marine engg notes 2

8/18/2019 Marine Engg Notes 2

http://slidepdf.com/reader/full/marine-engg-notes-2 1/110

what is gross tonnage, net tonnage, light ship

or light weight, dead weight tonnage

Gross tonnage (GT) is a function of the volume of all ship's enclosed spaces(from keel to funnel) measured to the outside of the hull framing. The numerical value for aship's GT is always smaller than the numerical values for both her gross registertonnage and the GRT value expressed equivalently in cubic meters rather than cubic feet.

t is calculated by using the formula ! " where V # total volume in m$ and K #a figure from %.&& up to %.$&" depending on the ships sie (calculated

by ! )

Net tonnage (T) is based on a calculation of the volume of all cargo spaces of the ship. tindicates a vessels earning space and is a function of the moulded volume of all cargo

spaces of the ship.

Lightship or Lightweight measures the actual weight of the ship with no fuel"

passengers" cargo" water" etc. on board.

Deadweight tonnage (often abbreviated as DWT for deadweight tonnes) is the

displacement at any loaded condition minus the lightship weight. t includes the crew"

http://marinenotes.blogspot.in/2012/07/what-is-gross-tonnage-net-tonnage-light.html






passengers" cargo" fuel" water" and stores. *i+e ,isplacement" it is often expressed in long

tons or in metric tons.

--

marinenotes.blogspot.in

Safety trips simulation of boiler & Boiler

mountings

Safety trips simulation of boiler:

•

Low - low level trip : isolate steam and water valve then open drain of oatchamber.

• High Pressure trip: reduce settings of high pressure trip or raise steam to

trip condition.

• Flame failure trip: pull out the sensor to simulate ame out condition.

• FO pressure low: stop FO pump

• Atomiing steam pressure low: shut atomiing steam pressure

• !ontrol air pressure low: shut control air valve to boiler controls

• Flue gas temperature high: open the temp sensor and put in hot oil bath.

Boiler mountings:

• "afet# valves

• $ain steam stop valve

• %urner assembl#

• "oot blowers

• Air vent

• %ottom blow down valves

• "cum blow down valves

http://marinenotes.blogspot.in/

http://marinenotes.blogspot.in/2012/07/safety-trips-simulation-of-boiler.html


http://marinenotes.blogspot.in/





• Furnace drain

• &auge glass steam and water valves

• $ain and au'iliar# feed water valves

• (alves to pressure gauges and transmitters

• $anholes)mudholes and peepholes

• (alves for remote water level indicator

• "team and water valves for lever alarms and trips

• *ater sampling valve

• !hemical feed valve.

How to train juniors on board ?

How to train juniors on board ?

http://marinenotes.blogspot.in/2012/07/how-to-train-juniors-on-board.html

http://marinenotes.blogspot.in/2012/07/how-to-train-juniors-on-board.html



+ At ,rst teach him about personal safet# and let him now his emergenc#situations and duties

+ each him about emergenc# signals) various alarms) emergenc# escaperoutes etc.

+ Let him familiarie engine room machiner#) dec e/uipment andaccommodation.

+ ell him to prepare a la#out of engine room machiner# and ,re ,ghtinge/uipment

+ Asses his nowledge and e'perience

+ Prepare a training program according to A0% 1training and assessmentrecord boo2

+ ell him to trace and draw all pipelines one b# one including its function andsafet#

+ rain him for a particular machiner# one b# one: function of that machiner#)safet# of that machiner#) describe the operation principle) show him how tostart ) run and stop of that machiner#) ,nall# let him start) run and stop ofthat machiner# in front of #ou.

+ &raduall#) teach him preparation and operation of all au'iliar# machiner#and main machiner#

+ Let him carr# our overhauling of puri,er) air compressor) au'iliar# machiner#etc with a responsible person.



+

Mercantile Marine Department's MMD in

ndia!

