, tube plates and tubes:
1) Weld cracks, in the way of valve openings
2) Wastage in the way of manhole & hand hole flanges
281
3) Check Normal water region for cavitation, pitting etc.
4) Inlet tube ends, for erosion/corrosion
5) Checks for tube deformation, erosion, crack, wastage, s etc.
IV. safety v/v:

safety v/v’s are to be overhauled and examined at each survey and opened as considered necessary by
the surveyor
 The proper operation of the safety v/v’s are to be confirmed at each survey
 Boiler safety v/v’s easing gear is to be examined & tested satisfactory
V. All others boiler mountings:
All boiler mountings to be overhauled for survey.
 Main steam stop valve
 Air vent valve
 Sampling v/v
 Scum blow down v/v
 Feed stop & check v/v
 Water level gauge glass
 Pressure gauge to be calibrated
 Manhole covers
 Soot blowers
 Blow down v/v
VI. Hydraulic test:
1) To be carried out if an alteration/repairs have been carried out on highly stressed parts.
2) Major tube renewal has been done
3) Shell plating renewal
4) Usually, 1 .5 times the max Working Pressure
5) Can be requested at the discretion 1 of the surveyor
VII. External inspection:
Upon completion of the internal survey, the boiler is to be examined under steam, with the fuel oil burners
and safety devices and all other mountings under working condition.
following alarm test to be done.
2) Water level high high - Automatic shutdown with alarm (requirement if ship fitted with steam operated
machinery)
3) Water level high- Alarm
4) Water level low-ALARM
5) Water level low-low - Automatic shutdown with alarm
6) FD fan or flame failure- Automatic shutdown with alarm
1
the quality of behaving or speaking in such a way as to avoid causing offense or revealing private information."she knew she could
rely on his discretion"
282
VIII. Logbook
Review of boiler operation & feed water test records.
IX. Manual emergency shutdown:


Boiler’s forced-draft fan & fuel oil service pumps are to be fitted with remote means of control situated
outside the space in which they are located so that they can be stopped in the event of fire.
Testing of local emergency stop function
Boiler Flash up procedure
.boiler flush up .boiler cold start
1. internal surface to be clean and no tools and rags left inside
2. All openings of mountings cleaned properly
3. Mountings to be fixed back with new gaskets
4. Manhole, hand hole , furnace are closed
5. Ensure vent, alarms and pressure gauge connection valves are open
6. Ensure all drain valves are shut
7. Switch on power on boiler panel and put all circuit breaker to normal
8. Open fuel valve and feed water valve and start pump
9. Ensure all system running ok
10. Start filling boiler with water just below normal level as level will swell up when boiler fired
11. Fire the boiler at lowest possible rate
12. Continue fire intermittently. 1min fire- 10 min stop. After 1st hour, 2min fire10 minute stop
13. When steam comes out vent, shut vent
14. Carry out gauge glass blow down
15. Check boiler for abnormalities
16. Adjust safety valve pressure setting
17. Slowly crack open main steam stop valve and open full
18. With boiler running, check all safety alarm.
What are the important clearances/inspection to be carried out on a pressure-jet
type burner?
During overhaul,
1. The nozzle atomising holes should be inspected for signs of enlargement which can lead to improper
fuel atomisation and bad combustion. Presence of cat fines in fuels will accelerate the wear of the
nozzle holes.
2. The swirler plate should be inspected for erosion corrosion. The swirler plate converts pressure energy
to velocity and increases the speed of the oil flow to give the required atomisation, turbulence &
penetration
3. The ignition electrodes’ clearances are critical for flame establishment during start-up and should be
set as manufacturers’ recommendation.
283
4. The ignition electrodes’ tips should not be worn, carbonised or pitted.
5. The ceramic isolator body in the ignition electrodes should not be cracked or broken to prevent current
leakage
6. The air swirler vanes should not be dirty/carbonised
7. Photocell checked for cleanliness
8. Filters in pump and burner checked for cleanliness
Rotary Cup Burner
.rotary cup burner .rcb
As the name suggests, this burner comprises a burner nozzle which is covered by a rapidly rotating cone. The
fuel oil is carried on to a nozzle which is centrally located within the rotating cone. As the fuel oil moves along
the cup due to absence of centripetal force, the oil film becomes thinner in its course as the circumference of
the cup increases.
Ultimately, the fuel is discharged from the tip of the rotating cone in the form of fine atomized spray.
284
The spinning cup offers the following advantages:
>Wider turn down ratio with lower excess air
> Low 02 levels
> No requirement for atomising air or steam
> Low fuel pressure requirements to an extent that gravity flow is sufficient
> Stable flames achievable with very low fuel flows although maximum flow limited by size of cup. This, allied
to being limited to side firing making the design more suitable for smaller installations.
Maintenance of rotary cup burner 








Clean the rotating cup
Check and adjust the belt tension between the motor and rotating shaft
Clean carbon deposited on the electrode ignite and adjusts the gap
Clean pilot burner nozzle and filter
Check the fuel valve and air register ( leakage in joints )
Check and clean the flame eye glass cover
Check and clean inspection peep hole glass cover
Adjust the fuel and air ratio, clean the fuel oil filter
Check the fuel oil pressure
Why rotary cup burner clearance is important?
Answer:


If the clearance is high then the flame will move outward and become unstable
If the clearance is low then the flame will move inward and causes burning to the cup tip.
Boiler turndown ratio defined
Boiler turndown is the ratio between a boiler’s maximum and minimum output. Depending on the burner’s
design, it may have a turndown ratio between 5:1 and 10:1 or even higher. A 5:1 turndown means the boiler’s
minimum operating load is 20% of the boiler’s full capacity (100% capacity divided by 5). A 10:1 turndown
means the minimum operating load is 10% of the full load capacity (100% capacity divided by 10).
What is the function of tertiary air in the rotary cup burner?
Answer: flow of tertiary air can be controlled from outside



it acts like a sealing air
During combustion it blows away the product of combustion which helps to cool down the cup burner
and reduce carbon formation.
If the air flow is high, it hamper the initial combustion.
285
Why is steam kept inside and oil is kept outside in the steam pressure jet
burner?
Answer: To keep the oil heated up as well as prevent heat loss from the steam.
Steam
inlet
Oil inlet
Common
Why in the condenser hot medium is outside and in the heater
hot medium is
outlet
inside?


In the condenser hot medium is outside to assist heat radiation
In the heater hot medium is kept inside to prevent heat loss
Why nox in the steam atomization burner is low while pressure atomization burner is high?
Answer:


High oil pressure and high oil temperature in the pressure atomization burner produce high NOx
But in steam atomization burner, high oil pressure and high oil temperature produce low NOx this is
because of the steam which absorb some of the heat produced.
Fuel
Oil Press
Oil Temp.
HFO
NOx
Turn
Down
Press.
Loss
Capacity
PA
HFO DO
High
High
High
Low
High
Low
RC
HFO DO
Low
Low
Low
High
Low
High
SA
HFO DO
High
High
Low
High
Low
High
PA = Pressure Atomising
(KBO)
RC = Rotary Cup
(KB, Aalborg make)
SA = Steam Atomising (KBSA, KBSD, Aalborg make)
How would you relate boiler combustion to MARPOL Annex VI regulations?
286
Answer:
•
The NOx Technical Code applies only to diesel engines and does not apply to boiler combustion
•
However, Regulation 14 applies. The sulphur content when in ECA area has to be limited to 0.1% and
from 1st January 2020, the global Sulphur limit is 0.5%
•
Continuous emission of black smoke is prohibited
Boiler manhole door
.bmd .boiler manhole door .manhole door .boiler door
Procedure for opening boiler manhole door:
1.
2.
3.
4.
Boiler depressurized
Boiler sufficiently cooled down
Drain the boiler water fully
Hold the top door with chain block before opening the manhole door nut. Open the top manhole door
first to make sure the water is fully discharged
5. After opening top door, a sounding tape with water finding paste is inserted inside a tube to check
whether the boiler is empty or not.
6. Then open bottom manhole door.
Why manhole door is elliptical

any opening in a pressure vessel is kept to a minimum and for a man entry an elliptical hole is lesser in
size than the corresponding circular hole.
 More over it is prime concern to have a smoothed generous radius at the corners to eliminate stress
concentration. Hence other geometrical shapes like rectangle and square are ruled out.
 To compensate for the loss of material in the shell due to opening, a compensating ring has to
be provided around the opening.
 The thickness of the ring depends on the axis length along the direction in which the stresses are
maximum and the thickness of the shell. It is important to align the minor axis along the length of the
vessel, as the stress in this direction is maximum.
→Longitudinal stress: Pd/2t where P= pressure inside the vessel, d= diameter of the arc, t= thickness of
the shell plating
→Circumferential stress: Pd/4t
287
288
Why manhole door is fitted inside
The manhole door of any pressure vessel is elliptical in shape and fitted from the inner side for safety
reasons.
If there is any hidden pocket of pressure (that is not indicated in pressure gauge) because of its shape the
door will not come out of the boiler/air bottle and thus preventing human injury.
To bring it out the door is inclined to some extent and bring it out.
What is the advantages of reflex plate gauge glass?
1. It is very thick and less chances of crack or break down
2. With this type of gauge glass water level can be seen from distance
what is your course of action, if your boiler gauge glass is leaking ?
•
Ans: There are 2 gauge glasses.
•
If one gauge glass leaks, it is isolated and not used. The steam and water valves are shut and drain
valve opened.
•
At the first opportunity when the boiler is out of service and not under pressure, the leaking gauge
glass is safely renewed.
•
Trying to repair/replace leaking gauge under pressure by shutting the steam and water valves is not
safe.
Causes of High Water Level Alarms
.high water level .boiler high water .bhwl
•
Sudden increase in steam demand and feed water flow increased but not reduced proportionately
when demand is reduced
•
Sudden drop in steam pressure and burners firing on full-load
•
‘Forcing’ of boilers can lead to ‘swelling’ and high level alarm, example:
•
When starting boilers from cold Keep water on lower limit of normal water level [as water expands
on heating]
•
Feed p/p running manually
•
Faulty level transmitter.
Action for High Water Level Alarm
•
•
•
•
•
Immediately slow down the steam operated machinery like cargo pumps, turbo-generators etc to
prevent damage
Change to manual and stop feed pump or manually throttle feed control valve
Check local water level gauge to ascertain the high water level alarm. Blow through at least one
gauge glass.
Operate drain valve in steam line and bottom blow down until normal water level is established
Check controller for sluggish operation and adjust P+I+D settings, ensure control air is clean [can
happen after drydock after using shipyard supplied air]
289
Low Water Level Alarm
.boiler low water level .blwl .low water level
Likely causes:
 Check if feed pump is running and if suction and discharge pressures are almost the same, ‘vapour lock’
may be taking place
 Cascade tank low
 Check if auto level controller is working and in ‘open’ position
 Check if blow down valve is leaking or left open
 look for signs of excessive boiler tube/s leakage
action for Low Water Level Alarm
•
•
•
•
Stop firing and investigate
Check local water level gauge to ascertain the low water level alarm. Blow through at least one gauge
glass if possible.
Change-over to another feed pump
Open manual/direct filling valve
Ruptured Boiler Tube
.boiler tube failure .btf .rbt
Causes of boiler tube leakage:
• Erosion corrosion at tube inlet
• Excessive scale formation due to improper water treatment
• Overheating due to excessive soot buildup
• Flame impingement
• ‘Forcing’ of boilers
• Vibration due to slack bracing
Indications of excessive tube leakage
• Unable to maintain water level
• Unable to maintain steam pressure
• High feed water consumption
• Hotwell low level alarm
• Steam emission at funnel
• ‘Bursting’ noise
• Possibility of flame being extinguished if water gets into furnace
• When seen through furnace sight glass, furnace looks ‘misty’
Action
•
•
•
•
•
•
Inform C/E
If unable to maintain water level, stop firing and switch off burner control panel power supply
Stop feed pump
Change over to DO
Close main steam stop valve
Necessary to identify and plug leaking tube/s
290
Prevention
•
•
•
Regular soot blowing and water washing
Proper boiler water treatment
Cold starting and firing procedure should be as per makers’ instruction
While it is recognized that plugging of 10%-15% of the total number of tubes within the tube nest generally
reduces operational efficiency of the pressure plant, this level of plugging can be tolerated
Stresses acting on boiler



Thermal stress
Longitudinal stress
Circumferential stress or hoop stress
How do you differentiate between white smoke and steam smoke seeing in the
funnel smoke?
•
Answer: if it is white smoke, it will leave trail means it will travel some distance before disappear where
the steam will not leave any trail it will disappear very quickly.
When and How would you carry out a hydrostatic pressure test on a boiler?
.boiler pressure test .bpt .blr pressure test
Hydrostatic pressure test is usually carried out when:



When there is a major tube replacement
When repairs/partial replacement is done to the boiler pressure part like partial repairs to the shell
Surveyor may decide whether or not the pressure test should be done.
Procedure for test