MMD MUMBAI-ercantile -arine ,epartment

ld /.G.. 0uilding"1%1" -aharshi 2arve Road"-umbai 3 4%% %&%" ,5Tel. o.! 613&&3&&%$ 67718ax ! 613&&3&&%1 $$%9:3mail !mmdmumbai;gmail.commumbai;mmd.gov.in

http://marinenotes.blogspot.in/2012/07/mercantile-marine-departments-mmd-in.html






MMD CHENNAI-ercantile -arine ,epartment

5nchorgate 0uilding" &nd 8loor"<.0.o.=%%4" Ra>a>i ?alai"/hennai @A%% %%1Tel o! %443&=&= 11%9B11%78ax o! %443&=&$&6&6:3mail !mmdchennai;vsnl.netchennai;mmd.gov.in

MMD KOLKATTA-ercantile -arine ,epartment-arine Couse" Castings"2ol+ata39%% %&&Tel o!%$$3&&&$ %&$AB$9B$7B%&&6

8ax o! %$$3&&&$3%7=$:3mail !pommdcal;vsnl.com"pommd+ol;sify.com"+ol+ata;mmd.gov.in

MMD DELHI-ercantile -arine ,epartment

531$"?ector &4",eep 0havan"oida(D.<.)"ew ,elhiTel o! %1&%3&41&=%7B&4111A7:3mail !delhi;mmd.gov.in

MMD KOCHI-ercantile -arine ,epartmentEillington sland" orth :nd <" 2ochi3A7& %%6Tel o! %4743&AAA1%48ax o! %4743&AA94&4:3mail !surveyor;md4.vsnl.net.in+ochi;mmd.gov.in

MMD HALDIA-ercantile -arine ,epartment-arine Couse" 1st 8loor Caldia ,oc+ /omplex<. /hiran>ibpur ,ist. -idnapur" Caldia39&1A%4Tel ! %$&&4 3 &=&$1$ B &=&6A7:3mail !



haldia;mmd.gov.in

MMD GOA-ercantile -arine ,epartmentGoa34%$ 7%$Tel o!%7$&3&=&%A198ax o!%7$&3&=&%9$6:3mail!mmdgoa;sancharnet.ingoa;mmd.gov.in

MMD VIHAKA!ATANAM-ercantile -arine ,epartmentew <ort 5rea" Carbour 5pproach Road"Fisa+hapatnam3=$% %$=Tel o! %7613&=%147B&=&=49=8ax o! %7613&=A7$4&

:3mail !mmds+47;sancharnet.inviag;mmd.gov.in

MMD MANGALO"E-ercantile -arine ,epartment. /. *ab 0uilding"ew -angalore <ort Trust" <anambur -angalore @ =9= %1%.Tel B 8ax o.%7&43&4%%4$%:3mail!mangalore;mmd.gov.in

Bun"ering #uide$commencement of anybun"ering operation

http://marinenotes.blogspot.in/2012/07/bunkering-guidecommencement-of-any.html






Bun"ering operations are governed in general terms internationally by the IMO’s MARPOL

Annees I ! "I. #OLA# $hapter "I Regulation %.& also re'uires that a Material #afety (ata#heet be provided for oil produ)ts )arried on board ships. In addition to the IMO regulations*

many states* and even individual ports* have their o+n regulatory regimes )overing bunkering

operations. It is of paramount importan)e that prior to )ommen)ement of any bunkeringoperation* a )he)k is made +ith the lo)al agent and,or bulk supplier for information and

guidan)e pertaining to the lo)al regulations.

he MARPOL Anne "I sulphur limits and appli)ation dates are as follo+s

/ & 0uly 12&2 3 #ulphur )ap in 4mission $ontrol Area’s 54$A’s6 redu)ed from &.%27 to

&.227 / & 0anuary 12&1 3 8lobal sulphur )ap to be redu)ed from 9.%27 to :.%27

/ & 0anuary 12&% 3 #ulphur )ap +ithin 4$A’s to be redu)ed to 2.&27

/ & 0anuary 1212 3 8lobal sulphur )ap to be redu)ed to 2.%2

%uel ypes

here are t+o types of bunker fuel oil

/ Residual fuel 3 available in varying vis)osities and high and lo+ sulphur variants/ (istillate fuel - marine diesel ! gas oil

Residual fuels are a mi of refinery residual fuel and distillates blended to meet spe)ifi)ation

re'uirements.(istillate ;uel 5+hi)h is produ)t obtained by )ondensing the vapours distilled from petroleum

)rude oil or its produ)ts6 )omes in t+o variants and again* both are available +ith varying

levels ofsulphur )ontent/ Marine 8asoil 3 5M8O6 )lear and not )ontaining any residual

)omponent

/ Marine (iesel Oil 3 5M(O6 essentially a distillate fuel +hi)h may)ontain a small amount of residual )omponent.

perations

<ealth* #afety* environmental prote)tion

#OLA# $hapter "I Regulation %-& re'uires that a Material #afety (ata #heet 5M#(#6 for

MARPOL Anne I type $argoes and Marine ;uel Oils shall be provided to the ship by the

supplier prior to loading or bunkering= this is to assist shipboard personnel in )arrying outtheir duties under safe )onditions. M#(#s might in)lude the follo+ing +arnings and

guidan)e

;uel oil and vapours may/ Ignite

/ $ause di>>iness and heada)hes

/ $ontain hydrogen sulphide +hi)h is highly poisonous/ <arm or )ause irritation to skin



/ Irritate the mouth and lungs

Pre)autions

/ ?ever enter an en)losed spa)e not approved as safe for entry/ #tand to +ind+ard +hen opening tank lids or sampling points

/ @se goggles

/ ear suitable gloves/ ear suitable +orking prote)tive )lothing

/ $hange out of any oil-soaked )lothing as soon as possible

;ire Pre)autions

/ Beep all bunker fuel a+ay from naked flames* sparks or other sour)es of ignition

/ Beep all bunker fuel a+ay from heated surfa)es

/ (o not smoke on de)k during bunkering operations/ (o not smoke near fuel tanks* or other lo)ations +here fuel vapours may be given off

#afety and 4nvironmental Prote)tion

/ Bno+ and use the appropriate #afety Management #ystem )he)klists and pro)edures for

bunkering* and if appli)able* for #hip to #hip operations/ Bno+ the ship’s #hipboard Oil Pollution 4mergen)y Plan 5#OP4P6 or #hipboard Marine

Pollution 4mergen)y Plan 5#MP4P6/ #hip’s oil spill e'uipment is to be ready and available in a))ordan)e +ith the

#OP4P,#MP4P

/ 4nsure that proper lines and means of )ommuni)ation internally and eternally are

established prior to )ommen)ing operations* in)luding parti)ularly agreement on ho+ shipstop or supplier stop instru)tions +ill be given* a)kno+ledged and implemented

/ Any spill in )onne)tion +ith a bunkering operation must immediately and in a))ordan)e

+ith the #OP4P,#MP4P be reported to the appropriate bodies* in)luding but not limited too Port Authorities

o Port #tate Authoritieso O+ners,Operators,Managerso #hip’s P!I $lub

o Oil #pill $ontra)tors,Cualified Individual* if appli)able

o #hip’s ;lag #tate

(lanning for a bun"ering operation

he follo+ing points should be )overed in the on board pro)edures of the vessel ho+ever and

are restated here for the sake of )larity.Prior to bunkering the staff and )re+ involved must be a+are of

/ he 'uantity and grades of fuel to be re)eived.

/ he method of delivery 5pipeline* barge or road tanker6./ he tanks and pipeline systems on board that +ill be used during the operation*

/ he order in +hi)h the tanks +ill be filled.

/ he anti)ipated pumping rate and duration of the operation./ ho +ill be responsible for ea)h aspe)t of the bunkering.

/ All involved should revie+ the appropriate re'uirements of the vessel #M# and #OP4P

or #MP4P.



Monitoring and watch)"eeping

As +ith all shipboard operations* monitoring of the operation and +at)h-keeping is to be

)arried out in a))ordan)e +ith the #afety Management #ystem* #hip #e)urity Plan and goodseamanship taking into a))ount the prevailing )onditions on board and in the vi)inity of the

ship. here should be a minimum of one de)k +at)h and one engine-room +at)h on duty at

all times overseeing the/ #afe a))ess bet+een shore or ship to ship

/ Dunker transfer )onne)tion

/ Dunker transfer progress 5transfer rate* in order to avoid overfills* bunkers re)eived versus)apa)ity and agreed 'uantity to be

re)eived on board* estimated time of )ompletion* et).6

/ #ampling

*ecord "eeping

All events and operations are to be )arefully entered in both the (e)k and 4ngine log books

respe)tively and )he)ks made that the appropriate entries in the 4ngine Room Oil Re)ord