All welding must be done by graded welders acceptable to Class
Ensure all mountings are in place and shut
The safety valves’ mounting is blanked off
The gauge glasses are removed or isolated by shutting the steam & water cocks
The air vent valve is opened and water can be filled manually by the feed pump until water flows
out from the air vent.
Shut air vent valve
Fix pressure pump and connection at the top usually at safety valve mounting
Press up to 1.5 times the max. allowable working pressure
Surveyor usually wants pressure to hold steady for at least 30 minutes and look for signs of leakage
Why can’t we use diesel engine exhaust gas for inert gas production?
Answer: As now a days most of the engines are super charged and in supercharged engine the amount of
oxygen in exhaust gas is almost 17% but in inert gas system the oxygen content must be below 8% that is why
main engine exhaust gas cannot be used.
291
Boiler Materials
•
Shell - all-welded construction - seamless steel
•
Tubes - ERW seamless steel (Electric Resistance Welded (ERW)
CAUSTIC EMBRITTLEMENT
.caustic embrittlement .ce
Caustic Embrittlement ( Caustic Stress Corrosion Cracking) is the phenomena in which the material of a boiler
becomes brittle due to the accumulation of CAUSTIC SODA (Sodium Hydroxide).
Sodium Carbonate is used in softening of water to prevent scaling, due to this - some sodium carbonate
maybe left behind in the water. As water evaporates in the boiler, the concentration of sodium carbonate is
increases in the boiler. As the concentration of sodium carbonate increases, it undergoes hydrolysis to form
Sodium Hydroxide at temperatures of 200 to 250°C.
Na2CO3 + H2O → 2NaOH + CO2
The presence of Sodium Hydroxide makes the water alkaline . This alkaline water enters to minute cracks
present in the inner walls of the boiler by capillary action. Inside the cracks, the water evaporates and
concentration of sodium hydroxide increases. This sodium hydroxide attacks the surrounding material and
dissolves the iron of the boiler as SODIUM FERRATE (Na2Fe2O4) or Rust. This causes Caustic Embrittlement.
CAUSES:
There are many causes of caustic embrittlement, including the combined action of the following three
components:
1. Usage of material like carbon steel
2. Alkaline chemicals such as concentrated NAOH
3. Tensile stress ( for example- around the riveted holes)
PREVENTION:
Caustic embrittlement can be prevented through several methods, including:
1. Controlling the temperature
2. Controlling the stress levels(Residual Or Load) and hardness
3. Use of materials that do not crack when used in given environments
4. Avoiding alkali where it necessary
5. Replacing Sodium Carbonates with Sodium Phosphate as softening reagents
6. Adding Lignin, Tannin or Sodium Sulphate that blocks hairline cracks as well as preventing infiltration of
sodium hydroxide into the areas.
Note: Tannins and lignins are organic compounds found in plants and trees, particularly in bark, leaves, and
seeds. By volume, 25-30% of pine needles are composed of tannins and lignins, for instance. When these
plants decompose in the environment, the hardy tannic and lignic enzymes are among the last to break down
(due to bacterial resistance), and they give many water bodies and streams a naturally rusty color.
292
Differential pressure transmitter:
Article link: https://instrumentationtools.com/differential-pressure-transmitter-working-principle/
Question:
Q. Local gauge glass normal but remote level gauge showing high level, cause?
Possible Reasons:
 Leaky bypass valve (pressure regulating valve)
 Defective primary element (primary sensing element-diaphragm)
 Defective transducer
Q. How to blow down DP cell sensing lines?
1.
2.
3.
4.
5.
6.
Close low pressure sensing line valve.
Close high pressure sensing line.
Open bypass valve connecting L.P and H.P side.
System ready for blowdown.
Open low pressure side blowdown valve, wait for about 10 seconds, then close it.
Open H.P side blowdown valve, wait for about 10 seconds, then close it.
Q. Boiler tube plugging:
.btp .boiler tube pluging
Procedure:
 Identify the defective tube when the boiler is pressurized, burner cut out.
 Take permission from office.
 Shut down boiler according to instruction manual, let it cool down, ventilate before entering.
 Whole process may take 2/3 days depending on the severity of tube failure. Take preparation
accordingly.
 Prepare enclosed space entry permit, read, and understood by working personnel, have It signed by
master.
 Boiler is provided properly sized tube blanks, use them to blank off the tubes.
 Tube needs to be blanked off on both end, clean tube ends.
 Insert tube blanks by hammer, weld if necessary.
 Fill up boiler with feed water and check for leakages under pressure.
 Fire up boiler slowly according to instruction manual.
293
Control:
Boiler Auto combustion Control:
.acc .bacc
MV= manipulated value (set point, process value difference)
PV=process value (measured value)
A/H=auto or hand
Description:
Initially, MV=SV, PV1=C.SP1, PV2=CSP2, a ≈ b, c ≈ d.
If steam demand ↑, MV↓
O/P of R/A Master Controller ↑, c↑ , a↑
c > d, d passes through LSS,
so no change in CSP1,
But a > b, ‘a’ passes through HSS,
CSP2↑, PV2↓ wrt CSP2
O/P of D/A Air flow controller ↓
ATC air damper opens more,
Combustion Air flow ↑, d↑,
d passes through LSS since d < c,
CSP1 ↑, PV1↓ wrt CSP1,
294
O/P of R/A Oil flow Controller ↑,
ATO oil control valve opens more,
Steam pressure restored to SV within a few cycles due to I-action of the Master controller. The control scheme
above ensures that air is increased ahead of fuel to prevent fuel-rich condition when load ↑. And similarly,
fuel will be decreased ahead of air to prevent fuel-rich condition when load ↓
Reflex type gauge glass:
.reflex
Article link: http://www.altonashop.com/Products/reflex_glass_level_gauges.htm
Working principle:
Reflex level gauges working principle is based on the light refraction and reflection
laws.
Reflex level gauges use glasses having the face fitted towards the chamber shaped
to have prismatic grooves with section angle of 90°. When in operation, the
chamber is filled with liquid in the lower zone and gases or vapors in the upper
zone; the liquid level is distinguished by different brightness of the glass in the
liquid and in the gas/vapor zone. The reflex level gauges do not need a specific illumination: the day
environmental light is enough. Only during the night an artificial light must be provided.
The different brightness in the two zones is obtained as explained below:
Liquid Zone:
This zone appears quite dark when the gauge is in
operation and lighted as above said.
Given the construction, most of the environmental
light rays incident on the external face of the glass
are quite perpendicular to said face and, therefore,
not deviated by the glass. These rays reach the
glass/liquid interface with an inclination of approx.
45°. The critical angle glass/liquid is always superior
to 45°. Therefore, the ray’s incident within the
critical angle (practically the totality) are refracted
within the liquid and, since the internal walls of the
gauge chamber are not reflecting, the rays cannot be
seen from the outside. In fact, the zone will appear
dark, nearly black, to the observer.
Gas/vapor Zone:
295
This zone appears almost silver bright to the observer. As for the liquid zone, the light rays reach the glass/gasvapor interface with an angle around 45°. Since this angle is greater than glass/gas-vapor critical angle, the
rays are not refracted, but totally reflected making 90° turn, thus reaching the nearest glass/gas-vapor
interface again with angle of 45°. For same reason they will be reflected and turned by 90° towards the
observer, to whom the zone will
Turbocharger
turbocharger washing in blower side and turbine side
Blower side water washing
1. It can be done when M/E on full load.
2. Fill up the warm fresh water to hopper and closed the cover.
3. Open the valve and water will flow into the blower casing and mechanically attack the blower
blades and clean the deposit.
4. Close the valve, open the cover and check the cleaning water must be empty.
Turbine side water washing procedure
1.
2.
3.
4.
Turbine side water washing can be made with hot fresh water.
Inform to the bridge
Reduce the M/E rpm to recommended speed and hence turbocharger rpm.
Check the water washing injection nozzle if fitted. (directly aim to the exhaust grips
before entering to the turbocharger)
5. Open turbocharger drain valve.
6. Open the water supply about 1 bar to turbine side.
7. Water washing must be made until the clean water comes out.
8. Close the water supply and remove the nozzle.
9. Exhaust side drain can be closed after all water is drained out and dried.
10. Inform to the bridge and increase the M/E rpm gradually to sea speed.
11. The turbine side water washing is usually at departure after manoeuvring time.
12. For usual practice cleaning is done at every 500 hr, running hour depending on the cleanliness of
the turbocharger .
Grit Washing or Dry Cleaning of Turbocharger
1. Turbine side cleaning is superseded by walnut shell, with grain size of 12 to 34 mesh
2. No speed reduction required and cleaning can be done at full speed, once every day
3. Compressed air of (3 -5 bar) is used to help the grains strike the deposited Turbine Blades and
Nozzles, giving effective cleaning of hard particles
4. Air supply pipe is fitted to solid grain container, and grains are injected into exhaust system by air
pressure, at the same point (as in water washing) just after exhaust grids
5. Turbine casing drain kept open during cleaning time (about 2 minutes only)
Aux Blower Tripped During Maneuvering:
01. Check Circuit Breaker if trip
02. Check fuses if not blown
03. Check motor temp if not overloaded, any burning smell
296
04. Remove end cover of motor & turn cooling fan for smooth turning else bearing jammed or impeller
touching
05. Check Motor insulation, meggar, continuity test
06. Check pressure switch for cut in/out might malfunction
07. If one motor burned than can proceed with reduced RPM. If both motor burned than command rpm
will not come & dense black smoke will be emitted. In such case abort berthing.
Types of turbines:
.turbine types .impulse .types of turbine
Draw copt .copt
Working principle
In the impulse turbine the entire pressure drop of the stage is across the fixed blades which act as nozzles.
These nozzles accelerate the steam to a high velocity. This high velocity steam impinges upon the moving
blades and drives them at a certain velocity. Within the moving blades the steam is turned to transfer of
energy and leaves at a low velocity
In the reaction turbine the stage pressure drop is spread across both the fixed and moving blades. The fixed
blades act as nozzles and accelerate the steam to a moderate velocity due to the partial pressure drop. This
steam then impinges upon the moving blades and imparts some energy to them. Within the moving blades
the steam is turned and accelerated by the remainder of the pressure drop.
297
S/no
1
Impulse Turbine
It consists of nozzles and moving blades
2
Pressure drop occurs in nozzles and
constant across moving blades
Reaction Turbine
It consists of fixed blades (stators) and
moving blades
Pressure drop occurs across fixed as well as
moving blades
3
Steam strikes the blades with kinetic
energy
It has constant blade channel area; blades
are identical for various stages
Steam strikes the blades with kinetis and
pressure energy
It has varying blade channel area and blade
sizes different for various stages
5
Due to higher pressure drop per blade,
the number of stages required is less
Due to lesser pressure drop per blade, the
number of stages required is more
6
7
8
9
Occupies less space
Less power developed
Low efficiency
Partial admission of steam possible to
control output power
Occupies more space
More power developed
High efficiency
Partial admission of steam not possible
10
Suitable for marine applications
Suitable for industrial power generators
4
The reaction effect caused by this accelerating steam imparts more energy to the moving blades. The steam
leaves the stage at a low velocity relative to the next row of fixed blades. This is illustrated in Figure 3 for
impulse blading and Figure 4 for reaction blading. Figure 4: Reaction turbine blading and conditions Figure 3
shows, at the top, the end view of four stages of fixed and moving blades of an impulse turbine and, at the
298
bottom, the pressure and velocity profiles over these four stages. Since the energy in the steam is represented
by the pressure (heat energy) and velocity (kinetic energy), the conversion and transfer of energy in the
blading can be visualized. Initially the pressure is high representing a high energy level. In passing through the
first row of fixed blades some potential energy is converted into kinetic energy as indicated by the slight drop
in pressure and increase in velocity. In passing through the mating row of moving blades the kinetic energy is
transferred to the rotating wheel of the turbine as indicated by the drop in velocity. There is no change in
pressure in the moving blades. It is evident that, at the exit from this first stage, the steam has given up part of
its initial energy and transferred this to the rotating parts of the turbine. A similar process is repeated in the
remaining three stages. Additional stages may be added to extract any remaining energy of the steam. Figure
4 shows a similar representation of four stages of fixed and moving blades of a reaction turbine given similar
boundary conditions. As before, the pressure is initially high representing a high level of energy. In passing
through the first row of fixed UNESCO – EOLSS SAMPLE CHAPTERS THERMAL POWER PLANTS– Vol. III - Steam
Turbine Impulse and Reaction Blading - R.A. Chaplin ©Encyclopedia of Life Support Systems (EOLSS) blades
some potential energy is converted into kinetic energy but not as much as in the impulse turbine. There is less
of a drop in pressure and consequently a smaller increase in velocity. In passing through the mating row of
moving blades there is a further drop in pressure as well as a drop in velocity. Thus the transfer of energy is in
two parts, namely the transfer of kinetic energy of the steam and the transfer of some of the potential energy
of the steam to the moving blades. The net result at the exit from this stage is a low velocity and a pressure
somewhat lower than the initial pressure. A similar process is repeated in the remaining three stages. Any
number of stages may be added to obtain the desired pressure drop across the turbine. The main difference
between the impulse turbine and the reaction turbine is that, in the former, there is a pressure drop across
the fixed blades only, whereas in the latter, there is a pressure drop across both the fixed and the moving
blades. For similar boundary conditions this results in a lower velocity of the steam leaving the fixed blades in
the case of the reaction turbine. This velocity leaving the fixed blades is relative to the fixed components and
is therefore described as the absolute velocity. The velocity associated with the moving blades is known as the
relative velocity (relative to the moving blades). In reaction blading the increase in velocity in the moving
blades is achieved by blades designed to act as nozzles to convert some pressure energy in the steam into
kinetic energy. The change in flow area in the blades governs the increase in velocity. From the continuity
equation it is evident that, for small changes in density, a reduced flow area will result in an increase in
velocity. The shape of the fixed blades in both impulse and reaction turbines is such as to reduce the flow area
and increase the velocity. The shape of the moving blades however is not the same for impulse and reaction
turbines. The moving blades of impulse turbines do not have a change in flow area. They do not therefore
change the velocity of the steam but only change its direction. The moving blades of reaction turbines do have
a change in flow area. They are shaped like nozzles and act to accelerate the steam as it passes through them.
They also change its direction. The difference in the moving blades is evident from Figure 3 and Figure 4. In an
impulse turbine the blades are symmetrical about the plane of the turbine wheel carrying the blades whereas
in a reaction turbine they are not. Figure 5 and Figure 6 clarify the concept of flow areas and blade symmetry.
The difference between the two is easily seen when viewing the blades from the end. In the latter figure the
reduction in flow area and consequent increase in velocity is clearly evident. On an actual turbine rotor
however the blades invariably have circumferential shrouding over the tips and the blade profile cannot be
seen.
Surging:
.surging .tcs .turbocharger surging
299
.tc surging
1. Surging is a phenomenon that affects centrifugal compressor when:
a. mass flow rate of air falls below a suitable level at a given pressure ratio.
2. Surging is cyclic back flow of air into compressor when there is high resistance to air flow
3. It is caused due to periodical breakdown of air delivery from blower
Indications of surging:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Rapid surge in scavenge air pressure
Howling Noise
Alternate Suck-in & push-out at blower intake
Gulping of air by blower
Repeated irregular violent thud by blower
Fluctuating T/C RPM
Fluctuating Engine RPM
High Exhaust Temperature
Black Smoke
Causes of surging:
1. Insufficient Engine room ventilation
2. Dirty air filter
3. Clogging of TC intake silencer
4. Dirty blower
5. Dirty scavenge air cooler
6. Clogging of gas inlet protection grid
7. Dirty nozzle ring/turbine
8. Wear of TC components (nozzle ring, turbine blades, shroud ring)
9. Increased back pressure due to dirty EGE/silencer
10. Power imbalance between cylinders
11. Unit cut-out & engine running above 40-50% load
12. Engine racing
13. Hull fouling - causing the engine to run at overload
14. Faulty injection/misfiring
300
15. Mismatching engine & T/C
Consequences of surging:
1.
2.
3.
4.
Vibration
Bearing damage
Turbine blade damage
Rotor damage
Minimizing the possibility of surging:
1.
2.
3.
4.
5.
6.
7.
8.
Keep the turbocharger intake filter clean.
Grit -wash the turbine and water wash the compressor side of the turbocharger.
Efficient maintenance of air-cooling system
Proper maintenance and checks should be done for different turbocharger parts periodically. If there
are any issues, turbocharger repair to be done as soon as possible without loading the engine
Soot blow should be done from time to time in case of economizer or exhaust boiler
Indicator cards to be taken to assess the cylinder and power distribution of individual units
Ensure the engine auxiliaries and parts which affect the turbocharger are maintained properly
Regular cleaning and inspection of the exhaust manifold
M/E Alarms, safeties, trip
.me alarms and safety trips .me safety
Different Engine Slow Down Situations
In this situation the main engine will come to dead slow RPM i.e. below 30 RPM as the slow down protection
gets activated. Following are different slow down situation for main engine:












Lube oil pressure falls to 1.5 bar
Cam shaft pressure falls below 2 bar
Control air pressure is low < 5.5 bar
There is no flow of piston cooling media (water or oil)
Oil mist detector or Main bearing sensors has been activated
Lube oil temperature at the inlet of engine is high > 60 deg C
Piston Cooling temperature is high > 75 deg C
Jacket water Temperature is high > 88 deg c
Engine cylinder exhaust temperature is high > 450 deg C
Scavenge air temperature is high > 65 deg C
Thrust block temperature is high > 75 deg C
Low flow of Cylinder lube oil
Different Shut down Situations
 Lube oil inlet pressure to engine is very low <1 bar
 Cam shaft Lube oil pressure is very low < 1.5 bar
 Low Jacket cooling water pressure < 0.1 bar
 Lube oil inlet pressure for turbocharger is low < 0.8 bar
 Very high Jacket cooling water temperature >95 deg C
 No flow of Cylinder lube oil
301


Thrust block temperature very high > 90 deg C
Over speed of the engine which activates shut down at 107 % of Max. continuous rating MCR
Different Starting Interlocks are
 Turning gear engage interlock
 Auxiliary blower off interlock
 Lube oil and other important pump not running interlock
 Running Direction Interlock
Safety Devices
1.
2.
3.
4.
5.
6.
7.
8.
> Crank case relief door
> Scavenge space relief door
> Cylinder head relief valve
> Starting air relief valve
> Starting airline flame trap
> Oil mist detector
> Rotation direction interlock
> Turning gear interlock
Main engine unit survey and documents
.me survey .me unit survey .main engine survey
1. Planning
1. Check the survey list of machinery
2. Get exact date of survey and get immobilization and inform office
3. Check previous record of maintenance.
4. Check and prepare all necessary spares and tools
5. Check all lifting gear
6. Check hydraulic pump, jacks, high pressure hose condition
7. Ensure enough manpower and time available in port
5. Read manual for special instruction and data.
6. Carry out briefing for everyone involve, precaution, work to be done, and time available.
7. Carry out risk assessment
2. Tools
Prepare tools.
1) Piston and cylinder head
• Hydraulic pump, hoses and hydraulic jacks
• Piston lifting tool and cylinder head lifting tool
• Piston inserting tool
• Stuffing box spacer
• Piston and cylinder head stand
• Piston ring expander
• Piston crown wear measuring template
2) Liner
• Liner lifting tool and liner support beam.
• Liner jack and jack support
302
• Liner calibration gauge
• Liner inspection ladder
• Stuffing box area covering plate
3. Chain blocks
• Check its safe load carrying capacity
• Check chain link condition
• Check free movement of chain in both direction
• Check safety lock for proper condition on hanging hook.
• Check condition of hook for sign of crack or damage
4. Eye bolts, shackles, wire sling and safety belt
• Check for safe load carrying capacity
• Check overall condition for any damage
• Check thread condition of eye and shackles
3. Safety during crane operation
3) Don’t operate when ship is incline
4) Don’t press button simultaneously
5) Do not bypass limit switch
6) Do not operate if someone under or on the way
7) When 2 person directing, do not operate
4. After arriving port
 Once finished with engine, get immobilization permission
 Propeller clearance to be obtain form bridge
 Shut starting air system and hang notice not to start main engine
 Drain the air line, keep open
 Open indicating Cock
 Engage turning gear and turn ME with manual cylinder lubrication
 After half an hour stop LO pump
 Give time to cool engine
 Open crankcase door, lock on open position and give ventilation !
 Isolate jcw inlet and outlet valve for particular unit and drain.
 Isolate fuel inlet and return valve for particular unit.
 Exhaust valve spring air to isolate
 After ventilation of crankcase check, atmosphere check for oxygen content, explosive gas and toxic
gas
 Enclose space entry permit to complete
 No naked light inside crankcase
 Proper lighting to be ensure inside crankcase
5. Removal of connection
 with removal of following
 Remove exhaust bellow
 JCW outlet pipe before the valve
 Exhaust valve spring air connection
 Hydraulic actuator high pressure pipe
 Fuel injector high pressure pipe and connection
303
 Starting air valve connections
6. Removal of cylinder head
 Fit hydraulic jack on all cylinder head nuts and connect high pressure hose.
 Open jack vent and start to pump slowly
 Once air bubbles are removed, shut vent and stop pumping
 Ensure all jack vents are shut then pump to recommended pressure and stop pump
 Use tommy bar to loose nut
 Ensure all nuts are loose
 Release pressure, remove jacks and remove nuts
 Fit cylinder head lifting tool
 Lift slowly the cylinder head using ER crane
 Care to be taken when lifting, to make sure it does not come in contact with other cylinder head.
 Place the cylinder head on cylinder head stand
7. Removal of piston
 After proper ventilation of crankcase, remove the lashing of all secure bolts and remove require pipe
connection
 Turn the piston to BDC and remove piston nut and lock device
 Fit the stuffing box spacer on piston rod palm
 Remove stuffing box securing bolts and its locking device
 Remove cylinder head metal gasket
 Clean liner surface of deposits at combustion area so as piston does not get stuck during extraction.
 Turn the piston towards TDC, carefully keeping eye on turning gear ampere
 Clean the lifting holes on crown
 Fit piston lifting tool, ensure all bolt secured
 Ensure crane is in mid-position and ship is even keel
 Slowly lift up piston ensure stuffing box spacer does not get in contact with diaphragm.
 Continue to lift, ensure piston is not swinging causing piston palm get in contact with liner
 Once out, lower the piston on its stand and put cover on stuffing box housing. !
 Remove the lifting tool
8. Inspect and cleaning
Cylinder head
 Before cleaning,

check for carbon deposit.

Any trace of water leakage.
 After cleaning,

crack test to be carried out at change of section (around injector bore, exh valve bore
area, indicating cock, starting air valve, relief valve)

Pressure test cylinder head cooling space

Keep ready for survey
Piston crown
 Check for burning at the top
 Use template to check wear
 Check for crack on top
304
Piston and piston ring
 before cleaning check for carbon deposit amount and condition
 check ring condition for sticky, broken, cracks
 after taking out, carry out thorough cleaning
 check for free movement
 check ring clearance and groove clearance
Piston skirt and side wall
 Check for any rubbing mark
Cooling passage
 Scaling due to poor water treatment
 Cracking due to high temperature
 Pressure test as per manual
 Take photo for before after for future reference
 Keep ready
Piston rod and stuffing box
 Piston rod diameter to check at different point in manual
 Record and compare previous record
 Carry out crack test at change of section of piston rod
 Check for any scratch mark
 Overhaul stuffing box, clean all parts, and check clearance of rings.
 Take photograph
Cylinder liner
 Check for dryness and oiliness, clover leafing, hard particle mark, polishing
 Check if scavenge port is choke & inspect
 Check for carbon deposit at top of combustion area
 Calibration to be check and recorded and compare with previous record !
 Check the lubrication points for cylinder lub oil flow by pumping manually !
 After cleaning, crack test to carry out around port edge.
9. Inspection of surveyor
 After cleaning and decarbonizing, all parts to be kept ready for survey. !
 Overhaul stuffing box with rings renewal as required box back !
 All joints, gasket and seal rings renewed and kept ready.
 All calibration and measurement record are recorded and kept ready for surveyor
 Overhauled exhaust valve and fuel injector ready for box up after completion of survey
 After survey, all parts box up as per manual and system to be put in running order, take all
precautions. Check for leakage and rectify accordingly.
Piston material
.piston material


Crown is made up of heat resistant forged steel alloy including chromium, nickel and molybdenum for
heat and corrosion resistance without compromising on strength
Skirt is made up of nodular cast iron or forged silicon aluminium alloy which has the advantage of being
light, with low inertia, reducing bearing loading.
Liner
.liner
305
.liner material
Material
The cylinder liner is manufactured from Pearlitic Grey cast iron (Ni, Cr, Mo) alloyed with vanadium, titanium
and molybdenum. Grey cast iron contains graphite which itself is a decent lubricant and the alloying elements
of Grey cast iron help in resisting corrosion and improve its wear resistance at elevated temperatures.
Property:



It should have adequate strength and fatigue life
Good heat transfer capacity
Porosity to retain lubrication (honing)
Wear rate
.liner wear rate .wear rate
It is obtained by measuring diameter increased per thousand running hours. Thus:
•
Wear rate since last recorded measurement
= (Increase in diameter since last record/ Running hours since last record) X 1 000
= mm/10 00 hrs
•
Wear rate since new
= (Total increase in diameter/ Total running hours since new) X 1 000
= mm/10 00 hrs
•
Wear rates vary, but as a general rule, for a large bore engine a wear rate of 0 .05-0 .1mm/1
000 hours is acceptable.
•
Liner should be replaced as the wear approaches 0 .8-1% of liner diameter.
•
Liner is gauged at regular intervals.
•
The wear rate for a medium speed liner should be below 0 .015mm/10 00hrs.
Causes of excessive wear:
.liner wear .liner excessive wear
1.
Improper running in – improper smoothing and geometry will increase wear rate.
2.
Misalignment of piston
3.
Incorrect piston ring clearances
4.
distortion of cylinder – thermal stress and uneven tightening
5.
Unstable cylinder liner material – phosphorous / silicon
6.
Cylinder wall temperature too high or too low – oil film breakdown or corrosive wear
306
7.
Scavenge air temperature too low, causes water condensation– wash oil film, form acid, rusting
8.
Inadequate oil supply or unsatisfactory oil supply
9.
Lube oil too low in viscosity or too low in alkalinity
10.
Contamination of lube oil by extraneous abrasive material – 4stroke engine
11.
Overloading of engine – overheated, distorted and lube oil destroyed
12.
Inefficient combustion – carbon deposit
13.
Use of low sulphur fuel (less than 1% sulphur) in conjunction with high alkaline cylinder oil and vice
versa
Clover Leafing:
.clover leafing
Clover leafing is a form of wear on cylinder liners due to high sulphur content in the fuel oil and when the
supply of lube oil is not uniform around the radial bore of the liner.. Clover leafing takes place between each
pair of lubricating quills



Alkaline cylinder oil is used to neutralize acid.
Perfect distribution of cylinder oil is difficult.
Surfaces get either more alkalinity or less depending on the position of cylinder lubricator quill &
TBN used.
If TBN use is more:



Surfaces near quills will get excessive alkalinity leading to hard calcium compounds formed.
Alkaline compounds are burnt and formed hard deposits which caused abrasive wear.
Surfaces far from quills will have alkali neutralized and thus minimum wear is experienced.
If TBN use is less:


Surfaces near quills will have minimum wear but surfaces far from quills will be starved of alkaline
compounds
This will lead to acidic corrosion and thus experienced maximum wear ,
This above phenomenon known as clover leafing which can result in blow past and ultimate failure of liner in
severe case
Causes of excessive wear:




Improper running in
Overloading of engine – overheated and lube oil film breakdown
Use of low Sulphur fuel (less than 1% Sulphur) in conjunction with high alkaline cylinder oil and
vice- versa
Inefficient combustion -carbon deposits
307