Dook are also made/ Dunker system maintenan)e and testing

/ Pre-arrival )he)klist/ Dunker loading plan

/ Dunker start-up and )ompletion times

/ #ounding,ullage re)ords

/ Dunker measurement )al)ulations/ Dunker tank gas readings

/ $omplian)e +ith #M#* ##P* in)lusive pro)edures and best pra)ti)es

/ $ompleted bunker )he)klists/ Re)ord book entries 5de)k* engine and s)rap log books6

/ Oil re)ord books/ All bunker-related )ommuni)ations and e)hange of do)uments in)luding o Dunker (elivery ?ote 5D(?6

o Letters of Protest

o ;a)t #heets

o #ounding reports and measurement )al)ulations sheetso Dunker Cuality )ertifi)ates

o Dunker re)eipts

o #ample distribution and re)ords should be )arefully )ompleted* )he)ked* for+arded andfiled as appropriate.

sur+eys/ Pro)edures In ports +hi)h are not in a state +hi)h is party to MARPOL Anne "I the

suppliers sampling pro)edure may not be in a))ordan)e +ith that detailed belo+. he

suppliers may )hose to follo+ good pra)ti)e as detailed belo+ but this +ill be a matter)ontrolled by the regulations in that port and the )ommer)ial agreement bet+een the seller of

the fuel and the buyer of the fuel. A )ontinuous drip sample is to be taken throughout

bunkering at the )losest available sampling point to the re)eiving ship’s bunkering

)onne)tion,manifold agreed bet+een the supplier’s and re)eiver’s representatives.



/ he sampling e'uipment* in)luding a sampling )ontainer* is to be )he)ked for proper

)leanliness and operation.

/ Prior to )ommen)ement of bunkering* proper sealing of sampling )ontainer and needlevalve are to be agreed upon and properly re)orded.

/ #ampling is to start simultaneously +ith the bunkering= if ne)essary* the needle valve

must be adEusted to produ)e appropriate sample flo+./ If the sampling )ontainer is )hanged during bunkering* the ne+ sampling )ontainer and

needle valve must be re-sealed= all sample seal numbers must be re)orded.

/ $ontinuous )he)ks of the sampling )ontainer and needle valve seals are to be )arried out./ After )ompletion of bunkering* both the supplier’s and re)eiver’s representatives are to

verify and +itness the )ondition of the seals before breaking the seals.

/ he sampling )ontainer is to be shaken in order to promote homogeneity of the sample.

/ he sample is to be poured into 9 or % sample )ontainers./ #ample )ontainers are to be sealed +ith uni'uely-numbered seals.

/ #ample labels are to be )he)ked against the uni'uely-numbered seals.

/ Doth the supplier’s and re)eiver’s representatives are to sign the sample labels.

/ #ample labels are to be pasted on the sample )ontainers in the presen)e of the supplier’sand re)eiver’s representatives.

/ All seal numbers are to be re)orded on the sample labels and in the Dunker (elivery ?ote5D(?6.

/ he D(? is to be signed and )ountersigned by the supplier’s and re)eiver’s

representatives respe)tively.

If the vessel is enrolled in a fuel testing programme additional samples +ill be re'uired overand above the statutory samples= these additional seal numbers should also be in)luded on the

D(?. It is

important to remember that in the event of a dispute the samples may be re'uired as eviden)ein a )ourt of la+

Minimum information for a Sample label/ ?ame and IMO number of the re)eiving ship

/ Pla)e or port of bunkering

/ ?ame of bunker supplier

/ ?ame of bunker )arrier 5barge* tanker* tru)k or installation6/ 8rade of bunker fuel

/ (ate and time delivery )ommen)ed

/ #ample method used to obtain representative sample/ Lo)ation at +hi)h sample +as dra+n

/ ?ame and signature of the supplierFs representative

/ ?ame and signature of the re)eiverFs representative/ #eal number 5and also )ross-)he)ked +ith D(?6

$aution

/ (o not sign any sample seals or labels prior to )ompletion of the bunkering

/ (o not sign etra seals or sample labels

/ (o not sign as having re)eived any samples +ithout +itnessing the origin of them



/ Al+ays re-)he)k the )ondition of seals and re)orded seal numbers prior to signing the

D(?

/ If the re)eiving ship is only provided +ith samples of unkno+n origin and,or samples+hi)h have not been +itnessed* su)h samples and asso)iated do)uments should be stamped

and,or marked and,or signed Gsample Hor samples if more than one origin unkno+n* signed

+ithout preEudi)e to a)kno+ledge re)eipt onlyJ and a letter of protest issued to that effe)t./ he samples given to the vessel should be stored in a safe pla)e and retained for a period

5usually at least : months6 before safe disposal. Individual vessel operators may re'uire the

samples to be retained for a longer period/ he re'uirements for the MARPOL sample are more stringent* these must be retained for

a period of & year* either on board the vessel or at a lo)ation +hi)h is Gunder the ships

)ontrolJ

esting

It is )ommon to have the supplied bunkers tested by an appropriate laboratory before use on

board in order to be )onfident that the bunkers are +ithin the agreed spe)ifi)ations and do not

)ontainany substan)es that might diminish performan)e* in)rease +ear and tear of the ship’s engines

or other+ise )ause harm.

Laboratory testing is also used to ensure )omplian)e in MARPOL Anne "I’s 4mission

$ontrol Areas and +ith lo)al regulations re'uiring the use of lo+ sulphur fuels. It is

re)ommended thatany indi)ation of sulphur levels above 9.% 7 or &.2 7 respe)tivelyshould initiate a

notifi)ation to the flag administration* bunker port administration and supplier a))ording to

the re'uirements ofthe IMO Port #tate $ontrol 8uidelines for MARPOL Anne "I as set out belo+

he Port #tate $ontrol Offi)er 5P#$O6 should )he)k +hether the 'uality of fuel oil used on board the ship )onforms to the provisions of MARPOL Anne "I regulations &9 and &K*taking into a))ount appendi I" to the Anne. ;urthermore* the P#$O should pay attention to

the re)ord re'uired in regulation &956 in order to identify the sulphur )ontent of fuel oil used

+hile the ship is +ithin #O emission )ontrol areas* or that other e'uivalent approved means

have been applied as re'uired.It should be noted that in the )ase +here the bunker delivery note or representative sample as

re'uired by regulation "I,&K is not in )omplian)e +ith the relevant re'uirements* the master

or)re+ should have do)umented that fa)t. here fuel oil supply +as undertaken in a port under

the Eurisdi)tion of a Party to MARPOL Anne "I* the P#$O should report that non-

)omplian)e to theappropriate authority responsible for the registration of fuel oil suppliers in a))ordan)e +ith

regulation "I,&K5K65a6.

Measurements and uantity

If possible* both the supplying ship’s and re)eiving ship’s designated fuel tanks for the

bunkering operation should be measured and surveyed before )ommen)ement in order for

supplier’s and re)eiver’s representative to agree upon the )ontent and )ondition of the these



tanks. If there is any disagreement related to the 'uantity* this should form a basis for issuing

a letter of protest but it should be noted that suppliers’ terms and )onditions generally

spe)ifi)ally disallo+ shipboard measurement in )onne)tion +ith any dispute as to 'uantitydelivered.

he tank or tanks should be )he)ked for +ater by +ater finding paste dipping or by using a

tank bottom sampling devi)e. he +ater paste if used in <;O* might indi)ate tra)es of +aterand should form the basis of a letter of protest.

Be aware

Re)eiving shipFs )re+ should be alert to the follo+ing malpra)ti)es

/ #hortening or lengthening of measuring tapes used by the supplier

/ ;alsified tank tables for the supplying tank or tanks

/ (eliberately de)laring in)orre)t densities and temperatures of the delivered fuel or fuels/ Adding +ater= for eample by using the supplying barge’s firepumps or other servi)e-

pumps

/ Dy adding air to the fuel* the so-)alled G)appu))ino effe)tJ

Other less sophisti)ated methods of redu)ing the 'uantity of bunker fuel delivered in)ludeunauthorised or )on)ealed piping bet+een the storage tanks and other un-nominated tanks*

su)h as)offer dams or void spa)es.

-hat is fuel oil blending?