Increased piston ring clearance and bad ring profile
Inadequate lube oil supply
Lube oil too low in viscosity/ TBN
Contamination of lube oil by abrasive material (In 4 stroke engines)
Cylinder liner material unstable –phosphorous/silicon
Cylinder wall temperature too high or too low – oil film breakdown or corrosive wear.
Scavenge air temperature too low –corrosive wear
irregular draining of charge air cooler/ water in the scavenge air
Inspection of liner:
.liner inspection .li
Preparation:
I.
II.
III.
IV.
V.
VI.
VII.
VIII.
IX.
X.
Permission to be granted to immobilize the engine
Propeller clearance to be obtained
Block starting air mechanism
Engage turning gear, open indicator cocks
Stop necessary p/p’s and v/v’s
Drain water and shut all v/v’s
Permit to work with risk assessment carefully done
Tool box meeting to be carried out
All tools must be arranged before the inspection
Remove the cylinder head
Safety precaution:
i. Ladder should be properly hung
ii. Safety harness must be worn
iii. Adequate lighting must be arranged
iv. Nothing should be hanging from overhead crane.
Inspection procedure:
With piston removed, or bring the piston to BDC for liner inspection
Special attention to be given to check for:
1.
2.
3.
4.
5.
Check the surface of gasket sitting area
Ridge formation at TDC position
Flow of oil from lubrication ports
Cracks and damage at lubrication openings
Clover leafing - corrosive wear between the lubricator ports if the cylinder oil cannot neutralize the
acid products of combustion
6. Mechanical friction wear marks and abrasive wear on the liner surface
308
7. Dark areas of liner indicating blow-by
8. Corrosion in liner surface – Acidic and cold corrosion
9. Scuffing and scoring marks of liner surface
10. Glazing of liner surface (mirror finish)
11. Cracks on the surface and near scavenge port openings
12. Sharp edgy surface of scavenge ports
13. Liner calibration to check the liner ovality and wear
14. If it exceeds the limit, the liner should be renewed. for slow speed maximum allowable wear is 0.81% of the bore.
15. For medium speed engine maximum 0.7% of the bore
Discuss the ideal location of lubricating quill on a liner
1.
2.
3.
4.
Not near port areas oil can be scraped and blown away
Not near high temperature zone or the oil will burn easily
Should be located in such area points to ensure even and complete coverage as possible
In between piston rings (1st &2nd) with the piston at TDC, piston ring will spread oil effectively.
Cylinder Oil:
.cylinder oil
Types of cylinder oil lubrication:
1. Timed Lubrication (MAN B&W)
• Deliver LO at specific time in relation to position of piston during its upward movement.
• Oil is pumped into cylinder when piston rings pass the lubricating orifices, during upward stroke.
2. Accumulator Lubrication(Wartsila /Sulzer)
• System consists of a multi-element pump unit driven by an electric motor, and a progressive distributor for
each cylinder with a number of quills with a spring membrane accumulator.
• When pressure inside cylinder at quill level, is sufficiently low, the oil is released by the spring force of the
accumulator
→Oil is supplied by cylinder lubricating pump at about every 10 – 15 engine turns
Load-Dependent Lubrication
• Denotes an adjustment of the stroke in the lubricator oil pumps to correspond to mean effective pressure or
actual engine load.
RPM Dependent Lubrication System
• Cylinder lubrication system is connected with crankshaft or camshaft for correct timing of injection.
309
• Quantity of cylinder lube oil and dosing is done at every piston up going stroke as function of engine RPM.
Alpha Adaptive Cylinder-oil Control (Alpha ACC)
• Alpha Adaptive Cylinder-oil Control (Alpha ACC) is introduced my MAN B&W
• Two criteria to determine the dosing of cylinder oilsulphur percentage in fuel
dosage shall be proportional to the engine load (i.e. the amount of fuel entering the cylinders).
→ Injector unit fitted to modern camshaft less slow speed engines.
• The motive force is via a dedicated or common hydraulic system.
• Hydraulic piston acts on multiple plungers one for each quill.
• At dedicated time solenoid valve energizes hydraulic oil to act on piston commencing oil injection.
• One or two pumps per unit may be fitted to deliver oil
Cylinder Oil Feed rate:
.feed rate .cylinder oil feed rate
Cylinder Oil Consumption (2 and 4 Stroke Engines)
•Uniflow scavenge: 0.54g/kWh
•Loop / Cross scavenges: 0.8 - 0.9g/kWh
•Trunk engine: 1.0 - 1.6 g/kWh
Feed Rate Sweep Test
corrosive behaviour of an engine is to do a stress test, a so called Feed Rate Sweep.
feed rate, operating pattern and lube oil used.
-Test, vessel should be running on fuel with sulphur content above 2.7%
-Test takes 6 days and load remains constant and above 25% load under that period.
are taken after 24 hours
Quill Position:
Not near port areas oil can be scraped and blown away
• Not near high temperature zone or the oil will burn easily
• Sufficient points to ensure as even and as complete a coverage as possible
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Cylinder Oil excessive:
→ Oil carry over with exhaust.
→ Increased deposit on piston ring, piston groove, exhaust valve, turbocharger nozzle ring, turbine, EGE.
→ Surfaces near quills will get excessive alkalinity leading to hard calcium compounds formed.
→ Alkaline compounds are burnt and formed hard deposits which caused abrasive wear.
Cylinder Oil low feed rate:
→ loss of oil wedge, loss of seal between piston ring and liner
→ acid corrosion due to less alkalinity.
→ increased wear
Exhaust valve
.exh valve
Material for exhaust valve:
The valve housing is of cast iron and arranged for water cooling. The housing is provided with a bottom piece
of steel. The spindle or valve stem is made of heat resistant steel with stellite welded on to the seat.
Stellite is a range of cobalt-chromium alloys designed for wear resistance. The alloys may also contain
tungsten or molybdenum and a small, but important, amount of carbon.
Cause of Exhaust Valve Burning : Exh vv burning
.exhaust valve burning
.exh v/v burning .exh vv burning .exhv
CAUSES:
1. Continuous overloading of Engine or particular unit.
2. Poor combustion (or after burning) of fuel due to dirty fuel injectors, incorrect fuel injection pressure,
incorrect fuel temperature, late fuel injection timing, Air starvation, water, or impurities in fuel.
3. Cold Corrosion (Cooling water temp low) & Hot Corrosion (due to bad quality of fuel),
4. Incorrect fuel valve spray angle
5. Insufficient cooling water supply may cause valve to overheat.
6. Valve not close properly due to Incorrect Tappet Clearance.
7. Ineffective seal between valve & valve seat. (v/v leakage)
8. Carbon buildup in the valve seat.
9. Unsuitable materials used.
10. Valve spindle not rotating.
11. Running a dry fuel such as L.P.G resulting in inadequate lubrication of the valve seat.
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Indication of Exhaust valve Leaking:
1.
2.
4.
5.
6.
7.
Low Pcom and Low Pmax
High Exhaust temperature
Scavenge Air or Supercharging air pressure will decrease
Noise.
Smoky Operation.
Abnormal light spring diagram showing pressure dropping down.
Exhaust valve maintenance and clearance checking
1. Use template and filler gauge to measure the wear down the valve seat
2. Use template and filler gauge to measure the bottom piece wear. If wear is beyond the highest
limit then replace the bottom piece
3. Replace all the o ring for bottom piece
4. Grind the outer seat of the bottom piece with carborundum and special grinding tool
5. Use vernier calliper to measure the thickness of the spindle and calculate the wear down.
6. Inspect and measure the wear down of the guide bushing at top and bottom by using dial
gauge. If wear is beyond the highest limit, then replace the guide bushing
7. Replace all the o ring in the guide bushing
8. Pressure test the air cylinder relief valve
9. Air cylinder piston o ring and Teflon ring replace if necessary
10. Measure the wear down of the oil cylinder piston ring.
11. Measure the wear down of the oil cylinder liner
12. Replace the o ring inside oil cylinder
Performance of the engine:
Measure the Peak Pressure by Mechanical Peak Pressure Gauge:
This method is normally applied in 4 stroke generator engines where a peak pressure gauge is used for
individual cylinder and pressure generated during combustion is noted. With the same gauge, the
compression pressure of the cylinder is also measured when the unit is not firing. The variation in the peak
pressures generated is then taken into account for drawing out faulty units, adjusting fuel racks and
overhauling combustion chamber parts in order to achieve efficient combustion.
Indicator Card Measurement:
This is another mechanical method to measure the performance of engine cylinders by applying indicator
drum and plotting graph on cards. Two types of cards are used for this purpose-power card and draw card.
With the help of these two diagrams, we can determine the compression pressure, peak pressure and engine
power.
Digital Pressure Monitoring by DPI:
Digital pressure indicator is an electronic mode to monitor the power and performance of the engine. With
the help of DPI, the variation in the cylinder performance can be plotted and interpreted in graphical form and
corrective action can be taken.
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Intelligent Combustion Monitoring (ICM):
The new generation engines are continuously monitored by ICM, which measures the real time in-cylinder
pressure in all engine cylinders. This package offers a broad range of data processing tools for evaluating
performance and for helping to determine engine malfunctions (extensive blow by, exhaust valve operation,
fuel injection etc.).
Monitoring of Engine Control Parameters:
The engine control parameters like fuel injection timing, exhaust valve timing, variable turbocharger vane
opening angles, lambda control etc. are monitored and any variation is set to achieve the best possible
efficient combustion.
Engine Parameters:
The engine parameters are the best source for finding out any fault or variation in the engine performance.
Variation in temperature, pressure and power produced by each cylinder must be frequently monitored and
adjustment must be done accordingly to achieve efficient combustion.
Logbook Monitoring:
This is the most basic but commonly ignored method for monitoring engine performance. The log book record
for engine room machinery is kept onboard for years on ship. The log book of current month and of previous
months must be compared for recorded parameters, which will give the exact variation of engine parameters.
If the variation figure is more, engine controls, parameters and parts to be adjusted/ overhauled.
Engine Emission:
The marine engine releases exhaust smoke as waste product after the combustion. The color and nature of
the exhaust should be monitored continuously, and engineers must know which exhaust trunk discharge is
dedicated for which engine. The change in exhaust smoke is a prominent indication of problem in the
combustion chamber.
Colors of Smoke
The color of the smoke tells about the condition of the machines. The ideal color of the smoke should be
transparent to slight grey.

A white color indicates presence of water vapor in fuel.

Blue colored smoke indicates the presence of lubricating oil in the smoke.

Dark black color indicates inefficient combustion or the lack of air. It could also be due to
scavenge fire or economizer fire or boiler problems.
TIE BOLTS
.tie rod .tie bolt .tb
Purpose of tie bolt
1.
2.
3.
4.
Hold bedplate, frames and entablature firmly together in compression
Prevents fretting between these components
Transmit the combustion gas load back to bedplate
Maintain the alignment of the running gear
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5. Guide bush and pinching screws used to prevent excessive vibration
6. Subjected to heavy tensile loads
7. Prevent excessive bending moments in transverse girders
Correct method of fitting new tie bolts and pre-tensioning
.trt .tie bolt tightening .tbt
Initial preparation:
1.
2.
3.
4.
5.
Permission must be granted to immobilize the engine
Spare & tools must be checked
Conduct tools box meeting
Hydraulic jack or tools used must have valid calibration certificate
Risk assessment with work permit to be done properly
Preliminarily work:
1.
2.
3.
4.
5.
6.
Clean the tie rod properly and carefully before inserting into position
The lower nut of the tie rod is screwed on.
Clean the seating surface for intermediate ring and the upper nut.
Place intermediate ring and screw upper nut on the tie rod.
Fit the ring screw into the tie rod and lift carefully till the lower tie rod nut seats firmly.
In this position tighten the upper tie rod nut with tommy bar until it is firmly seated on the
intermediate ring.
7. Separate lifting tackle from the rod and remove ring screw.
Working sequences for tensioning:
1. Measure distance ‘L’ for all tie rods and record them.
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2. Mount pre tensioning jack on the two tie rods place opposite to each other a/a, the lower part of
the cylinder jack must rest on the intermediate ring.
3. Connect both the jacks to high pressure oil pump and vent the system
4. Operate pump until a pressure of 350 bar (1st stage ) is reached. Maintain the pressure while two
upper nuts are tightened with tommy bar.
5. Release the pump pressure to zero.
6. In this manner tension all the tie rods in the sequences (1/1, 2/2, 3/3, 4/4, 5/5, 6/6) and measure
all the distance ‘L’ and record them as ‘L1’
7. Check maker’s reference value ‘L1’-‘L’
8. Repeat the same procedure for final tightening to 600 bar (2nd stage)
9. Finally measure the distance ‘L’ for each rod and record them as ‘L2’
10. Check maker’s reference value ‘L2’-‘L’
11. The values should be same if the tie rods are correctly tensioned.
Checking the pre-tensioning of tie bolt:
.tie rod tightness .tierod tightness .tiebolt tightness .tie bolt tightening
Tie bolt is tightened using hydraulic jack and bolts.
1. Before commencing work Refer to manufacturer instruction for correct tightness values.
2. Take crankshaft deflection
3. Remove the thread protecting hoods from all tie rods and clean the contact face of the intermediate
ring
4. Mount pre-tensioning jacks on two tie rods placed opposite to each other, lower part of the jack rests
on intermediate ring.
5. Connect both pre-tensioning jacks to the high-pressure oil pump and vent the system
6. Operate the pump until the pressure up to 600 bar and maintain same
7. Check with feeler gauge, if there is any clearance between the tie rod upper nut and the intermediate
ring.
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8. If any clearance exists, tighten the nut with tommy bar until it seats firmly on the intermediate ring and
then release the pressure.
9. If no clearance exists, the pressure can immediately be released.
10. All the tie rods have to be checked in this manner in the sequence of (1-1),(2-2),(3-3),(4-4), (5-5), (6-6)
as shown in fig.
Effect of operating an engine with loose tie bolts:
.lose tie rod .ltr .ltb
1. Cylinder beam would flex and lift at location of slacken tie bolt.
2. Rigidity of whole structure will be destroyed
3. Noise & vibration will increase
4. Other tie bolt will be overloaded leading to fatigue failure
5. Machined mating surfaces will rub together and wear away … fretting
6. Due to Fretting, Machined faces would eventually be destroyed.
7. If fretting and tie bolts are tightened, cylinder to piston stroke alignment destroyed.
8. If tie bolts are tightened on damaged face, bending moment is induced in tie bolts
9. Misalignment between bedplate, frame and entablature
10. Misalignment between xhead guide liner and stuffing box leading to excessive wear.
11. Misalignment of main bearing and other sliding surface
12. Transverse girders bend which could lead to cracking
The tie bolts are located close to the centre line of the engine
1. The combustion forces acting on the cylinder head passes through the tie bolts
2. As load increases tie bolt tend to pull transverse girders upward and load on bearing pockets tend
to push downward. So the transverse girders are always subjected to a bending moment which is
restricted by tie bolts
3. As bending moment is the product of force & distance, the greater the distance, the greater would
be the bending moment
4. So, to avoid excessive bending moment tie bolts are located as close to the centerline of the engine
as possible.
Removal of broken tie bolts
.removal broken tie rod .btr .broken tie
Safety precaution:
1.
2.
3.
4.
5.
6.
Permission must be granted to immobilize the engine
Propeller clearance to be obtained
Block start air mechanism and shut start air. main valve
Turning gear engaged & indicator cock must be opened
Stop L.O pumps and shut all V/V’s
Crankcase should be treated as enclose space entry permit to work combined with a risk
assignment should be done.
Procedure
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1.
2.
3.
4.
5.
6.
If breakage does occur, engine can be operated with reduced load for a limited period
Position of fracture will dictate how broken pieces are removed.
If bolt broken at mid length, lift out the top half, remove the bottom nut
Feed a loop of braided wire cable (about 7mm diameter) down the tie bolt tube
When it emerges at bottom a supporting piece can be fitted to the wire
This enable broken tie bolt to be withdrawn.
Holding down bolt
.holding down bolt .hdb
factors that cause slackening of holding down bolts/ Faults of holding down bolt:
1. Loose tie bolts
2. Loose chocks
3. shatter chocks
4. Inadequate tightness of holding down bolts
5. Bedplate or foundation plate deformation
6. Unbalanced or overloading of engine
7. Excessive vibration
8. Ageing
9. Collision or grounding
10. Fire
Actions to be Taken for Slack Holding Down Bolts
When the chocks and their mating surfaces on the bed plate and tank top have fretted, the chocks cannot
properly support the engine. If the holding down bolts are tightened, the crankshaft alignment may be
seriously affected, with lesser effects being felt on cross head guide and cylinder alignment.
The seriousness of the situation will be depend on the amount of fretting that has occurred. Before any
tightening of the holding down bolts is carried out, the alignment of the crankshaft should be checked, by
taking deflections with a dial gauge. If the crankshaft alignment is satisfactory, the slack chocks can be
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removed and smoothed on the mating surfaces and replaced. The bolts can then be tightened to harden the
chock. After all the walls and chocks have been tightened, the crankshaft alignment must be rechecked.
why HDB are free through the bedplate, chocks & tank top:
1. To avoid stress concentration on the bolts.
2. To avoid the chances of fretting or notch effect this may cause fatigue failure.
3. To transfer the tensile stress through the bolt from bedplate to tank top without concentration any
particular parts.
4. The bolt should be free to elongate otherwise they will lead to fatigue failure.
why HDB are long and made of high UTS steel
Holding down bolts are made long
1. to increase fatigue strength modern engine use long elastic bolts.
2. Because of greater length the bolts have greater elasticity hence less prone to crack
Bolts are made of high UTS steel because: TTFD
1) To increase tensile strength.
2) Have higher fatigue strength.
3) Have toughness property to sustain variable load without failure.
4) Have good ductile properties.
5) High UTS steel bolts can be tightened to a higher torque to reduce stresses.
6) Steel is resistant to corrosion.
Testing holding down bolt
The classification societies requirement is that holding down bolts be checked by a surveyor, within each
survey circle. this interval of time may be too long and the bolts should preferably be checked at six monthly
intervals, unless there is a case history of the bolts going slack more frequently. Checking holding down bolts
can be carried out on board the ship itself.
In new vessels, the bolts should be checked within one month of the commencement of the maiden voyage,
or earlier if possible. The interval may then be gradually increased if all is found in order. After a vessel has
been through bad weather, the bolts should be checked as soon as possible.
A rough method of checking holding bolts is the hammer test. Hold the tip of the thumb on one side of the nut
face and strike the nut on the opposite side. If the nut is slack, the nut and stud spring against the thumb and
then retract. the movement can be felt against the thumb. If a holding down bolt is of the fitted type, this test
cannot be used, and a hydraulic jack must be used.
Holding down bolts tightness check:
.hdb tightness
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BEARING:
Bearing Clearance Check:
.bearing clearance .bc check
Before undertaking any work on the engine, the safety check should be carried out:
1. Take Permission to immobilize engine.
2. Risk assessment should be carried out.
3. Work permit to be taken.
4. Starting air shut off and locked off.
5. Open the indicator cock.
6. Engine cooled down sufficiently to allow L.O pump to be shut down.
7. Check that no one is working on the vicinity of the shafting.
8. Take propeller clearance from bridge.
9. All lifting gear, shackles etc checked for defects and check they are within certification.
Tool box meeting should be carried out, only the person in charge of operation is to operate the turning gear.
Bearing area need need to give particular attention
• Bottom half of the cross-head bearing
• Top half of crank pin bearing
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• Bottom half of main bearing
Main Bearing Clearance:
.main bearing clearance .mbc
There are various types of methods adopted by different marine engine manufacturers to measure the
clearance of main bearing of marine engine.
1) Bridge with Depth Gauge
This method is used in SULZER 2 stroke marine engines where the bearing ‘s shell is removed along with the
keep (the bearing shell is lined with the keep). After that a bridge is fitted over the top of journal pin, from
port to starboard, making a bridge over the crankshaft with two ends supported on the cross girder.
A simple vernier type depth gauge is then inserted in the hole provided on the bridge and the scale of depth
gauge is rested on the crankshaft pin. The total depth on the scale is measured and compared with the
previous reading and the reading in the manual for calculating the wear down of bearing.
In old model SULZER engines, a collar is provided in the bearing shell along with a small hole. Thus, without
removing the keep, the bridge is fitted adjacent to the keep and the depth gauge is used from the hole
provided in the shell to measure the shell wear down.
2) Bridge With Feeler Gauge
In some engines, after removing the shell and the keep, the bridge is installed on top. Also, in place of depth
gauge, a feeler gauge is used to measure the clearance between the journal pin top and the bridge bottom.
The bridge used here is different in terms of height and the gap between the pin and the bridge is very less
3) Telescopic or Swedish Feeler Gauge
In engines like MAN B&W, this is the most common method used to measure the bearing clearance of the top
shell. In this method there is no need to remove any connection or keep for measuring the clearance.
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The telescopic gauge is inserted between the gap of the crank web and the bearing keep. When the tip
reaches the shell top, the feeler is inserted between the shell and the pin to check the clearance.
4) Dial type Depth Gauge
This method is used in new MAN B&W engines (SMC-C) which does not require the top keep to be removed.
The lube oil pipe connection screw hole is in the bearing keep which can be accessed from the hole on the
bearing shell.
The dial gauge is inserted in this screw hole and the reading is taken as the clearance for upper shell.
5) Lead wire – The Traditional Method
This is a traditional method and to be used when no other alternative or tools are present. In this method,
lead wire is inserted at different positions between bearing and pin. The bearing housing is tightened. Ensure
not over squeezed the wire more than 1/3 rd of original diameter.
Crosshead Bearing and guide shoe Clearance:
.crosshead bearing clearance .chbc
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.ch clearance
Link: https://www.meoexams.com/post/main-engine-bearings-clearance-cross-head-bearing-and-guideclearance
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Crankpin bearing Clearance:
.crank pin bearing clearence .cpbc .bebc .bbc
→ Turn the concerned crank to BDC
Measure the clearance in the crankpin bearing by inserting a feeler gauge at the bottom of the bearing
shell on both sides
The wear limit for the crankpin bearing shells is based on an evaluation of the bearing condition at the time of
inspection. An average wear rate of 0.01 mm per 10,000 hours is regarded as normal
In modern shell bearings, the clearance is manufactured into the shells. When the clearance has reached a
maximum value as laid down in the instruction manual, the bearing has to be changed.
Thick wall shell bearings fitted in some engines have the clearance adjusted by fitting shims between the
bearing halves. The shims are of equal thickness on both sides of the bearing housing.
Crank pin measurement:
Crank pin measurement is done by outside micrometer at three different positions along the length of the
pin. The measurement is taken at Port-Starboard and Top-Bottom positions. Handle the micrometer carefully
to avoid scratching the pin while taking measurement.
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Thrust Bearing
When the crank throw is loaded by the gas pressure through the connecting rod mechanism, the arms of
the crank throw deflect in the axial direction of the crankshaft, generating axial vibrations.
These vibrations may be transferred to the ship’s hull through the thrust bearing. The thrust bearing is
incorporated in the aft end of the bedplate as differential expansion of the shaft and hull is minimum at the
aft due to fuel heating in tanks.
The aft-most cross girder is therefore designed with ample stiffness to transmit the variable thrust from the
thrust collar to the engine seating.
It is advised to align the thrust bearing when main bearing alignment is carried out to achieve accuracy.
Material
Michell type pads bearing arrangement consists of a steel forged thrust shaft, a bearing support, and
segments of cast iron with white metal.
The thrust shaft is connected to the crankshaft and the intermediate shaft with fitted bolts. The thrust shaft
has a collar for transfer of the ‘thrust’ through the segments to the bedplate.
Lubrication of the thrust bearing takes place from the system oil of the engine. At the bottom of the
bearing there is an oil sump with an outlet to the oil pan.
Clearance
The clearance in the thrust bearing is measured during test bed trials of the engine.
For a new engine the clearance is 0.5-1.0 mm, and for an engine in service it must not exceed 2.0 mm.
Dismount the foremost segment stopper On top of the thrust segment, a wear groove of 1mm is provided (a
segment with thermometer). To measure the wear, push the thrust pad with crowbar against thrust cam to
eliminate any gap at the back
While Inserting feeler gauge in the groove, if 0.1 mm is not able to enter, it indicates wear is more then 0.9
mm and the bearings need to be overhauled.
If the white metal is found scored, fine scrapping can be done to wipe off the scoring marks. The liner shims
can be inserted at the back of the thrust shoes to make the clearance of all thrust pads equal. This avoids
uneven loading of pads
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Crosshead bearing failure:
.crosshead bearing failure .cross head bearing .chbf .ch bearing .c/h bearing
Crosshead bearing failure:
.cross head bearing failure .chbf .cbf
Possible causes/ Possible defects of cross hear bearing failure are:
1) Fatigue failure:
Due to reuse of old spare, ageing, unavailability of spare crosshead pin, hand polished spare used.
2) Reduced lube oil flow:
Due to oil leakages at pipe connection (chock oil passage).
Excessive clearance due to wear down of pin.
3) Excessive firing load:
Due to improper power balancing.
Early firing due to early injection.
4) Misalignment:
Due to uneven wear down of guide shoe & crosshead pins. Piston rod bent,
excessive liner wear.
5) Crosshead pin may have high hardness:
Due to wear down/ scoring over prolonged time.
6) Oil groves in bearing enlarged:
Due to erosion/corrosion.
7) Slack tie bolts/ inadequate tightening.
8) Improper tightness of crosshead bearings nuts.
Minimizing crosshead bearing defect:
How to minimize /prevent:
1. Oil in circulation is of correct quantity. - 15-18 times per hour circulation. (For 2 stroke engine LO=
pump capacity/15)
2. Purification is constantly carried out.
3. Ensure oil topped up at regular intervals, of not more than 10% of sump volume.
4. Oil testing and appropriate remedial action taken.
5. Carry out regular crankcase inspection.
6. Check for crosshead oil leakage at cross head pipe hinges and oil flow pattern.
7. Regular clearance check between guide shoes & pins.
8. Crosshead bearing clearance check.
9. Take M/E performance data & power balancing.
Bearing Survey:
• As a Chief Engineer how would you inspect a bearing that is being prepared for survey?
inspection and survey of a bearing
.bearing survey .bs .mebs .mbs
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Prior to Opening Bearing for Repair/ Survey:










Take immobilization permission from port authority
Enclosed space entry permit has to be taken
Perform tool box and risk assessment of the job
Ensure to check the previous bearing opening/ survey report
Check details of the records and clearances
Check shore lube oil analysis record
Check work done report or log book for any important points on the bearings (grinding or pin/ under or
oversize bearing etc.)
Check all the photographs of the last opened bearing
Check all bearing related service letters from the manufacturer
Perform onboard lube oil test and note down the results
Safety check for main engine:
Before undertaking any work on the engine, the following safety checked should be carried out:
10. Permission granted to immobilize engine.
11. Risk assessment should be carried out.
12. Work permit to be taken.
13. Starting air shut off and locked off.
14. Open the indicator cock.
15. Engine cooled down sufficiently to allow L.O pump to be shut down.
16. Check that no one is working on the vicinity of the shafting.
17. Take propeller clearance from bridge.
18. All lifting gear, shackles etc checked for defects and check they are within certification.
Tool box meeting should be carried out, only the person in charge of operation is to operate the T/G.
Bearing Inspection
.bearing inspection
1.
Dis-coloration
- Estimate percentage of discoloration
- Signs of overheating
- Lacquer formation
- Removal of overlay
- Microbial attack
2. Scoring
- Due to impurities/abrasive particles in the lub oil
- Bearing wear particles
3. Pitting marks
- Foaming of the lub oil
- Spark erosion due to earthing problem (mainly on thrust & main bearings and journals)
4. Flaking
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- Ageing, water in lub oil
5. Signs of Fretting due to
- Incorrect tightening
- Applying oil/grease at the back of bearing shells before assembly
6. Wear down
- Measure the thickness of the bearings
7. Cracks
overloading
Use dye penetrant check
8. Oil Grooves
Enlargement of grooves due to erosion/corrosion
9. Oil holes
- enlargement/blockage
10. Dowel pin/holes if fitted
- slackness
Replacement of bearings to be done as per maker’s instruction. For e.g., if overlay alloy is wiped out or oil
wedge in the bearing is reduced in dimension etc.
Journal / Pin

discoloration

Roughness

Hardness check

Surface finish

Diameter/ovality check

Crack detection

Oil holes check
If scoring, pitting, cracks etc. exist in the pin, same to be polished, grinded, or reconditioned


The pin and the bearing to be thoroughly cleaned and lube oil to be put before fitting
Take enough photographs while doing the maintenance or survey
After Repair/Survey:
– Ensure the bearing and other parts are secured as per manual instructions
– The tightening value of the hydraulic bolts to be crosschecked and it is to be done in the presence of senior
engineer officer
– Engine to be turned by turning gear for at least 10 minutes with lube oil pump on and oil pressure recorded
– The turning gear current to be observed during this process
– Once the engine is closed and ready, running-in to be performed as per makers instructions
– Record all the parameters
– Prepare the maintenance/ survey report
– File the report in ship’s record and send the complete work with photo proof to the office. This can be used
as a reference during continuous machinery survey and the concerned bearing need not to be opened.
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Crosshead bearing
The crosshead bearing design in latest engines depends on the pressure of the lube oil supplied to them.
In MAN engine, the crosshead lube oil pressure is same as that of main lube oil system. This is due to the
design of the lower shell of the crosshead bearing which has machined wedges to hold oil in them and to
support the hydrodynamic lubrication of crosshead pin.
The top shell consists of a cut out part where the piston palm passes and connected to the crosshead pin.
In MAN engine, the lube oil is supplied to the crosshead from telescopic pipe, which is attached to the
crosshead face.
IN SULZER engine, the old type model comprises of forked crosshead i.e. the piston rod passes right through
the crosshead and is secured underneath with means of piston nut. The crosshead bearing has machined
grooves to support oil and lubrication.
In latest SULZER engine, only the lower shell is present which is continuous in nature and the upper bearing
housing is lined with white metal.
The oil pressure for crosshead is maintained at 10-12 bar by means of separate crosshead booster pump,
which increases the main lube oil pressure.
Material
In MAN engine, the lower shell with grooves is made from SnAL40 and the upper shell is of white metal.
While in SULZER, the bearing shell is thin walled made of white metal for high load bearing capacity.
Ball Bearing and Roller Bearing:
.ball bearing .roller bearing
Ball bearing have single contact on it rolling race. Friction is less, heat generation is less. Designed for low load
application. Thus grease lubrication is enough.
Roller bearing contact point is an entire line, friction is more, generates more heat. Designed for larger load.
So it needs extra lubrication.
Bearing types and material:
1. Tin based white metal – Thin or Thick metal
Alloy of 88% Tin(Sn), Antimony(Sb), Copper(Cu), Cadmium
2. Thin shell- 40% Tin Aluminium (Al Sn 40)
Dynamic loading capacity is higher.
Overlayer – Thin layer of Lead (Pb) and Tin (Sn) [for surface conformity embed]
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Used for crosshead bearing
3. Flash layer – 100% Tin (Sn)
Corrosion protection (oxidation)
Works on any dry - lubricant
4. Thin shell (have nip crush) – 2-2.5% of journal diameter
Thick shell – 30-60 mm
→ used only for main bearing
Crosshead bearing lower shell made of Tri-metal, steel back, white metal, overlayer
Upper shell – Bimetal – No overlayer
Both have flash layer
Bearing Nip crush:
It provides a compressive force to the bearing shells resulting in what I would call an interference fit, if it were
a one piece cylindrical bearing pressed into a bore. The object is to keep the bearing shells in place without
having them spin inside the bore, or work their way out the end of the bore while a rotating shaft is spinning
inside.
1.
Types of lubrication:
Hydrodynamic Lubrication:
Cont oil film due to moving surfaces. Film due to motion of the moving parts. Journal bearing
Hydrostatic Lubrication:
Oil film doesn’t form naturally but pressure needs to be applied externally. Crosshead bearing
Boundary Lubrication:
Thin film between closely met surfaces. Contact might have been there.
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Elastohydrodynamic lubrication:
Oil wedge thickness changes due to elastic deformation of the mating surfaces. Between gears
Draw and explain starting air valve
.sav .starting air valve .sa line
Materials
The body of the valve could be of mild steel, the spindle of high tensile or stainless steel, and the valve and
seat could have the contact faces stellite or hardened.
Stellite
It is a range of cobalt-chromium alloys designed for wear resistance. The alloys may also contain tungsten
or molybdenum and a small, but important, amount of carbon. Also used as cutting tool.
Starting air line safety:
.starting air line safety .starting air safety .sa safety .sa line safety
Different safety devices are installed on starting air line, in order to prevent explosion.
Bursting Disc It is installed on starting air pipe, between the manifold and the air starting valve. It consists of
a perforated disc made of a sheet of materials which will burst in case of excessive pressure secondary to an
explosion. Bursting disc is designed in such a way that engine will run even after the disc get ruptured, there is
a protective cap on the bursting disc which will cover the hole.
Flame Arrestor Flame arrestor helps to arrest any flame coming out of the cylinder through leaking start air
valve.
Relief valve It is affixed on common manifold which shall lift and relieve excess pressure inside the manifold.
Non Return Valve It will not allow the return of any gas from the manifold to the air receiver.
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Causes of starting air explosion
.sa explosion
.sale .sae .airline explosion .air line explosion
.starting air explosion


The main cause of starting airline explosion is leaking or sticking/sluggish/erratic operation of the
cylinder starting air valve. Due to the this the hot semi-burned fuel gets forced into the starting air
manifold. This is because firing pressures are generally higher than 100 bars as compared to starting air
pressures of 30 bar. As more of the hot semi-burned fuel accumulates in the air line, the fuel reaches
the explosive limit and spontaneously ignites causing an explosion.
Also the oil which is discharged from the air compressor to starting airline system. It will deposit as a
thin moist film on the internal surface of the pipes but not ready to combustion. If starting air valve
leaky hot gas or flame may enter the starting air manifold, and cause starting airline explosion
Indications of an imminent starting air line explosion?
1.
The starting airline manifold starts to
 Becomes ‘smoky’ due to paint burning
 ‘Blisters’ or ‘bubbles’ form on painted manifolds
 The manifold becomes glowing red hot
2.
Due to loss of compression pressure, unit may experience high exhaust temperature and power
developed will be lower
How to prevent starting air line explosion?
1.
2.
3.
4.
5.
maintain air start valves
maintain starting air lines clean
drain air bottles regularly
maintain compressor lubrication
open air line valves slowly
How do you check the cylinder starting air valve for leak?
1.
2.
3.
4.
5.
6.
7.
8.
Finished with engine
Get propeller clearance from bridge
Indicator cocks must be open
Unit to be tested to be brought to TDC
Turning gear must be disengaged for test
Control air to starting air distributor must be SHUT
Automatic starting air valve must be manually opened
If start air valve leak, loud hissing sound is heard at indicator valve.
If turning gear is engaged and for some reason the engine turns, the whole turning gear assembly can get
ripped off its foundation.
What protective/safety devices are fitted to overcome starting air line
explosions.
1.
Relief valve
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2.
3.
4.
bursting disc
flame trap
Non return valve
Studies have shown that most occurrences of starting air line explosions took
place during manoeuvring than at sea, why?
1. Because only during manoeuvring we operate the starting air valve so during this time the possibility of
sticking or sluggish operation of the v/v is high.
2. Also during the manoeuvring air is present in the manifold where at sea there is no air in the manifold.
Scavenge Fire:
.scavenge fire .sf .scav fire
Various factors can cause scavenge fire. These are:
CAUSES OF SCAVENGE FIRE:
1.
2.
3.
4.
5.
6.
Blow past due to damaged piston ring profile and liner
Poor combustion due leaky fuel injector, faulty fuel pump timing
Leaky or improper timing of exhaust valve.
Wrongly timed or excessive cylinder lubrication
Stuffing box leak bringing system oil into scavenge space
Buildup of deposits due to clogged scavenge space drain by:
i. Cylinder oil
ii. Un-burnt fuel
iii. Crankcase oil(if the stuffing box scrapper ring is fitted in wrong way)
b) Symptoms/indication:
Indications of scavenge fire are:
1.
2.
3.
4.
5.
6.
7.
8.
Increased exhaust temperature of affected cylinder
Affected unit under piston temperature high.
Spark emits from scavenge drain
Scavenge manifold noticeably hotter
Turbo charger may surge
Smoke from t/c air inlet filters when surging
Thick black smoke emitted at funnel
Engine slow down due to reduced power.
c) Action to be taken:
As EOW:
2. Immediately inform bridge and slow down main engine to ‘Dead Slow’
3. Activate Engineers’ Call Alarm
4. Shut scavenge manifold drain valve & leave vicinity
chief engineer will:
1. Request bridge for permission to stop
2. Stop engine when order received
3. Stop auxiliary blowers
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4.
5.
6.
7.
8.
Seal t/c air filters with canvas
Stop fuel oil supply to engine
Put the scavenge manifold fire extinguishing system into operation to extinguish the fire.
Open indicator cock, engage turning gear and turn engine to prevent seizure
Lube oil pump must be running
Inspection Criteria after extinguishing fire:
1.
2.
3.
4.
5.
6.
7.
After fire, remove dry deposits and sludge from scavenge space
Check scavenge drain pipes if clear
Clean and inspect the piston rods, stuffing boxes and cylinder liners.
Check piston and rings condition
Check tightness of tie rods
Check aux blowers non-return flaps
Check air cooler condition by opening the air side drain valve for possible CW
leakage while cooling water is being supplied.
Prevention:
To prevent scavenge fire
1.
2.
3.
4.
5.
6.
7.
Fuel injection equipment need to be maintained in good condition and correct injection timing
Maintain Piston rings in good condition and liner wear within limit
Maintain Cylinder oil feed rate within limits
Stuffing box sealing rings and scraper rings maintain in good condition
Keep Scavenge ports clean
Clean scavenge trunking and drains regularly.
Never use flammable materials that may vaporize, such as gas oil or kerosene, to clean inside the
scavenging space.
Fire but main engine cannot be stopped:
In the event of the scavenge fire occurring and that the main engine cannot be stopped, then the following
course of action would be taken:
1. Contact the Bridge and request to slow down to the lowest power possible
2. Increase the cylinder lube oil feed rate to the affected cylinder
3. Lift the fuel pump on the affected cylinder (cut off fuel), using the manual activation of the air cylinder
(option fitted for fuel pipe leakage system).
4. Prepare the firefighting equipment to tackle any fire that may be emitted from the scavenge receiver
relief valve.
5. Move all personnel away from the engine, should the scavenge fire burn long enough to trigger a
crankcase explosion.
6. The scavenge fire should burn out, once all the oil is consumed.
7. Stop the engine as soon as possible, to allow the fire (if still burning to be extinguished) and the
affected areas within the engine to be inspected.
Soot fire:
.soot fire .sf
b) Indication of soot fire:
1. Sudden rise of economizer outlet temperature during normal operation.
2. Economizer outlet temperature remains high despite main engine speed reduction.
336
3. Smoky funnel
4. Spark emission from the funnel
5. Sudden rise in steam pressure
c) Soot:
Comprises of ‘unburnable’ components in the fuel oil:
1. Ash
2. Carbon Residue
3. Vanadium
4. Products of improper combustion
5. Excessive Cylinder Lubrication
Factor of soot fire:
 Low Quality Residual Fuels
 Prolonged low load operation
 Low Gas Velocity
 Main engine not efficiently operated
 products of improper combustion
 Excessive cylinder lubrication
 Improper boiler water treatment
 Irregular EGE cleaning.
 Irregular soot blowing
Prevention of EGE/EGB fire/Soot fire:
1. Bunkers meet engine specification
2. Purification of fuel
3. Avoid running the at low load condition.
4. Good combustion of ME
5. Maintain correct cylinder lubrication
6. Proper boiler water treatment
7. Regular soot blow
8. Regular EGE cleaning.
9. Regular monitoring of temperature and pressure differential across tube stack
d) Necessary actions for soot /EGE fire:
1. Immediate action is to slow down M/E
2. Stop M/E if fire is confirmed as M/E exhaust gases contain > 17% oxygen
3. Stop auxiliary blowers.
4. seal turbochargers air inlets
5. Keep EGE casing closed from ingress of air or gases
6. Keep boiler water circulating p/p running during fire.
7. Boundary cooling
e)
EGE dry running:
.ege dry .egedr
1. Permitted during emergency only.
2. EGE coils should be free of soot accumulation
3. Inlet & outlet v/v fully closed & vent or drain v/v’s fully open.
337
4. No ingress of water into tubes.
5. Refer to manufacturer’s instruction manual M/E load maybe restricted
6. Exhaust gas temp at inlet of EGE may have restriction (<350deg)
7. Soot blowing operation may not be allowed
8. But if there is prolonged low-load operation of main engine operation, then frequent
soot blowing operation may be required
9. After repairs, water washing must be carried out before re using EGE
Crankcase
.crankcase explosion .crank case explosion .cce
Causes leading to crankcase explosion
The causes of crank case explosion is the hot spot.
Sources of hot spot:
1. bearings:
Main bearings.
 Bottom end bearings.
 Crosshead- bearings, guide shoes/slides.
 Gudgeon pin bearings.(4 stroke)
 Transmission gear/ chain gear.
2. Piston crown crack
3. Hot piston.
4. Hot gases blow past.
5. Scavenge fire.
Source of fuel:
 Lubricating oil vapor.
 Lubricating oil contaminated by fuel vapor.
 Leaky fuel injector causing semi-burnt fuel to enter crankcase.
 Piston crown crack
a. primary explosion:
1.
2.
3.
4.
5.
6.
The causes of crank case explosion is the hot spot.
under normal running condition air in the crankcase will contain oil droplets by system oil splashing.
If hot spots exist, some oil will encounter it and will be vaporized,
This vaporized oil circulate to cooler region of crankcase and condense to form white mist.
this white mist is combustible at certain concentration.
If this mist is circulated back to the hot spot with this concentration, it will be ignited, and primary
explosion will take place.
Secondary Explosion:
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1. After primary explosion sufficient pressure and shock wave will build to rupture the crankcase door
unless it is released by c/c relief valve.
2. In this event low pressure wave will draw air back into the crankcase where it will mix with vaporized
and burning oil to create secondary explosion.
How to prevent:
 Avoid hot spot by proper engine maintenance & operation.
 Avoid fuel contamination and overheating of lube oil
 Detect vapor generation at early stage by oil mist detectors.
 Maintain Crankcase relief door properly to prevent secondary explosion.
Warning and prevention devices:
 Oil mist detector: Range 0-10% LEL, Alarm 5% LEL (2.5 mg/L).
 Crankcase pressure relief door: opening pressure 0.2 bar maximum.
Action/ standing order in the event of OMD alarm:
1. Upon OMD alarm additional generator should started & take on load
2. Do not check or reset the OMD locally
3. Engine will auto-slow down
4. Inform bridge to stop engine
5. All personnel leave engine room immediately
6. Enter engine room only after engine has come to a complete stop or after30 minutes whichever is longer.
7. Do not stop the LO pump
8. Open the indicator cock
9. Approach to turning gear should be away from the crankcase doors with relief valves
10. Turn the engines for 30 minutes
11. Engine should be sufficiently cooled before crankcase doors are opened for inspection
Oil mist detector
Fitting of Oil Mist Detector gives early warning & slowdown, hence reduce the intensity.
consist of 1. Infra- red light source transmitter
2. Compensating receiver
3. Measuring receiver
Operation:
1. when infra-red light source start transmitting, some lights are directly received by compensating
receiver and rest lights are being scatter by oil particles received by measuring receiver
2. Compensating receiver situated directly opposite to the transmitter, which measures the amount of
contamination building upon the transmitter.
3. Measuring receiver is install 90 degrees to the transmitter. The amount of scattered light received by
measuring receiver almost linearly indicates mist concentration in the crankcase.
339
If your oil mist detector breaks down, how would you safely continue operating
your main engine?
•
•
•
•
•
•
•
•
Engine room must be manned (no UMS)
Using laser to measure crankcase door temperature
Check temperature of breather pipe
Fumes being emitted through the breather pipe at funnel oil mist box
High lub oil bearing temperatures
Higher piston cooling oil temperatures
High thrust bearing temperature
Chain case compartment temperature
SOLAS Reg. for c/c Relief v/v
•
SOLAS Chap II-1, Part C - Machinery Installations, Regulation 27, Item 4
•
•
Internal combustion engines of a cylinder diameter of 200 mm or a crankcase volume of 0.6 m3
and above shall be provided with crankcase relief valves of a suitable type with sufficient relief
area.
SOLAS Chap II-1, Part E – UMS Regulations, Regulation 47, item 2
•
Internal combustion engines of 2,250 kW and above or having cylinders of 300 mm bore shall
be provided with oil mist detectors.
Inspection:
State the procedure for crankcase inspection
.crankcase inspection .cc inspection
Purpose:
To look for early sign of failure
Preparation:
 Tool box meeting carried out.
 Carry out proper risk assessment and work permit taken
 Enclosed space entry permit to be taken and enclosed space entry procedure to be followed
340
 Inform bridge and put warning notice at ECR
 Block the starting mechanism and stop L.O pump
 Open indicator cocks and engage turning gear
 Propeller clearance taken
 Turning gear must be operated by only in remote mode
 All personnel involved should not have any object in their pocket
 Instrument/tools to be used should be checked and counted
Procedure:
Starting from the top
1. Check stuffing box arrangement
 Ensure locking wires and bolts are intact
 Check drainpipe is clear
2. Check crosshead bearing for any sign of wiping
3. Check cross guide shoes for any abnormal sign of scoring
4. Check lube oil telescopic pipe for any sign of leakage due to loosen connection
5. Check bottom end bearing bolts and nuts for any slackness and sign of wiping
7. Check crank web and journal of crankshaft (semi-built type) for any sign of slippage comparing to the
reference mark provided
8. Check main bearing bolts for slackness and sign of wiping
9. Check tie rods for slackness
10. Check transverse girder for any cracks if any doubt carry out die penetrant Check
11. OMD sampling cup for blockage
12. Check crankcase relief valve gauge for dents, wetness, and form of clogging
13. Check crankcase floor and drain traps for any metallic debris present
14. Close all unit crankcase door and start lo pump
 One at a time open the crankcase door to inspect the oil flow pattern comparing to the other unit. Flow
pattern will differ when there is a reduction of LO flow or early sign of bearing failure
 Check crosshead lube oil piping linkage for leakages if possible
 For chain gear compartment check the oil spray nozzle for any change in oil flow and the condition of rubber
guide and clearance.
 For chain thrust bearing check oil nozzle for clogging and flow pattern
Crankshaft
.crankshaft failure
Factors contributing to failure on a crankshaft
Cracks