-hat is fuel oil blending?Dlending is a pro)ess for miing t+o or more residual fuel oils and, or distillate fuel oils to

a)hieve a spe)ifi) end produ)t defined typi)ally by referen)e to I#O K1&N* I;O and vis)osity*

sulphur )ontent or other parameters. In pra)ti)e* all bunker fuel is blended at one or more

stages of its Eourney from refinery to ship* o))asionally +ith material that is not suitable foruse as bunker fuel= usually but not invariably* su)h )ontamination is un)overed by laboratory

analysis of delivery samples.

http://marinenotes.blogspot.in/2012/07/what-is-fuel-oil-blending.html

http://marinenotes.blogspot.in/2012/07/what-is-fuel-oil-blending.html



-hat is sulphur ?

-hat is sulphur ?

#ulphur is a naturally o))urring element in )rude oil= it be)omes )on)entrated in the residualheavy fuel during the refining pro)ess. he )on)entration of sulphur in fuel oil depends

primarily on theorigin of the )rude oil. On a +orld+ide s)ale the average sulphur level is in the range of 1-97

m,m 5by mass6.

-hat if there is e.cess water content in

bun"er fuel ?

http://marinenotes.blogspot.in/2012/07/what-is-sulphur.html

http://marinenotes.blogspot.in/2012/07/what-if-there-is-excess-water-content.html


http://marinenotes.blogspot.in/2012/07/what-is-sulphur.html





-hat if there is e.cess water content in bun"er fuel ?

he level of +ater in bunker fuel is normally lo+* about 2.&-2.17 by volume.

he introdu)tion of +ater )an originate from a number of sour)es* in)luding/ ank )ondensation

/ ank leakage

/ <eating )oil leakage/ (eliberate inEe)tion

4ven though not a normal pro)edure* it is possible at least to obtain indi)ations or tra)es of+ater in the delivered fuel by use of +ater paste= if +ater is dete)ted* a letter of protest should

be issued stating that tra)es of +ater in the fuel have been found. he a)tual amount of +ater

present )an normally only be established +hen the +ater has settled do+n at the bottom of thefuel tank* a day or so after delivery.

?ormal levels of +ater in the fuel are usually drained from the ship’s settling tanks +ith theremaining +ater being removed by the purifier and )entrifuge. Most ship’s )an )omfortably

handle fuel oil +ith +ater )ontent up to about 17 before the purifier.

-hat is density ?

-hat is density?

(ensity is important in terms of 'uantity )al)ulations and )orre)t operation of the purifier= it

is also an indi)ator of the energy and ignition 'uality of the fuel oil./ (ensity is the relationship bet+een mass and volume at a given temperature and the unit

is kg,m:. he standard referen)e temperature used in international trade for density)al)ulation

of petroleum produ)ts is &%$. Applying this density at &%$ to the volume gives the +eight

in va)uum./ he relationship bet+een density and +eight fa)tor in air for fuel oils is approimately

&.& kg,m:. o )onvert density at &%$ to the +eight fa)tor in air at &%$* &.& kg,m: should be

http://marinenotes.blogspot.in/2012/07/what-is-density.html

http://marinenotes.blogspot.in/2012/07/what-is-density.html



How would you prepare a main engine for

sea?

How would you prepare a main engine for sea?

This may vary from engine to engine

Have a visual check all around the engine

tart the engine l.o.pump! engage turning gear and turn the engine ensuring indicator cocks are open

".c.w. heating should be on ensuring the engine is warmed through circulate by a circulating pump

The #.$. booster pump should be running% circulating fuel around the system.

&ote' if maneuvering on high viscosity #.$. the fuel should be heated and circulated around the in(ectors

to give the correct viscosity for the grade of the fuel in use.

)nsure fuel in(ectors are vented and primed. *rain any water from air start receivers and starting air

manifold also control system+heck (acket heater tank level

+heck oil levels% sump% governor% turbocharger% cylinder l.o.tank% rocker arm if on , stroke.

$perate cylinder lubricators by hand

+heck f.o.service tank i.e.% drain off water-sludge

*isengage turning gear

Inform bridge that you are about to blow the engine over on air they will give you permission. $pen air

start valve from receiver

$nce engine is blown over on air% close indicator cocks start (.c.w pumps% shut off (acket heating and

circulating pump

If two stroke engine% start auxiliary blower

Inform bridge you are ready to start engine

tart engine and s.w .cooling pump

Have a good visual check around the engine and check all parameters are correct

Inform bridge that you are ready for stand by

http://marinenotes.blogspot.in/2012/07/how-would-you-prepare-main-engine-for.html






Describe the boiler hot well and cascade tan"!