Different parts of crankshaft are subjected to different kinds of stresses.
Cracks weakens crankshaft areas thus leads to failure.
341
Crankshaft corrosion attack





Decomposition and oxidation of oil in service
Contamination of lubrication oil by fuel oil
Contamination of lube oil by acidic products of combustion (4 stroke engine)
Possibility of stray electric current entering crankcase resulting electro chemical corrosion
Oil carrying air bubble with it causes pitting corrosion
Crankshaft twisting or slipping
1. If an attempt is made to start the engine when:
 Turning gear is engaged
 Water or fuel accumulation on piston crown.
 Propeller is confined by ice log
2. During operation propeller strikes with submerged object
3. Seizure of engine component.
4. Bottom end bolts failure.
5. Crash astern movement.
Misalignment of crankshaft
1.
2.
3.
4.
5.
6.
7.
8.
Main bearing damaged
Defective propeller shaft bearing
Slack or broken tie bolts
Foundation bolts loosen or fracture
Engine chocks broken, cracked, or fretted
Bedplate deformed / damaged
Hull deformation due to Grounding; Fire
Weakening of structure due to corrosion
Checking crankshaft deflection/alignment
.crankshaft deflection .deflection .cd .csd
We take crankshaft deflection to make sure that the crank runs and maintain proper balance
Preparation







Take immobilization permission
Block starting air valve and put sign
Propeller clearance
Tool box meeting
Risk assessment and work permit done
Enclosed space entry permit done
Open crankcase door and ventilate and then check with oxygen analyzer
342
Procedure
Deflections results interpretation
Vertical deflection:
 Difference between top and bottom clearance is the vertical deflection
Horizontal Deflection
 Difference between port and starboard side clearance is the horizontal deflection.
 This value is usually very low.
Accuracy checking of deflection reading
The values of T+B and P+S should nearly the same. Otherwise, the measurement need to be repeated for the
unit.
Bottom end bolt:
.bottom end bolt .bebf .cpbf .crank pin bolt .crbf .connecting rod bolt failure
.con rod bolt .bolt failure
343
a) Causes of bottom end bolt failures:
»
Stress concentration in way of change of section, damaged fillet, damaged surface finish
»
Over stretching / tightening causing permanent damage due to plastic deformation
»
Uneven tightening causing overloading of some bolt
»
Inadequate pretension causing high fluctuation of stress in bolts and consequently fatigue failure.
»
Improper seating of bolt head and nut resulting in bending stress in bolts
»
Corrosive attack due to contaminated lube oil.
c) Methods used to tighten the bottom end bolts
.bebt .cpbt .crbt
Hydraulic cylinder & followed up nut:
»
During tightening, measurements of extension are essential for correct strength.
»
All hydraulic equipment to be checked & calibrate the pressure gauge.
»
Tightening must be done more than one stage.
»
Final tightening pressure must not be applied at a time.
»
Tightening to be done in sequence as per maker’s requirement.
»
Tightening must be done in following sequences.
0 0 STBD
O2
0 0 PORT
01
Fig: For 4 bolts
Fig: For 1 bolt.
Torque spanner:
»
First do calibration of torque spanner & adjust the set torque.
»
Torque should be applied in more than one stage.
»
During final torque applied all work must be done by one person & slowly.
Hand tightening:
»
Place one mark on bolt head.
»
Place two mark according to angle of final tightening as per maker‘s instruction
»
Do that in more than one stages.
In all three types of tightening, it has to be made same. ensure bolts have reached their reference mark on
connecting rod reference mark. Angular accuracy is essential for correct tightening load.
344
c. Modern design of bottom end bolts:
»
Shank diameter is 10% less than core diameter
»
Fillet is provided between shank and bolt head to prevent stress concentration
»
3 to 4 threads remain free below contact face of the nut
»
High degree of surface finish to prevent stress concentration
»
Cold rolling of threads to improve fatigue strength
»
Bolt stiffness to be less than bearing housing – less dynamic load on bolt
»
High UTS alloy steel with long thin elastic bolts for higher fatigue strength
»
Fitted portion to keep as short as possible to prevent stress concentration and to obtain greatest
resilience
d) Inspection and maintenance of bottom end bolts:
»
»
»
»
»
»
»
»
Sound testing to detect internal flaws and cracks
Bolt threads
Surface finish of bolts
Fillet area
Cracks
Measuring elongation of bolts
Checking pretension of bolts
Checking locking device if any
345
Thrust Bearing:
.thrust bearing
Article link: https://www.marinesite.info/2013/12/thrust-bearing.html








The thrust from the propeller is taken up by the main thrust bearing, which transmits the thrust to the
ship's hull and causes the ship to be propelled in the direction of the thrust.
The thrust bearing is always fitted at the aft end of the main engine crankshaft. The main thrust
bearing controls the correct location of the crank pins relative to the center of the cylinders.
In propulsion machinery, the thrust bearing most commonly used is tilting-pad type.
In tilting pad type of bearing a thrust collar is forged integrally with the thrust shaft. on the forward
and aft side of the thrust collar, the thrust pads are fitted.
The thrust pads are lined with white metal and face on to the finally machined and polished surface of
the thrust collar. The back of the pad has a radial ridge, which forms a fulcrum on which the pad can
tilt. The tilting fulcrum on the back of the pad comes in contact with a solidly constructed housing. The
housing is rigidly held in the thrust bearing casing.
this type of bearing builds up an oil pressure between the white metal face of the thrust pad and the
thrust collar when the shaft revolves. The oil pressure is due to the formation of an oil wedge, which
can build up only when the thrust collar is supplied with the oil and is revolving. As the pad is able to
tilt it becomes self-adjusting to the shape of the wedge.
The thrust acting on the thrust collar is balanced by the oil pressure created by the tilting pad and thus
transmitting the thrust to ship hull via tilting pad and housing.
The radial ridge on the back of the pad, which becomes the fulcrum for the tilting action is often made
off center. If the thrust pads are viewed from the top, the tilting point is always from the center
moving in the direction of rotation of the collar.
Fuel oil properties:
.fo properties .fop .fuel oil properties .fueloil properties
346
347
FO properties, Consequences & Adjustments to use the fuel
Density:
991 kg/m3
Consequences:


Check the purifier on board.
If it can handle up to 1010 kg/m3, then no problem. If it is conventional type (can handle up to 991
kg/m3) then interface may be shifted outwards & possibility of oil leaks through water outlet
Adjustment:


Check nomogram, accordingly, select a smaller diameter of gravity disc.
Maintain purifier operating temperature around 95-98◦C
Viscosity:
380 cSt
Consequences


Ignition delay & after burning may occur.
Impingement may occur
Adjustment:

To obtain correct viscosity of 12-15 cst , the fuel injection temperature needs to be increased.
Water:

Max 0.5%
If it is high then,
Consequences:




Microbial degradation.
Affect proper combustion.
Water reduces the calorific value & increases SFOC.
May not be good for cylinder oil film formation.
Adjustment:


Frequent draining of settling/service tanks
by proper purification
Carbon residue:

18% of total volume
found in soluble form.
348
Consequences:


Deposit on piston ring groove and fouling of T/C inlet grids, nozzle rings & turbines blades.
Increase soot formation at EGE.
Adjustment:




Increase the frequency of T/C grit washing.
Increase the frequency of soot blowing & water washing of EGE.
Increase the frequency of scavenge & under piston space cleaning.
Inspection for scuffing at every opportunity.
Sulphur:


After 1st January 2015, the ECA limit is 0.1%.
After 1st January 2020, the Global limit is 0.5%.
Adjustment:
Ensure the TBN of the cylinder oil is suitable for low sulphur oil.
Ash

Max 0.1% m/m , mostly found in insoluble form.
Consequences:




Ash causes abrasive wear in liner and fuel pump.
Scuffing & injector atomizing holes enlargement.
Deposit on piston ring grooves, fouling of T/C inlet grids, Nozzle rings & turbine blades increased
Increase soot formation at EGE.
Adjustment:





Operate the centrifuges in series as purifier & then clarifier.
Operate the centrifuges at optimum throughput. (5-10% above the consumption)
Reduce the interval of de-sludging.
Reduce the flushing interval of back flushing filters.
Increase the frequency of all fuel filters cleaning
Vanadium:
Max 350 mg/kg. Found in natural form.
If it is high then,
Consequences :



Known for its high temperature corrosion
Combines with sodium to form a molten paste at temp around 500◦C.
Leave sticky deposits on the exhaust v/v, piston crown, cylinder head, T/C.
349
Adjustment:
• Maintain exhaust temperature below 500◦C
Flashpoint:
→Min 60 degree Celsius as per SOLAS, for emergency generator 43 degree celcius
Adjustment:


Fuel oil temperature should not exceed 160◦C ( 170°C-10°C=160°C)
Flashpoint should be minimum 60°C as per SOLAS. Reject if flashpoint value is lower than standard
value
Pour Point:
Min 30 degree celcius
Adjustment:

Maintain bunker tanks temp above 30°C(20+10)
Aluminium + Silicon:
Max 60 mg/kg
Consequences:





Abnormal wear of fuel p/p plunger & barrels.
Scuffing & injector atomizing holes enlargement.
Associated with abrasive wear (as hard as diamond)
Increase liner and piston ring wear
Piston ring grooves deposits and fouling of T/C inlet grids, Nozzle rings, & turbine blades increased.
Adjustment:





Operate the centrifuges in series as purifier & then clarifier.
Operate the centrifuges at optimum through put. (5-10% above the consumption)
Reduce the interval of de-sludging.
Reduce the interval of back flushing filters.
Increase the frequency of all fuel filters cleaning
Total sediment (aged):
Max 0.1% m/m, This related to ageing and blending of oil If it is high,
Adjustment:



Consume this bunker first.
Operate purifiers and de-sludge regularly.
Try to keep in circulation as often as possible
Zinc, Phosphorous, Calcium: (ULO)
Calcium max 30 mg/kg
350
Zinc max 15 mg/kg
Phosphorus 15 mg/kg
Consequences:
Formation of deposits will increase
CCAI (Calculated Carbon Aromaticity Index):
Max 870 .
CCAI 2determines the ignition quality of residual fuel oil although scientifically not proven. If high
Consequence:







Higher CCAI determines lower ignition quality of fuel
CCAI value determined from density and viscosity of fuel
CCAI value more than 870 is unacceptable, indicates low ignition quality of fuel, leads to ignition
delay
After burning
Low peak pressure
High exhaust temp
Lower power output
Adjustment:
Advance VIT
Acid number:
Max 2.5 mg KOH/g
Above limit and presence of inorganic acids.
Adjustments:

Slightly increase the cylinder lubrication to neutralize the presence of acids.
Hydrogen sulfide:
Max 2% mg/kg . If it is high,
Consequences



2
Tests to be carried out for human safety in the vicinity of the fuel tanks and vent
Also contributes to acidity
It is a colorless gas having foul odor of rotten eggs; it is heavier than air very poisonous, corrosive,
flammable, and explosive.
CCAI is the ratio of the fuel which indicates ignition quality because ignition directly depends on the Aromatic Content in the fuel
351
Sodium:
Max 100mg/kg ,
Consequences:
• Suspect sea water contamination
• Risk of high temperature corrosion
Adjustment:
 Frequent draining of settling and service tank
 Increase T/c grit washing frequently
Maintain exhaust temp bellow 500◦C
Acids:
Organic acids: Acids derived from plants and animals are called organic acids.
Example- Citric acid in lemon and oxalic acid in tomato.
Inorganic acids: Acids derived from minerals present in the earth's crust are called inorganic acids.
Example: Sulphuric acid and nitric acid
Effect of high and low viscosity of fuel oil
Too high viscosity leads to poor atomization, bigger droplet size, higher penetration causes impingement,
resulting in incomplete combustion.
However, too low fuel viscosity may cause mechanical problems in engine use as leaking from the nozzle
sealing and the fuel pump system. Generally, fuel oil viscosity is regulated between 10-15 centistrokes at 50
degree Celsius.
Bunkering
.bunkering regulation
SS600
SS600 is Singapore standard code of practice for bunkering. Every ship for bunkering operation must adhere
to SS600, to minimize the bunker disputes.
SS600 includes
1. Pre-bunker meeting, documentation, procedures during bunkering which covers before, during and after
delivery of bunker
2. Chief engineer to check and ensure bunker operation in accordance with SS600 procedure.
Steps
There are 4 main steps to follow
1. open tank gauging,
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2. delivery procedure,
3. closing tank gauging and
4. verification of quantity.
Opening tank gauging:
1. Check the barge stock movement log book, check for quantity before barge measurement and
bunkering
2. Witness and confirm opening tank gauging and temperature readings of all cargo tank
3. Bunkering operation only starts after CE confirms requirements are completed and hose properly
connected
Delivery procedure:
1. Ensure the pumping rate is followed by barge within safe operating practice
2. Line clearing method to address during pre-meeting only and to be carried out at the end of pumping
operation
3. Post-delivery check and documentation commence
4. Sounding must be taken on receiving vessel before stripping of bunker barge
Closing tank gauging:
1. Witness and confirm closing tank gauging and cargo temperature reading of all cargo tank
Verification of quantity:
1. Complete and sign tank gauging form.
2. Calculate the delivered quantity .
3. Bunker delivered must be correct
4. Complete, sign and stamp bunker delivery note
5. Sample 4 bottles of 400ml- Ships retention for one year as MARPOL sample, for fuel il analysis,
for bunker barge and bunker surveyor
TR48:
Technical Reference 48 is the introduction of mass flow meter which provides good practice in measurement
of bunker fuel delivered to minimize bunker dispute
Benefits of MFM for bunkering:
Implemented since 2017,




It has built trust in the local bunkering sector,
ensuring the right quantity of fuels are transferred between bunker suppliers and buyers.
improved bunkering operational efficiency, and
reinforced Singapore’s position as a trusted hub for quality, quantity, and dispute resolution.
Important checks
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 Flow rate; agreed pumping rate not lower than stated in MFM system
 Inspect seals before and after delivery
 Set resettable totalizer to ZERO before operation
 Witness and record the opening meter reading.
 Match the delivered quantity with bunker delivery notes
SS 648:
The Singapore Standard SS 648: 2019 is a Code of Practice for Bunker Mass Flow Metering was launched on 7
November 2019(“SS 648: 2019”). It is a revision of TR 48: 2015 –A Technical Reference for Bunker Mass Flow
Metering which was implemented on 1 June 2016 by the Maritime and Port Authority of Singapore (MPA) for
the custody transfer of bunker deliveries via the mass flow metering (MFM) system to ocean-going ships in the
Port of Singapore.
Development
TR 48: 2015 was reviewed and developed into SS 648: 2019, taking into account the operational and technical
experience gained by the bunkering industry on the use of the MFM. Under the coordination of the Singapore
Standards Council, the review was jointly conducted by MPA, Singapore Shipping Association (SSA),
International Bunker Industry Association (IBIA), bunker suppliers, bunker craft operators, bunker surveying
firms, meter vendors, National Metrology Centre and Enterprise Singapore’s Weights and Measures Office.
Transition from TR 48: 2015 to SS 648: 2019
Implementation of TR 48. Enhancements in SS 648 include
(1) An expanded scope to include distillate fuels and bunkers that meet IMO regulations.
(2) The new requirements for multi meter installation which will offer the delivery of a wider range of parcel
sizes and different grades of bunker fuels through a multi meter system.
(3) The enhancement of zero verification procedure with better understanding the causes of changes to zero
offset and verification system.
(4) The strengthened role of bunker surveyors
Coriolis mass flow meter –
Coriolis mass flow meters are composed of one or more vibrating tubes that are usually bent. When The fluid
passes through the vibrating tube and gets acceleration towards the point where the vibration is maximum
and decelerates as it leaves this point. This results in a twisting motion in the tubes which is directly
proportional to the fluid’s mass flow.
QUANTITY DISPUTE:
.bunker dispute .dispute .quantity dispute
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Cargo officer shall do the following1. Invite CE and Bunker Surveyor to re-witness meter totalizer readings.
2. Provide assistance for CE & Bunker Surveyor to check documentation, seals and piping system.
3. Raise a Note of Protest if dispute remains unresolved.
Chief Engineer (CE) shall do the following1. Re-witness meter totalizer readings.
2. Re-check and verify all seals in seal verification report are intact.
3. Confirm that no modification from piping diagram was made.
4. Obtain and examine relevant pages of bunker tanker meter totalizer log.
5. Obtain and examine relevant certificates and documents
6. Raise a Note of Protest if dispute remains unresolved.
Bunker Surveyor (BS) shall do the following
1. Assist CE in the dispute management procedure.
2. Witness all procedures.
3. Record all relevant details, findings and observations in a statement of fact
Action
1) REPORT TO RELEVANT PARTY WITHIN 14 DAYs
2) Lodge a complaint in writing to bunker supplier within 30 days after bunker delivery.
3) Send a copy of the complaint and BDN to the “Executive Director, Singapore Shipping Association” AND
“Bunker Services Department, Maritime and Port Authority of Singapore”.
BDN
.bdn regulation
A Bunker Delivery Note (BDN) is the standard document required by Annex VI of MARPOL, which contains
information on fuel oil delivery. It is the responsibility of the fuel oil suppliers to provide the bunker delivery
note, which must remain on the vessel, for inspection purposes, for a period of three years after the fuel has
been delivered.
BDN information
The following information must be included in the BDN to comply with global standards:
1.
2.
3.
4.
5.
6.
7.
Name and IMO number of receiving vessel
Name, address and telephone number of fuel oil supplier
Port of bunkering
Date of commencement of delivery
Delivered product name(s)
Quantity in metric tons
Density at 15 degrees Celsius
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8. Sulphur content
9. the seal number of MARPOL sample label must be included for cross-reference purposes
A declaration signed and certified by the fuel oil supplier’s representative that the fuel oil supplied is in
conformity with MARPOL Annex VI
Port State Control has the authority to board the vessel to inspect and make copies of the BDN to verify that
the fuel complies with global and local regulations.
Fuel Oil Change Over
Some ports have regulations of using gas oil for generators and boilers while the ship is at port (for e.g.
European ports). Change over generators and boiler to diesel oil with sulphur content less than 0.1 %.
Boiler







Shut the steam to the fuel oil heaters of the boiler
When the temperature drops below 90 degrees, open the diesel oil service tank valve going to the
boiler system
Shut the heavy oil valve for the boiler system slowly and observe the pressure of the supply pump
Check flame and combustion of the boiler
Let the heavy oil outlet be kept open and diesel oil outlet is not open for some time
This is to ensure no heavy oil goes to the diesel oil system
When the line is flushed with Diesel Oil, open the diesel outlet valve and shut the heavy oil outlet valve
Generators/ Auxiliary Engine
Generators must be changed over from one grade to another while at load as this will help in better flushing
of the system. If only one generator is being changed over, keep running another generator for emergency
purposes in case something goes wrong.


Shut the steam to the fuel oil heaters of the boiler
When the temperature drops below 90 degrees, open the diesel oil service tank valve going to the
generator system
 Open the local diesel inlet valve and shut the heavy oil inlet valve simultaneously and slowly, by
keeping an eye on the fuel pressure and changing only one generator into diesel with the help of a
separate diesel pump. Let the heavy oil outlet be kept open and the diesel oil outlet kept shut till the
system is flushed thoroughly
 After some time open the diesel oil outlet and shut the heavy oil outlet
 If the complete system is to be changed into diesel oil, open the diesel oil inlet valve to the generator
supply pump simultaneously closing the heavy oil inlet valve
 If the return line is provided to the diesel service tank, open it after some time, simultaneously closing
the heavy oil return only after the system is flushed properly
The changeover procedure must include recording of every action and onboard oil quantity as proof of doing
the job correctly.
Note: Once the changeover procedure is completed, remember to change the HMI setting of the Cylinder oil
lubricator system (Alpha lubrication) or change over the cylinder oil daily tank suitable for low sulfur
operation.
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Lube oil
Lube oil sampling procedure?






Draw samples from a connection that comes directly out of the main oil supply line to the engine.
Always sample for the same point.
Sample only when the oil is up to its operating temperature with the engine running.
Depending upon the draw off point, sufficient amount of oil should be drained out of the line prior
to drawing the sample.
The sample should be filled into a chemically cleaned container after it is rinsed with sample oil
and immediately closed.
The container should be attached with a label as follows:
Records for Sample
1. Date of sample drawn
2. Point of sample drawn
3. Temperature of sample drawn
4. Type of oil
5. Type of machinery use
6. The period of time since the last renewal of oils.
Avoid sampling from places where the oil may be stagnant or have little or no flow, such as sumps, auxiliary
smaller pipelines, purifier suction or discharge lines, drain cocks of filters, coolers etc.
Also avoid sampling while engine is stopped.
Microbial Degradation of lubricating oil
.microbial degradation
Stagnant lube oil for long periods in humid conditions can result in bacterial growth due to the presence of
water
Indication
•
Oil appearance looks slimy and greyish and is indicated by the ‘rotten egg’ odour
Prevention
•
Oil must be heated and circulated periodically especially when a ship is laid up
Lube oil properties
.aecc lo .aux eng lo .ae lo
.lo properties .lop
1. High oxidation and thermal resistance to perform at elevated temperatures.
2. High Viscosity index so that it does not vary much with temperature.
3. Appropriate viscosity to meet liner lubrication as well as bearing lubrication 12cst at 100 degree
4. High detergency properties so that it softens and takes away all the deposits formed
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5. High dispersancy properties so that it keeps all the deposits in suspension so that it can be removed
easily by purification.
6. Higher flash point as it comes into contact with the combustion gases degree
7. TBN value according to sulphur content in fuel 10-30 mgKOH/g
8. Antifoam properties as the oil tends to have higher deposits
9. Extreme pressure and anti-wear additives for maintaining boundary lubrication between piston rings
and liner
b) Analyze the condition of this oil
Viscosity:
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Viscosity can increase due to




High insoluble content
HFO contamination due to leaky injectors, worn fuel p/p plunger & barrels
Piston blow past
Oxidation due to ageing & high operating temp
Water contamination (emulsification)
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For information: viscosity can decrease by gas oil contamination during prolong running in ECA area.
Density:
0.95
Density can increase due to



High insoluble content
HFO contamination due to leaky injectors, worn fuel p/p plunger & barrels
Piston blow past
Water contamination (emulsification)
Flash point:
240 degree C
Flashpoint can reduce, Main suspect FO contamination due to
I.
II.

leaking injectors, improper combustion, blow-past,
worn fuel pump plungers & barrels
Min. 180 deg C
Water:
Should be 0.
Presence of water with trace of chloride Due to





Bilge leakages likely through
o sump level indicator
o damage diaphragm between sump and engine
Crankcase breather pipe condensation as atmosphere has saline nature
Inefficient operation of purifier
Possible but do not suspect leakages due to steam or engine cooling water leakage as this may increase
the base number
allowable FW content max 0.2%, for short period 0.5%
Ash:
4 mg/kg
Can Increase due to –



HFO contamination due to leaky injectors, worn fuel p/p plunger & barrels
Blow past
Rust in the sump tank
Base number:
30
Can reduce due to




Insufficient oil volume in circulation
Irregular top up of sump
Fuel contamination and sulphur in HFO can reduce TBN
Max +100%, min -30% of initial value.
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Insoluble:
Max 2%.
The amount of insoluble ingredients in the oil is checked as follows.


Equal parts of oil samples are diluted with [Toluene/benzene] and [pentane / heptane].
As oxidized oil is only soluble in benzene and not in pentane or heptane the difference in the
amount of insoluble is indicatives of the degree of oxidation.
Pentane /heptane Insoluble:


Indication of oxidation & the metallic deposits/ solid contaminant present
Max 2%
Toluene/ benzene insoluble:
 Indication of the solid contaminants
 Max 1%
P/H –T/B insoluble:
3 –1.5 = 1.5 is the Indication of the rate of oxidation that has taken place
Limit max. 1%
Main possibility due to



iia
Insufficient volume
Improper top-up
Ageing of oil
Batch Purification
.bp .batch purification
.batch purification
When it is done
1.
2. Insoluble content is too high
3. Recommended in Lub oil analysis report.
4. Routinely carried out in dry Dock.
Before commencement transfer in settling tank
1.
2.
3.
4.
5.
6.
7.
Discusses with master and technical superintendent
Job risk assessment to be carried out
Work permit to be taken
Immobilization permit to be taken
Ensure the Lube oil settling tank is empty.
Open the manhole door for setting tank.
Carry out proper ventilation
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8. Follow enclosed space entry permit for settling tank.
9. Clean the setting tank with lint-free Rags.
10. Settling tank walls and top should be free of rust.
11. Settling tank heating coil tried out confirm no leakage.
12. Drain cock is functioning well
Before purification procedure
1.
2.
3.
4.
5.
6.
Use the lub oil transfer pump to transfer enter sump oil to the settling tank.
Take a sample at setting tank for on-board test for water, TBN and viscosity.
Note down the value for this test.
Open steam heating to the settling tank and set temperature 60 to 70 degree Celsius
Allow oil to settle for at least 24 hours
Drain the tank frequently until water stops coming out
Purification
1. Start settling tank to settling tank purification.
2. Keep purifier feed rate at minimum on 1/3 of maximum capacity.
3. Continue purification as long as time permits.
Sump cleaning
1.
2.
3.
4.
Open up the void tank manhole cover
Carry out ventilation for few hours.
Follow the enclosed space entry permit procedure for void tank.
Take portable oxygen gas detector, before entry into enclosed space calibrate in atmosphere
condition.
5. One responsible person must standby outside enclosed space
6. Communication must be established with the person outside and the person in bridge.
7. After inspection void tank open the manhole cover for sump tank.
8. Carry out ventilation of sump tank and follow enclosed space entry procedure separately.
9. Entre the sump tank for cleaning.
10. Scoop all the sludge and use lint free rags to clean the tank with emphasis on the bottom of the tank.
11. Box up the sump tank manhole cover after cleaning.
Transfer LO to sump
1. Take a sample at settling tank and carry out on-board test. If the test is satisfactory or engine needs to
be ready, start purifier from settling tank to sump tank.
2. The void tank manhole cover to be closed only after the sump tank is filled and its manhole has no
leakage.
3. Mean time clean all LO filters in the system.
Onboard Lube Oil Tests
.lo test
.lube oil test
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For all types of lube oils on ships, following Lube oil tests are carried out:
1.
Water Content test
5 ml of sample is taken inside digital water content meter mixed with 15 ml of reagent containing paraffin
or toluene. Before closing the lid of the digital meter, a sealed sachet containing calcium Hydride is kept
and container closed tight. The meter is shaken by hand and the pressure rise due to the chemical reaction
in the test container is shown as water percentage in the digital display.
2.
pH Test
It is done by using a pH paper which changes colour once in contact with oil and it is then compared with
standard values. This test determines the reserve alkalinity of the oil sample.
3.
Viscosity Test
This test is performed by using a Flow stick in which two paths are provided for flow of oil side by side. In one
path fresh oil is filled and in other side path used sample oil is filled. Now the flow stick is tilted allowing oil on
both paths flowing in the direction of the tilt due to gravity. A finish point is provided along with reference
points along the flow stick and the position of used oil is checked when fresh oil reaches the finish point.
Q. During watch main engine lube oil level go down, what are your actions?
 Check lube oil sump tank level manually, confirm actual level.
 If low, check for possible lube oil leakages
 Check lube oil purifier
 Check under piston space drain for piston cooling oil leakage.
 Check lube oil pump for possible leakages
 Stop engine if problem found in main engine component and rectify.
 If problem in LO purifier, stop purifier and clean it.
Q. Difference between Stern tube lube oil and crankcase oil
.mecc oil .stern tube oil .st oil
ME crankcase oil
Excellent thermal and oxidation stability and
detergency
Excellent deposit control of oil-cooled piston under
crown
Excellent detergency (Clean crankcase)
Excellent dispersancy -Extended oil life due to
efficient water separating properties ()
Rust and corrosion properties (anti-oxidant)
Good wear protection
Approved by major engine manufacturers
alkalinity is sufficient to neutralize crankcase
contamination (TBN)
Stern Tube Lube Oil
Good corrosion protection
Excellent wear protection for gears and
Bearings
Excellent viscosity temperature behaviour,
high viscosity index (VI)
Miscible with mineral oil and polyalphaolefin
gear oil
Natural dissolving properties
Highest shear stability
Based on renewable resources
Rapidly biodegradable (> 60% acc. to OECD 301 B)
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High resistance to ageing
Good air release
Good foaming properties
Optimally suited for high and low temperature
Use
EGE and EGB: Differences:
363
364
Classification of fire:
Classification of Marine Scrubbers
On the basis of their operation, marine scrubbers can be classified into Wet and Dry scrubbers. Dry scrubbers
employ solid lime as the alkaline scrubbing material which removes sulphur dioxide from exhaust gasses. Wet
scrubbers use water which is sprayed into the exhaust gas for the same purpose.
Wet scrubbers are further classified into closed-loop or open loop scrubbers. In close looped scrubbers, fresh
water or sea water can be used as the scrubbing liquid. When Fresh water is used in closed loop scrubbers, the
quality of water surrounding the ship has no effect on the performance and the effluent emissions of the
scrubber. Open-loop scrubbers consume sea water in the scrubbing process.
Hybrid scrubbers can utilise both closed and open running modes either at the same time or by switching
between the two. Seawater hybrid scrubbers can be operated both in closed or open mode with seawater
used as the scrubbing medium.
Wet Scrubbers
Inside a wet scrubber, the scrubbing liquid used may be sea water or fresh water with chemical additives. The
most commonly used additives used are caustic soda (NaOH) and Limestone (CaCO3). Scrubbing liquid
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is sprayed into the exhaust gas stream through nozzles to distribute it effectively. In most scrubbers the design
is such that the scrubbing liquid moves downstream, however, scrubbers with an upstream movement of
scrubbing liquids are
The exhaust inlet of the scrubber can be made in the form of a venturi, as shown in Figure 2.1, in which the
gas enters at the top and water is sprayed in the high exhaust gas speed areas at the neck or above the neck in
the form of a spray. An inline scrubber is shown in figure 2.2.
The exhaust intake is either on the side or the bottom of the tower. The designs ensure that the sulphur
oxides present in the exhaust are passed through the scrubbing liquid; reacting with it to form sulphuric acid.
When diluted with alkaline seawater, sulphuric acid which is highly corrosive in nature can be neutralised.
The wash water is discharged into the open sea after being treated in a separator to remove any sludge from it
and the cleaned exhaust passes out of the system. Mist eliminators are used in scrubbing towers to remove
any acid mist that forms in the chamber by separating droplets that are present in the inlet gas from the outlet
gas stream.
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Figure 2.2
MARPOL regulations require that the wash water used has to be monitored before being discharged to ensure
that its PH value is not too low. Since the alkalinity of seawater varies due to the number of reasons such as
the distance from land, volcanic activity, marine life present in it etc, wet scrubbers are divided into two types;
open loop and closed loop systems. Both these systems have been combined into a hybrid system, which can
employ the most suitable scrubbing action depending upon the conditions of the voyage.
Open Loop Scrubber System
This system uses seawater as the scrubbing and neutralising medium, no other chemicals are required for
desulphurization of gasses. The exhaust stream from the engine or boiler passes into the scrubber and is
treated with only alkaline seawater only. The volume of this seawater depends upon the size of the engine
and its power output.
Related Read: Understanding Components and Design of Exhaust Gas System of Main Engine On Ship
The system is extremely effective but requires large pumping capacity as the amount of seawater required is
quite high. An open loop system works perfectly satisfactorily when the seawater used for scrubbing has
sufficient alkalinity. However, sea water which is at high ambient temperature, fresh water and even brackish
water, is not effective and cannot be used. An open loop scrubber for these reasons is not considered as a
suitable technology for areas such as the Baltic where salinity levels are not high.
Reactions Involved:
SO2 (gas) + H2O + ½O2 → SO4 2- + 2H+ (Sulphate ion + Hydrogen ion)
HCO3– + H+ → CO2 + H2O (Carbon-di-oxide + Water)
Advantages:
1. It has very few moving parts, the design is simple and easy to install on board.
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2. Apart from de-fouling and operational checks, the system requires very less maintenance
3. This system does not require storage for waste materials
Disadvantages:
1. Cooling of the exhaust gas is a problem faced by wet scrubber systems.
2. The operation of the system depends upon the alkalinity of water available and is not suitable to 3.
be employed in all conditions.
4. A very large volume of sea water is required to obtain efficient cleaning and hence the system
consumes very high power.
5. In ECA zones and ports, higher costing fuel has to be consumed.
Closed Loop Scrubber System
It works on similar principals to an open loop system; it uses fresh water treated with a chemical (usually
sodium hydroxide) instead of seawater as the scrubbing media. The SOx from the exhaust gas stream is
converted into harmless sodium sulphate. Before being re-circulated for use, the wash water from a closed
loop scrubber system is passed through a process tank where it is cleaned.
The process tank is also needed for the operation of a circulation pump that prevents pump suction pressure
from sinking too low.
Ships can either carry fresh water in tanks or generate the required water from freshwater generators present
on board. Small amounts of wash water are removed at regular intervals to holding tanks where fresh water
can be added to avoid the build-up of sodium sulphate in the system.
A closed-loop system requires almost half the volume of wash water than that of the open loop version,
however, more tanks are required. These include a process tank or buffer tank, a holding tank through which
discharge to sea is prohibited and also a storage tank capable of regulating its temperature between 20º and
50ºC for the sodium hydroxide which is usually used as a 50% aqueous solution
Dry sodium hydroxide also requires large storage space. The hybrid system is a combination of both wet types
that can operate as an open loop system when water conditions and the discharge regulations allow and as a
closed loop system at other times. Hybrid systems are hence proving to be the most popular because of their
ability to cope with different conditions.
Reactions Involved
2NaOH + SO2 → Na2SO3 + H2O (Sodium Sulphite);
Na2SO3 +SO2 +H2O → 2NaHSO3 (Sodium Hydrogen Sulphite);
SO2 (gas) + H2O + ½O2 → SO42- + 2H+ ;
NaOH + H2SO4 → NaHSO4 + H2O (Sodium Hydrogen Sulphate);
2NaOH + H2SO4 → Na2SO4 + 2H2O (Sodium Sulphate).
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Advantages:
1. Very less maintenance is required.
2. It is independent of the operating environment of the vessel.
3. Cooling of exhaust gas is a problem with wet scrubbing systems.
Disadvantages
1. It requires storage space (buffer tank) to hold waste water until it can be discharged
2. Selective catalytic reduction systems must operate before wet scrubbers.
2. Fitting the system together, especially for dual-fuel engines can be quite complex.
Hybrid Scrubber System
These systems offer a simple solution for retrofitting vessels with scrubbers that are capable of operation on
both open loop and closed loop configurations. These systems run on open loop mode at sea and closed loop
mode in ECA zones and ports and their use can be switched with ease. As the system can run on lower costing
fuels for longer periods of time and around the world, they can overcome their high initial costs in order to
economically meet with the international regulations.
Advantages:
1. Suitable for long and short voyages around the world
2. Ships with Hybrid scrubbing systems can spend more time in ECA zones and on port than those with
open loop systems
3. Can use lower costing HFO (Heavy Fuel Oil) all of the time.
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Disadvantages
1. More structural modifications are needed to employ this system.
2. Requires large storage space for chemicals and additives.
3. The system has a high installation time and cost.
Dry Scrubbers
In these types of scrubbers, water is not used as a scrubbing material, instead, pellets of hydrated lime are
used to remove sulphur.
The scrubbers are at a high temperature than their wet counterparts and this has a benefit that the scrubber
burns off any soot and oily residues in the system. The calcium present in caustic lime granulates reacts with
the sulphur dioxide in the exhaust gas to form calcium sulphite.
Calcium sulphite is then air-oxidized to form calcium sulphate dehydrate, which with water forms gypsum.
The used pellets are stored on board for discharge at ports, however, they are not considered a waste as the
gypsum formed can be used as a fertiliser and as construction material.
Dry scrubber systems consume less power than wet systems as they do not require circulation pumps.
However, they weigh much more than wet systems.
Reactions Involved
SO2 + Ca(OH)2 → CaSO3 + H2O (Calcium Sulphite)
CaSO3 + ½O2 → CaSO4 (Calcium Sulphate)
SO3 + Ca(OH)2 → CaSO4 + H2O (Gysum)
Advantages
1. There is efficient removal of nitrogen and sulphur oxides
2. This type of system does not result in the production of liquid effluent that must be disposed of overboard.
3. The Gypsum obtained after the exhaust gas cleaning process can be sold for use in various industrial
applications
Disadvantages
They require significant onboard storage to handle the dry bulk reactants and products associated with the
process.
There must be a readily available supply of the reactants.
the reactants used are costly, especially urea for NOx abatement and calcium hydroxide for SOx abatement
Electrical
Arc Chute:
Link: https://www.electricalclassroom.com/what-is-an-arc-chute/
370
Arc chute is a set of metal plates that are arranged in parallel and mutually insulated from each other, which
can divide, cool and safely extinguish an electric arc. They are also known as arc splitters and arc dividers. Arc
chutes can be found inside circuit breakers, contactors, isolators and other high current interruption devices.
Star delta starter connection
.star delta
Direct-on-line starters is the most commonly used, the most usual consideration being whether the generator
and the distribution system can withstand the starting current. In the case of loads with high inertia (e.g. oil
separators) the starting time may also be a factor.
The starting current is 5 - 8 times the full load current and the heating of windings is 25 - 64 times normal due
to I2R effect. Furthermore, at the instant of starting, there is not windage and radiation. A long starting period
may result in overheating. Representative starting periods may be 15 seconds for a 1.5 kW motor and 25
seconds for a 30 kW motor with an initial starting current of not more than 6 times full load current.
For these reasons, it is desirable not to make repeated successive starts without intervening periods of
cooling.
In the starting position, the voltage across each phase windings is 58% of the line voltage as it is star
connected, i.e. with consequent reduction in starting current. It is 1/3 the starting than delta.
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Thermal
Protectio
Overload
n
L1
R
S
T
U
X
V
W
Y
Z
Circuit
Breaker
L3
L2
U
Z U
Z
X
W
Y
Y
W
X
V
V
Operation of Star-Delta Starter
1)
At starting contactor L 2 closes and time delay (not shown) is energized.
2)
Line contactor L1 closes next.
3)
Motor starts on reduced voltage due to star connection of motor windings.
4)
At the end of time delay period, star contactor L2 opens.
5)
Immediately afterwards, contactor L3 closes.
6)
Motor now runs on full voltage and on delta connections.
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Principle of Operation
operation of the star-delta starter is explained below:
a) When the circuit breaker 52 is switched on, electrical power will be supplied to the transformer and the
WL lamp will be lighted up.
b) To start the motor, push-button 3C is depressed and contactor coil 4X is energized. This will close
normally-open contact 4X in the transformer primary circuit and energizing contactor coil 6. In the
meantime, normally open contact 4X in the transformer secondary circuit will also close thus energizing
time-delay contactor coil 19T.
c) When contactor coil 6 is energized:
Main contacts 6 in the main motor circuit will close to form the star connection.
i) Normally open auxiliary contact 6 will also close thus energizing contactor coil 88.
ii) Normally closed contact 6 will open to act as an electrical interlock preventing contactor coil 88-1 from
being energized.
d) When contactor coil 88 is energized:
i) Main contacts 88 in the main motor circuit will close and the motor begins to run in star connection.
ii) Normally-open auxiliary contact 88 will also close acting as a holding contact.
e) After the pre-set time delay:
i) Normally-closed contact 19T will open thus de-energizing contactor coil 6. This causes the star-connection
to open and the normally-closed contact 6 to close back.
f) When contactor coil 88-1 is energized:
i) It will close the main motor circuit contacts 88-1; thus, the motor now runs in the delta connection.
ii) Holding contact 88-1 will also close.
iii) Normally-open auxiliary contact 88-1 closes to light up the GL lamp.
iv) Normally-closed contact 88-1 will open to prevent contactor coil 6 from energizing thus acting as an
electrical interlock.
To stop the motor, depress push-button 3-0.
g) Protective devices installed in the circuit are thermal overload relay 51 and fuses.
Effect of Full Voltage Starting and Reduced Voltage Starting
1)
2)
3)
4)
With full voltage starting, as used in direct-on-line starters, very large current surges of 6 - 8 times full
load current occurs.
With starting of large motors using direct-on-line starters, large voltage dip takes place. This voltage
disturbance may result in malfunction of other electrical equipment connected to the supply.
Reduced-voltage starters, such as the star-delta starter or the autotransformer starter, are used to
start large motors, e.g. cargo pumps and bow thrusters.
With star-delta starters, the applied voltage is reduced to of the line voltage at start. If this is done,
both starting torque and starting current are reduced to 1/3 of what they would have been had the
motor been switched direct-on-line from the main.
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5)
Torque is proportional to V2, so if the voltage is reduced to of its normal value it follows that the
starting torque will be reduced to
6)
of its normal starting value.
For example, suppose a squirrel cage motor is such that if switched on to the mains it develops 90% of
its normal full load torque and takes 6 times its normal full load current from the mains. On star-delta
starting, it would develop 90/3 i.e. 30% of its normal full load torque and takes 6/3 times its normal full
load current.
Causes of Reverse Power
condition in which power flows from the bus bar into the generator. This condition can occur when there is a
failure in the prime mover such as an engine or a turbine which drives the generator
The failure can be caused to a starvation of fuel in the prime mover, a problem with the speed controller or an
other breakdown. When the prime mover of a generator running in a synchronized condition fails There is a
condition known as motoring where the generator draws power from the bus bar runs as a motor and drives
the prime mover .This happens as in a synchronized condition all the generators will have the same frequency
Any drop in frequency in one generator will cause the other power sources to pump power into the generator
The now of power in the reverse direction is known as the reverse power relay. Another cause of reverse
power can occur during synchronization. If the frequency of the machine to be synchronized is slightly lesser
than the bus bar frequency and the breaker is closed power will flow from the bus bar to the machine Hence
during synchronization forward) frequency of the incoming machine is kept slightly higher than that of the bus
bar i.e. they made to rotate in the "Too fast direction This ensures that the machine takes on load as soon as
the breakers closed
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Reverse power relay working:
.reverse power relay .rpr
Working of ship Reverse Power Relay
Since Voltage Coil(one phase earthed , parallel to circuit and 90 deg lagging) has more number of turns, so it
has move inductive value and more induced current that lag in the coil by an angle of 90°. The current coil has
less number of turns so less number of turns, so it has less inductive valve & less induced current that lag less.
As we all know that current carrying conductor produces the magnetic field. So both upper and lower section
produces magnetic fields. But Induced current in PT lags more than CT so magnetic field produced in upper
section will be weaker than lower section & both magnetic fields will have a difference of 90°
When both fields pass through the Aluminium disc, it produces eddy current. As a result of the formation of
eddy current torque is generated (Lorenz law) that tries to rotate the disc. Under normal power flow, the trip
contact on the disc are open and rotation is restricted by stoppers but if a reverse power starts to flow the disc
is rotated in opposite direction, moves away from the stoppers in the direction of trip contact that activates
the trip.
Setting the Reverse Power Relay
The reverse power relay is usually set to 20% to 50% of the motoring power required by prime mover. by
motoring power we mean the power required by the generator to drive the prime mover at the rated rpm.
This is obtained from the manufacturer of the prime mover turbine or engine)
Causes of motor running hot
.motor running hot
1. Electrical overload caused by excessive voltage supply or overwork by drawing more current will lead to
overheating issues. As the motor works harder or under unusual load, heat will be the chief byproduct, leading
to failure.
2. Low resistance is the most common reason behind electric motor failure. Degradation of motor windings by
heat will pave the way for short-circuits and leakages, which leave the motor at risk for failure.
3. Contamination of dust and debris will raise the internal temperature of a motor and keep it from cooling,
which leads to excessive heat over a longer period of time. This generally occurs without proper maintenance
or venting for particles.
4. A lack of ventilation: If there is something blocking the ventilation holes for your electric motor, then
hot air won’t escape and will build up within the system, causing damage. Scheduling regular
maintenance on your motor can help reduce this risk.
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4. Start-stop frequency plays a big role in heat damage. Excessively starting, stopping, and starting the motor
again won’t allow it to cool properly. The result is a high-heat environment that wears on the integrity of
components.
5. Vibration from a condition like soft foot leads to excessive heat. If vibrations are severe enough, they’ll raise
temperatures to unsafe levels and stress components beyond their capacity for heat.
6. High ambient temperatures
If a motor is running in a much warmer environment than it was designed for, it can overheat because the
ambient temperatures will make it more difficult for the motor to cool down properly. Check the insulation
class of your motor (found on the motor’s nameplate).
7. High or low voltage supply
Power supply may be insufficient due to amp draw. In order to overcome load or inertia at a stand-still, the
motor’s running current will be too much high under load. Incorrect voltage supply will make the motor work
harder and could cause it to overheat.
Alternate Marine Power (AMP) or Cold Ironing
.cold ironing
Alternate Maritime Power or AMP is an anti-pollution measure which helps in reducing air pollution generated
from diesel generators by using shore electric power as a substitute.
AMP is used when the ship is stay at port, required to stop idling the engines (low load operation) and
transfer the power source to a land base. This allows the ship to switch-off its generators. It helps in significant
reduction in noise and air pollution.


AMP done with the help of supply cables that are plugged into an electricity supply board in the port on
one end and to the ship’s power supply board on the other. The process is called cold ironing.
At present, there are four different variations in the AMP that is provided from the port to a ship.




11000 Volts of AC (Alternate Current)
6600 Volts of AC
660 Volts of AC
440 Volts of AC
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The AMP system comprises major components such as – Cable Reel, Reel Control Centre & Pendant, Amp
Connection Box, 6600v Shore Panel, Transformer, Main Switch Board, Amp Control Panel.
MAIN SWITCHBOARD SAFETY DEVICES
.switchboard safety device .switch board safety device .msb














Dead front type switchboard,
Fuses,
Circuit breakers,
Relays,
Under Voltage relay,
Earth fault indicators,
Reverse power trip,
Preferential trip,
Over current trip,
Short circuit trip,
Circuit breakers: A circuit breaker is an auto shut down device which activates during an abnormality in
the electrical circuit. Especially during overloading or short circuit, the circuit breaker opens the
supplied circuit from MSB and thus protects the same. Different circuit breakers are strategically
installed at various locations.
Fuses: Fuses are mainly used for short circuit protection and comes in various ratings. If the current
passing through the circuit exceeds the safe value, the fuse material melts and isolates the MSB from
the default system. Normally fuses are used with 1.5 times of full load current.
Over current relay: OCR is used mainly on the local panel and MSB for protection from high current.
They are installed where a low power signal is a controller. Normally relays are set equivalent to full
load current with time delay.
Dead front panel: It is another safety device provided on the Main switch board individual panels
wherein you cannot open the panel until the power of that panel is switched off.
378
High Voltage Safety:
.high voltage safety
379
380
Personnel who are required to routinely test and maintain HV equipment should be trained in the necessary
practical safety procedures and certified as qualified for this duty.
 Approved safety clothing,
 Highly insulating safety gloves
 footwear,
 eye protection and
 hard hat should be used where danger may arise from arcs, hot surfaces and high voltage etc.
Safety equipment should be used by electrical workers includes insulated rubber gloves and mats.
Safety equipment is tested regularly to ensure it is still protecting the user.
A insulated material or rubber mat can be used as a dead front of all electrical installations and equipment.
The access to HV switchboards and equipment must be strictly controlled by using a permit-to-work scheme
and isolation procedures together with live-line tests and earthing-down before any work is started. The
electrical permit requirements and procedures are similar to permits used to control access in any hot-work
situation, e.g. welding, cutting, burning etc. in a potentially hazardous area.
What Are The Additional Safeties On High Voltage System?
> HV circuit breakers either air, gas or vacuum breakers.
> To minimize the size of earth fault current, neutral earthing resistor is using in HV system. Better insulating
material like Micalastic is used.
> HV equipment are well designed to have an insulation life of 20 years
> Special relays are provided for overall circuit protection of HV circuit
> Earthing down is essential for HV maintenance which should be declared in Electrical Permit to Work.
381
ER Overhead crane electric diagram and safeties:
Electric diagram:
.overhead crane .ohc .oc .oh crane
382
A General Overview of Engine Room Crane and Safety Features
The engine room crane consists of a motor coupled with wire drum so that the motor can lift or lower the
crane hoist by winding or unwinding the wire over the drum. The whole system is then fitted in a trolley.
Two pathways are built with a rack and pinion arrangement, both in transverse and longitudinal direction of
the engine room and over the main engine, where the trolley is placed so that the whole unit can move foreaft and port starboard.
A remote is provided so that the crane can be operated from any position, thus allowing the user to keep a
safe distance from the lifted load. It is the duty of the responsible engineer onboard to operate the crane and
to have regular checks on the safety and working of the crane. Second engineer is responsible for operation,
maintenance, and safety checks of the engine room crane.
Safety Features of Engine Room Crane:
.ohcs
1) The most important safety feature of the crane is the electromagnetic fail-safe brakes which do not allow
the crane to fall with the load even when there is failure of power. For this:
– Normally centrifugal brakes are fitted inside the rotating drum.
– The brake pads are always in applied state and pushed by magnetic springs when not in operation or
when there is a power failure.
– As the crane is operated or the power is supplied, the spring gets pulled inward or compressed due
to the electromagnetic effect of the current. This allows the crane to be operated normally.
2) Emergency stop is provided in the remote so that the operator can stop the crane at any time.
3) The motor is fitted with distance limit switch in both transverse and longitudinal direction so that the travel
of the trolley limited and hence crane should not overshoot the rack’s end.
4) Mechanical stoppers are provided for both directions in case the electrical distance limit trips fail.
5) The up and down travel of the hook is also attaches with automatic stopper to avoid overloading of the
motor.
6) The motor is fitted with thermal protection trip. When the motor windings get overheated, trip will activate
saving the motor winding from burning.
7) Load limit switch is also fitted which will trip the motor if the load to be lifted is above the crane capacity.
Operational safety checks
1) It’s the responsibility of senior officers to operate the crane and to make sure all the personnel involve in
any lifting operation are at a safe distance during operation of the crane.
2) Additional tools like eye-bolts, shackle, wire sling, belts etc. used for lifting must be checked before use.
3) It should be noted that no one walks or stand below the crane when it is in the loaded condition.
1) Daily checks
•
Check the lubrication
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•
•
•
•
•
•
Check the noise level by operating the crane without load
Check the heat generation
Check all the limits and trips are working properly
Check the contact areas of electrical equipment
Check the brake operation
Check condition of clamp in the hook
2) PMS
•
•
•
•
•
1.
2.
Overhauling of motor
Greasing of wires
Renewal of wire ropes
Annual survey
Load test
Grease: Wire ropes, rollers, plain bearings are applied with grease for smooth working.
Oil: Lube oil is used for lubrication of ball bearing and roller bearing of hoisting and slewing gears.
Check the oil level regularly and replenish once the level is below the mark.
3.
4.
5.
6.
7.
Inspect the wire rope for twisting, any unstable, any fracture
Inspect The Gears: for any noise, damage on teeth
Check Condition Of Sheave/pulley
Hook condition
Brake condition: The engine room crane is equipped with electromagnetic brake with fail-safe
arrangement. This is the most important safety arrangement provided in the crane.
How to find out an Earth Fault?
.earth fault
The seriousness of the action to be taken on an Earth Fault depends on the part of the electrical system it
affects. Conventional ships which operate on 3 Phase, 440V, have earth fault indicators installed on all three
phases. Any earth fault on a 440V system is considered to be a serious trouble and immediate action is
required to identify the faulty circuit. Any earth fault on 220V or any low voltage lighting circuit can be
considered as important but need not require immediate attention. However, attention should be paid at the
next earliest opportunity.
Finding Earth Fault on 440V circuit





Whenever there is an earth fault alarm, immediately inform to electrical officer (if he is on board).
First action is to check the trueness of the alarm. Usually there will be a test button which when
pressed, resets the alarm and rechecks the condition of the earth fault.
If the ship is having IAS (Integrated Automation System), check on the computer in the list of events
after which the alarm has activated.
If IAS facility is not available, there is only one option of isolating each and every machinery in the 440
V circuit and check whether the earth fault indication returns back to normal.
Isolation of all machinery, which operates on 440V, is not always possible. Certain critical equipment
like steering gear and lubricating oil pumps cannot be isolated for when the ship is underway. However
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changeover can be done from running machinery to the standby one and thus the earth fault can be
found.
Finding Earth Fault on 220V Circuit
Finding an Earth Fault on a 220V circuit is comparatively difficult than a 440V circuit. The main reason being
the lighting circuits found all round the vessel. However, any earth fault alarm with respect to a 220V circuit is
usually treated as important but not an emergency.
1.
2.
3.
4.
Check the trueness of the alarm.
Isolate the complete Group start panel for a lighting division one by one.
Check the Earth Fault indicator for status (still faulty or normal).
If faulty, then put on the breaker which is put off earlier and isolate other group start panel for lighting
circuit.
5. Once the group start panel is identified, then individual lighting switches are turned off one by one and
checked for the alarm condition.
6. When any switch when turned off and thus the condition becomes normal, then this lighting circuit is
marked and then inspection is done on the particular light for abnormalities.
Ingress of moisture is most common reason for an earth fault.
Alternate Idea: Instead of turning off breakers one by one for the lighting circuit, I followed a method where I
turned off all lighting circuit of a particular doubted area. This method helps usually when there are two or
more earth faults in 220V lighting circuit. By turning off all the breakers of a particular area, then switching on
the breaker one by one will eliminate multiple earth faults.
When I turned off lighting switches one by one, it was difficult for me to identify multiple earth faults.
Once the particular faulty circuit is spotted, then we have to further break them into individual dividable
pieces and check them for earth faults. For this as usual, we use megger against earth.
By removing fuse of the two phase lines, each line can be tested and the fault pinned down.
Stroboscopic Effect:
.stroboscopic effect .stoboscopic
The light falling on the moving parts of any machinery causes it to appear either running slow or in reverse
direction or even may appear stationary. This effect is known as the stroboscopic effect.
Reason for Stroboscopic Effect:
In alternating current, for every cycle of current or voltage waves, the waves pass through zero -crossing
twice. In our electrical system, we have lamps supplied with 50 Hz or 60 Hz AC supply.
Suppose we are supplying an AC supply of 50 HZ. This means that with a supply frequency of 50 Hz, the
lamp will turn off 100 times per second because for 50 Hz supply the voltage or current waves passes
through zero-crossings 100 times per second. But, due to the persistence of vision, our eyes do not
notice this turning off phenomenon which leads to the stroboscopic effect.
385
Methods to Avoid Stroboscopic Effect
This pattern of illusions is not allowed in industries as this may lead to accidents. This is the main reason
Fluorescent lamps are not preferred in industries.
However, this effect occurs in three-phase as well as single-phase supply. It can be avoided by some simple
techniques.
Method to Avoid Stroboscopic Effect in Three-Phase Supply
If the syst.heem is supplied with a three-phase supply, adjacent lamps should be fed with a different phase so
that the zero instants of the two lamps will not be the same.
Method to Avoid Stroboscopic Effect in Single-Phase Supply
If single-phase supply is only available, then the connection of two adjacent lamps is made such that the two
lamps are connected in parallel with the supply.
In one lamp connection, a capacitor or condenser is kept in series with the choke. This makes a phase shift and
eliminate the stroboscopic effect
Ex-I: Intrinsic Safety():
.ise .intrinsically safe .exi
Intrinsically safe equipment:
Electric arc or spark on flammable vapor increases the energy of the vapor and air locally so that particles are
activated and creates a violent chemical reaction which is known an explosion. A weak spark does not have
sufficient thermal energy to heat the local flammable mixture. Because energy generation rate is slower than
energy dissipation rate. so no explosion occurs.
An intrinsically safe circuit is one that is designed for a power so low that any spark produced by it is incapable
of igniting the flammable gas.
Intrinsically safe equipment uses such circuit. It is unable to produce strong enough spark to create explosion.
Intrinsically safe equipment is made into two standards. Ex-I(a) and Ex-i(b). Ex-i(a) is used in more hazardous
area while Ex-i(b) used in less hazardous area. This method of protection is suitable for electrical supplies at
less than 30 volts and 50 miliamps. It is used for instrumentation and control functions.
Design:
The equipment and system design in such a way that capacitance and inductance is kept minimum, to prevent
storage of electrical energy which could generate spark. Ex-I devices cables are not permitted to keep in the
same tray as other cables.
The whole system is earthed and protection is provided by shunt diode safety barriers between hazardous and
non-hazardous area. The safety barriers have current limiting resistors and voltage by-passing Zener diodes to
prevent excessive electrical energies from reaching the hazardous area. Intrinsically safe equipment is needed
to be certified by administration.
386
Ex-d: exd
.exd
387
388
Intrinsically Safe Equipment:
intrinsically safe equipment is defined as "equipment and wiring which is incapable of releasing sufficient
electrical or thermal energy under normal or abnormal conditions to cause ignition of a specific hazardous
atmospheric mixture in its most easily ignited concentration."
NAVAL
Stresses in Ships
.stresses in ship .stress on ship .stress in ship .stresses on ship
A ship at sea is subjected to a number of forces causing the structure to distort. Initially, these may be divided
into two categories, as follows:
Static forces –
Ship floating at rest in still water.
Two major forces acting:


the weight of the ship acting vertically down
buoyancy acting up
Dynamic forces –
due to the motion of the ship and the sea the structural stresses, caused by the above forces, to which the
ship structure is subjected may be categorized as:
1. Longitudinal stresses (hogging and sagging)
2. Transverse stresses (racking and the effects of water pressure)
3. Local dynamic stresses (panting and pounding)
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Longitudinal Stress


The forces are two in number, the weight of the ship and all that it carries acting downwards and
the vertical component of the hydrostatic pressure.
Depending upon the direction in which the bending moment acts the ship will Hog or Sag.
Hogging

If the buoyancy amidships exceed the weight due to loading or when the wave crest is amidships,
the ship will Hog, as a beam supported at mid length and loaded at the end.

If the weight amidships exceed the buoyancy or when the wave trough amidships the ship will sag,
as a beam supported at a ends and loaded at mid length.
Sagging
TRANSVERSE STRESSES
Racking
When a ship is rolling in a seaway or is struck by beam waves, the ship’s structure is liable to distort in a
transverse direction as shown.
Water Pressure
Water pressure acts perpendicular to the shell of the ship, increasing with depth. The effect is to push the
ship’s sides in and the bottom up. It is resisted by frames, bulkheads, floor and girders.
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LOCAL DYNAMIC STRESSES
The dynamic effects arise from the motion of the ship itself. A ship among waves as three linear motions.
1. Surging: The forward and aft linear motion (along x) of a ship is called surging.
2. Heaving: The vertical up and down linear motion (along y) of a ship is called heaving.
3. Swaying: The side to side linear motion (along z) of a ship is called swaying.
4. Rolling: The rotational motion of a ship about longitudinal axis is called rolling.
5. Yawing: The rotational motion of a ship about vertical axis is called yawing.
6. Pitching: The rotational motion of a ship about transverse axis is called pitching.
When the ship motions are large particularly in pitching and heaving, considerable dynamic forces can be
created in the structure.
Panting
.panting
As wave passes along the ship, they cause fluctuation in water pressure which tends to create in and out
movement of the shell plating This in and out movement is called panting.
This is particularly the case at the fore end. The rules of the classification societies required extra stiffening, at
the end of the ship, in the form of beams, brackets, stringer plate, etc. in order to reduce the possibility of
damage.
Slamming or Pounding
.pounding
In heavy weather when the ship is heaving and pitching the bows often lift clear of the water and then slam
down heavily onto the sea, which is called pounding.
Extra stiffening require at the fore end to reduce the possibility of damage.
391
Dry Dock
.dry dock preparation .drydock .ddp .drydock preparation
Dry Dock Preparation: Drydock prep
The main objective in carrying out dry docking is to ensure ships are operational and to maintain their class
license. Structural machinery and various components are subjected to inspection and maintenance to ensure
sea worthiness. Dry docking is also required if a ship has sustained damage to the underwater structure due to
grounding, collision or any other damage which will affect the water integrity of the ship’s hull.
Preparation for Dry Docking
Planning:
1.
2.
3.
4.
5.
6.
To brief engine room staffs before docking and ensure they understand their respective duties.
Preparation of machinery survey in dry dock
Preparation of dry dock list.
Study previous dry dock reports and note clearance to be measured.
Ensure all tools and spares are ready for use.
Prepare necessary spares and store, drawings, Manuals, Certificates, special tools and measuring
equipment.
7. Safety meeting to be carried out.
As a second engineer
1. Make a repair and maintenance list, create or obtain a dry-dock handbook if required, and assign
responsible ship staff to their duties on the list. Divide staff into groups to observe the work carried out
by yard gangs.
2. All spare parts must be checked, and repair items kept ready for use.
3. Previous dry dock reports should be studied, and previous clearance measures noted.
4. Clean engine room tank top and bilges.
5. Prepare sewage treatment tanks, dirty oil tanks and bilge tanks.
6. Flushing of bilge lines is to be carried out prior to dry dock.
7. For tankers, all cargo tanks are cleaned and gas freed.
8. Minimum bunkers (Fuel Oil and Fresh water) and ballast carried
9. All tanks and cofferdams must be sounded and recorded.
10. The oil-water separator filter element should be renewed, and the system checked for satisfactory
operation.
11. Fill up Settling and Service Tanks.
12. Press up Air Bottles and Emergency Air Bottle and shut the valves tightly.
13. ME crankshaft deflections to be taken and recorded.
14. All heavy weights secured prior to dry dock.
15. Firefighting plans and safety measures discussed before dry dock
16. Firefighting equipment on board should be checked and kept ready for use.
392
17. Emergency lighting and generator should be tested before entry.
18. Escape routes must be clearly marked.
19. All valves and sea chests to be overhauled must be clearly marked.
20. Shore connections for cooling water and fire line are to be readied.
21. Main engine, generators, and boiler are changed over to diesel oil.
22. CO2 total flooding systems are secured and locked before entry.
23. Vessel must approach dock with even keel.
Trouble/Damage if Dry Docking is Unprepared:
1. Dangerous confusion if no proper defects list is made and staff not briefed.
2. Explosion hazards when hot work is done on a tank not emptied of volatile substances.
3. Engine room bilges may become fire hazards if not cleaned.
4. If spares are not checked, arranged properly, work will be delayed due to time wasted finding or waiting
orders.
5. Leakage due to draining must be pumped to the empty drain/bilge tanks if not empty prior to dry dock.
6. Extra unplanned work needed in shore reception required in dry dock costs time and money.
7. Wrong frequency and power supply information given to dry dock will cause machinery to overheat and
eventually fail.
Procedures Adopted to Ensure Safety During Dry Dock:
1. Firefighting equipment ready at all times.
2. Fire detectors and fire alarm in good working condition.
3. Fire officer at site of work and extinguishers available.
4. Fire line is always ready with 2 hydrants open if no hull work is carried out.
5. CO2 total flooding system door is locked to prevent accidental actuation.
6. Acetylene and oxygen bottles are properly stored and secured.
7. Proper working permits obtained before carrying any work on board; e.g. hot work permit, enclosed
space entry permit.
8. Safety gear worn while working- safety shoes, helmet, overalls, safety goggles, ear mufflers, and gloves.
9. All lifting gears checked to be in good working condition.
10. Safety lamps are used - never use a naked lamp.
11. Escape routes should be clearly marked.
12. Co-ordination of work, so no chemical cleaning and hot work around boiler area is done at the same
time.
13. No transfer of oil carried out in dry dock.
14. No boiler blow downs; in emergency, necessary notice given.
15. No unauthorized personnel or chemicals allowed on board.
16. Ship properly grounded to shore earth.
17. Safety meetings should be carried out every morning before stating the work in dry dock.
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During Docking:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Discuss with the superintendent and dockyard repair manager about repair jobs.
Assist Surveyor and record the survey items.
Witness all alignment works and clearance measurements.
Take and record propeller shaft wear down, rudder wear down and jumping clearance.
Check oil tightness of stern tube.
Check all completed underwater jobs, done by dockyard.
Check all sea valves, shipside valves and cocks, after overhauling.
Check all repaired jobs done by ship staff, and used spares and store.
Make daily records.
Undocking:
1. Check all repair and underwater jobs in accordance with repair list.
2. Check all measurement data are correct and completed. Make price negotiation.
3. When sea water level covers the sea chest, each sea valve should be opened and checked for any
leakage.
4. Test run the ship generators, until satisfactory, and cut out shore supply, cut in ship generator,
disconnect the shore connection, restart seawater pump, record the time and read watt meter.
5. Purge air from cooling seawater pumps, run the pumps and check pressure.
6. Prepare for ME.
7. All sea valves, shipside valves, repaired pipes, repaired jobs must be finally checked, before leaving the
dock.
8.
9. All DB tank soundings checked.
After Leaving the Dock.
10. checked ME crankshaft deflection and compare with former record.
11. Prepare for Docking Report.
2/E should be instructed to perform the followings:
a) Label all sea valves, all shipside valves and cocks. Mark the positions of items to be repaired, with tags or
color code.
b) Keep Emergency Fire Pump, Emergency Generator, Air Compressors, Emergency Air Bottle, and portable
Fire Extinguishers in good order.
C) Lock Fixed Fire Fighting Installation, as per shipyard rules.
d) Shut down Boiler, OWS, and Sewage Plant if dockyard does not allow.
e) Lock overboard discharge valve in closed position.
f) Fill up Settling and Service Tanks.
g) Press up Air Bottles and Emergency Air Bottle, and shut the valves tightly.
h) ME crankshaft deflections to be taken and recorded.
I) Hose down tank tops, and empty Bilge Holding Tank, Sludge Tank, Waste Oil Tank.
j) Prepare for receiving of Shore Power Supply, International Shore Connection, cooling arrangement for Air
Conditioning and Provision Plants.
k) Provide fire watch in ER at all times, and follow Dockyard Fire and Safety Regulations.
l) Adjust required trim and draught, with deck officer.
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m) Take soundings of DB tanks and cofferdam.
Ship floor:
.ship floor .ship floor .floor construction .plate floor
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Ship floor construction:
Double bottom, transversely framed floor construction:
→this type of floor construction used in ships of length less than 120 meters.
→Vertical transverse plate floors are provided both where the bottom is transversely and longitudinally
framed.
→Watertight and oiltight plate floors are provided → At the ends of bottom tank spaces and under the main
bulkheads
→ These are made watertight or oiltight by closing any holes in the plate floor and welding collars
around any members which pass through the floors.
→The bracket floors form the transverse stiffeners at every frame, and
→solid plate floors are used at every 3 to 4 frame space, or 1.8 meters intervals, to strengthen the bottom
transversely and support the inner bottom
→ intercostal side girders
→ run longitudinally fastening the transverse members of the floor,
→ it reduces the span of the plates.
→Side girders are continuous members,
→where there is an intersection between a plate floor and a side girder,
→the plate floor is cut and welded on both the sides of the girder
→ it is done to reduce the span of the plate floors,
→ the girders will act as supporting members to the plate floors.
→ Keels are flat plated.
→Intercostal girders or side girders, and plate floors
→ will have lightning holes at regular intervals to reduce the structural weight and
→will have flanged manholes to provide access.
→ Plate floors have drain holes to help drainage of liquids.
→Plate floors are
→further stiffened by flat bar stiffeners, and bracket floors, by angle struts to prevent warping.
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Floors and Different Types of Floors
Unlike structures on land where a floor refers to something horizontal that you can stand on, floors on ships
are the transverse stiffeners mounted vertically on the ship’s bottom. Floor structure is continuous from the
centre to the side plating and supports the inner shell (tank top). They may either be solid plates (no cut holes
except small half round drain holes at the bottom part) or plates with
cut lightening holes.
Solid Floors
It is the easiest to comprehend, and consists of a solid plate, with no
lightening holes cut into it (they lessen the weight of the plate and allow
for the free flow of any liquids stored in the space). Normally it form a
tank, below watertight bulkheads these floors are using
Plate Floor
Plate Floor is the one if the stiffener / floor plate is made of a solid plate
with openings. This is done to optimize weight and also to allow free flow of
fluids based on the purpose of the floor plate / part of the ship (Like a tank)
Bracket Floor
Bracket floor is the one if the stiffener / floor plate is made of a built-up
section with a large opening. This is also done to optimize the weight,
provided where much strength / structural integrity is not required and
also on the purpose of the area of the ship
Fore end structure: FWD Construction, Forward Construction
.FWD Construction .forward construction .fwdc .fore end construction
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FWD construction is forward of the collision bulkhead.
The chain locker is included as it is usually fitted forward of the collision bulkhead below the second
deck or upper deck, or in the forecastle itself
On the forecastle deck the heavy windlass seating is securely fastened and given considerable support.
The deck plating thickness is increased locally, and smaller pillars with heavier beams and a centre line
pillar bulkhead, may be fitted below the windlass.
Stem
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On many conventional ships a stem bar, which is a solid round bar, is fitted from the keel to the
waterline region, and a radiused plate is fitted above the waterline to form the upper part of the stem.
This forms a ‘soft nose’ stem, which in the event of a collision will buckle under load, keeping the
impact damage to a minimum.
The solid round bar is welded inside the keel plate at its lower end, and inside the radiused stem plate
at its upper end,
the shell is welded each side to the radiused plate.
breast hooks’ is used to support that part of the stem which is formed by radiused plates between the
decks and below the lowest deck, to reduce the unsupported span of the stem.
Panting stringer provided to counteract the panting stress. Panting stringer are triangular shape.
Panting stringer are situated 2 meter above the keel and every 2 meter apart one panting stringer is
fitted.
Where the plate radius is large, further stiffening is provided by a vertical stiffener on the centre line.
The thickness of these plates is greater than the forward side shell, but the thickness may taper near
the side shell at the stem head.
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Aft End Structure:
.aft structure .aft end structure .aftend structure .aft end construction .aft construction .aec
Considerable attention is paid to the overall design of the stern in order to improve flow into and away from
the propeller. There are two types of stern. Cruiser stern, Transom stern. Cruiser stern used previously, but
today most of these vessels have a transom stern. A cruiser stern presents a more pleasant profile and is
hydrodynamically efficient, but the transom stern offers a greater deck area aft, is a simpler construction, and
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can also provide improved flow around the stern. Many forms of rudder are available, depending on the
manoeuvering needs. Both the shape of the stern and the rudder type will determine the form of the stern
frame, and this will be further influenced by the required propeller size. The propeller shaft and the rudder
stock pierce the intact watertight hull, so particular attention should be given. The safety of the ship may
depend on these arrangements.
Stern Construction:
.Stern Construction
Flat stern plating stiffened with vertical stiffeners. Deep floors and a centre line girder are provided at the
lower region of the transom stern construction. Panting arrangements at the aft end are provided.
Stern Frame
.stern frame construction .sfc
The form of the stern frame is influenced by the stern profile and rudder type. To prevent serious vibration at
the after end there must be adequate clearances between the propeller and stern frame, and this determines
its overall size.
The stern frame of a ship may be cast, forged, or fabricated from steel plate and sections. On larger ships it is
generally either cast or fabricated,
the casting done by a specialist works outside the shipyard. Larger stern frames cant be casted easily due to its
bigger size. Also the transportation is a problem .So it may be cast in more than one piece and then welded
together after bringing the pieces to the shipyard. Fabricated stern frames are produced by the shipyard itself,
plates and bars being welded together to produce the stern frame.
Forged stern frames are also produced by a specialist manufacturer. And may also be made in more than one
piece where the size is excessively large or shape is complicated. Sternpost sections are made streamlined
form, in order to prevent eddies being formed behind the posts. Eddies can lead to an increase in the hull
resistance.
Welded joints in cast steel sections will need careful preparation and preheating. Both the cast and fabricated
sections are supported by horizontal webs. The connection of the stern frame to the hull structure is very
important, the rotating propeller supported by the stern frame may set up serious vibrations. The rudder post
is carried up into the main hull and connected to the transom floor which has an increased plate thickness.
Also the propeller post may be extended into the hull and connected to a deep floor, the lower sole piece is
carried forward and connected to the keel plate. Side shell plates are directly welded to the stern frame.
types of Marine Oxygen Analysers:
.oa .o2 analyser .oxygen analyzer .oxygen analyser
Regardless of the type of inert gas system – flue gas system, inert gas generator, nitrogen generator, etc – the
data from oxygen analyzers ensures that the oxygen level of the product gas fulfils the required setting
(typically 5% or less), which is the safety requirement to prevent cargo explosions. It also monitors the fuel to
air ratio during combustion, which can be used to attain combustion and boiler efficiency.
There are three main types of marine oxygen analyzers available:
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Zirconia Oxygen Analyzers
The main components of zirconia oxygen analyzers are a zirconia tube, porous platinum electrodes, and a DC
voltmeter.
The platinum electrodes are both on the inner and outer side of the zirconia tube. One – either the inner or
outer – side of the tube is in contact with the process/sample gas while the other is exposed to the
surrounding air for reference. Because of the difference in concentrations of both gases, oxygen makes its way
through the electrodes and tube from the more concentrated side to the less concentrated. During this
process, the platinum acts as a catalyst by helping oxygen molecules to split into ions, allowing them to pass
through the zirconia.
The DC voltmeter is then attached to the inner and outer electrodes for a potential difference reading. This
measurement lets the analyzer accurately display the oxygen concentration in the gas being tested.
One of the main benefits of the zirconia oxygen analyzer is that it doesn’t require a sealed reference gas,
which means that it can be utilized in any environment, even those with high temperatures and pressures.
This is because instead of directly measuring the concentration of gas, it measures the partial pressure of the
oxygen in a sample.
However, one major disadvantage of the system is that the temperature within the analyzer needs to be high
for the oxidation process to occur. This causes changes in the sample gas temperature and high power
consumption.
Galvanic Oxygen Analyzers
Galvanic oxygen analyzers are fuel cell based and thus involve an anode, often lead (Pb), and a cathode, often
silver (Ag), reaction, similar to a battery. Both the anode and cathode are in an electrolyte solution of
potassium chloreate. The cell contains a Teflon membrane that allows the oxygen to penetrate and gain the
electrons emitted by the anode at the cathode, proportional to the rate of oxygen pressure.
The flow of electrons from this process creates a current that is proportional to the oxygen concentration,
resulting in an oxygen measurement.
This type of oxygen analyzer is low cost and accurate within 0.1% of its oxygen percentage display, detecting
any oxygen level from 0% to 100%. It is also very compact and doesn’t require any external power as the
reaction it uses naturally occurs.
Paramagnetic Oxygen Analyzers
These types of oxygen analyzers make use of magnetic fields to measure oxygen levels. Because oxygen
molecules are attracted by magnetic fields, as the gas being tested passes through this field, its rate of flow is
impacted in proportion to the level of oxygen in the gas. This rate is then used to calculate the amount of
oxygen present.
The device can detect oxygen levels from 0.5% to 100%. Though these analyzers are relatively uncommon,
they are very stable and aren’t impacted by mechanical shock. Still, an issue with paramagnetic analyzers is
that their readings can be affected by other gases that may mix with the test sample.
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Differences between MC/MC-C and ME/ME-C engines
The electrohydraulic control mechanisms of the ME engine replace the following components of the
conventional MC engine:
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Chain drive for camshaft
Camshaft with fuel cams, exhaust cams and indicator cams
Fuel pump actuating gear, includiismng roller guides and reversing mechanism
Conventional fuel pressure booster and VIT system
Exhaust valve actuating gear and roller guides
Engine driven starting air distributor
Electronic governor with actuator
Regulating shaft
Engine side control console
Mechanical cylinder lubricators.
The Engine Control System of the ME engine comprises:
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Control units
Hydraulic power supply unit
Hydraulic cylinder units, including:
o Electronically controlled fuel injection, and
o Electronically controlled exhaust valve activation
o Electronically controlled starting air valves
o Electronically controlled auxiliary blowers
o Integrated electronic governor functions
o Electronically controlled Alpha lubricators
Types of bulk carrier:
.bulk carrier type .types of bulk carrier
Handy size: DWT up to 50000
Handymax: 40000 – 50000 (150-200m)
Panamax: max size that can travel through Panama canal
Capsize: big size dry cargo ships, 170000 dwt, 290m, can not transit through suez canal, Panama canal. So have
to pass through Cape agulhas(south Africa), cape horn(chillie)
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Terms & Conditions for on-line oral examination via Skype
.tac .terms and conditions
1. All candidates3 must comply with these Terms and Conditions. When applying for on-line oral
examination they must confirm that they have read and understood these Terms and Conditions and
agreed to abide by them.
2
4
On receipt of e-mail and fees from the candidate, MPA4 would inform the candidate the date and time of
on-line examination (Singapore time i.e. UTC +0800). If a candidate confirms that the proposed date and
time are acceptable, the Oral examination will be conducted during the time mentioned. In case, MPA’s
examiner is not able to take the examination (e.g. due to illness or other urgent work), the examination
may be postponed, and candidate will be informed of the amended date/time. If a candidate is unable to
attend the examination, he should inform MPA at least 2 working days in advance, otherwise the
examination fee may be forfeited (unless there are valid reasons for not attending the examination).
Technical Requirements
Candidates are required to make their own arrangement for an IT instrument with the following facilities:
•
Internet access with enough bandwidth for the video-call.
•
•
•
Microsoft Teams apps/programme installed and an active Teams account.
Camera, micro-phone and earphones (or speaker) to enable video-conferencing. The computer should
be placed in such a way that the examiner can clearly see the candidate’s upper body, and hands when
seated.
Personal identity (IC or passport) for purpose of verifying.
•
Necessary stationeries, such as paper, pen and pencil, ready for use during the oral examination.
•
A suitable venue for taking examination. It should preferably be in a separate room with minimum
ambient interferences and no disturbance for example, from other people. There should not be any
other person present in the room or reference materials nearby when the examination is being
conducted. Internet café or similar public places will not be accepted.
•
Candidate and the device shall be ready at least 15 minutes before the commencement of the oral
examination. MPA’s examiner will initiate the video call.
5. The Candidate should be in neat attire while taking the oral examination; smart casual is acceptable.
6. MPA will not tolerate any form of cheating such as assistance from other source during the
examination, impersonating etc. should the Candidate be found involved in cheating, he/she will be
failed immediately and barred from taking subsequent examinations for 2 years.
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7. Recording of the oral exam (by the computer or other device) is not allowed. MPA will not be
responsible if the examination is discontinued due to failure or disruption of internet other than
unexpected IT technical/network issues, and
8. Breach of any requirements stated in these Terms & Conditions results in immediate failure.
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