-hy is it fitted and how would you trace anoil lea"?

*escribe the boiler hot well and cascade tank. Why is it fitted and how would you trace an oil leak?

The boiler hot well is where the condensate drains return from the condenser. This condensate may be

contaminated as some of the drains are from f.o.heating systems or tank heating system. &ormally thesedrains will pass to the hot well via an observation tank% which permits inspection of drain and their

discharge to an oily bilge if contaminated. The hot well tank is also arranged with internal baffles to bring

about preliminary oil separation from any contaminated fuel or drains. The feed water is then passed

through charcoal or cloth filters to complete the cleaning process. /ny overflow from the hot well passes

to the feed water tank which provides additional feed water to the system when required. #eed pumps

take suction from the hot well to the boiler.

To trace an oil leak to the system% various heating coils to tanks would be shut off in turn until the leak

stopped% thus indicating which heating coil was leaking.

How is medium speed engine re+erse/without 0((1

How is medium speed engine reverse 0without +112

http://marinenotes.blogspot.in/2012/07/describe-boiler-hot-well-and-cascade.html



http://marinenotes.blogspot.in/2012/07/how-is-medium-speed-engine-reverse.html









In medium speed diesel engines% reversing is achieved by the use of duplicate cams for the air inlet valves%

exhaust valves and fuel pumps. /ir start distributor timing is also changed by means of camshaft

movement or by a directional air supply being admitted to the start air distribution% to reposition cams

To engage correct cams for ahead and astern movements the camshaft slides axially in its bearings. This

movement is controlled by the camshaft reversing gear% which is normally a servo piston. 3otion of the

piston being directly transmitted to the camshaft.

&ote' in a slow speed% only duplicate fuel cams required.

-hat could start a sca+enge fire?

What could start a scavenge fire?

The main cause of a scavenge fire is the fouling of scavenge spaces by the blow by products of incomplete

combustion caused by incorrect cylinder lubrication% faulty fuel in(ection equipment% accumulation of

such mixtures in the scavenge space can be set alight by sparks or flame blow by

How is 23 ((M reached in an oily water

separator?

How is 45 113 reached in an oily water separator?45 ppm is achieved in an oily water separator by normally passing through a 6 stageseparator where in the first stage oil-water is passed into the coarse separatingcompartment. Here some oil will rise to the top of the compartment due to its lower density.

http://marinenotes.blogspot.in/2012/07/what-could-start-scavenge-fire.html

http://marinenotes.blogspot.in/2012/07/how-is-15-ppm-reached-in-oily-water.html


http://marinenotes.blogspot.in/2012/07/what-could-start-scavenge-fire.html





Heating coils may aid this. The remaining oil-water will flow down into the fine separatingcompartment and moves slowly between catch plates. 3ore oil will separate out onto theunderside of these plates and travel outwards until free water 0usually being at 477ppm atthis stage2 will then pass to the second stage of the separator which is filter unit comprisingof 6 filter units. The first filter stage removes physical impurities present and promotessome fine separation. The second stage filter uses coalescer inserts to achieve the final de8oiling% oil-water mixture leaving this stage at less than 45 ppm.

How does oil mist detector wor"?

How does oil mist detector work?

The oil mist detector uses a photoelectric cell to measure small increases in oil density. / motor driven fan

continuously draws samples of crankcase oil mist through a measuring tube. /n increased meter readingand an alarm will result if any crack case sample contains excessive mist when compared to either clean

air or to the other crankcase compartments. The rotary valve which draces the samples then stops to

indicated the suspect crankcase compartment.

The alarm will cause an engine slowdown or shut down.

http://marinenotes.blogspot.in/2012/07/how-does-oil-mist-detector-work.html

http://marinenotes.blogspot.in/2012/07/how-does-oil-mist-detector-work.html



S0- Manila seafarer training amendments

entered into force on 2 4anuary 5625

#$ Manila seafarer training amendments entered into for)e on & 0anuary 12&1

-a>or revisions to the nternational /onvention on ?tandards of Training" /ertification

and Eatch+eeping for ?eafarers (the ?T/E /onvention)" and its associated /odeenter into force on 1 Hanuary &%1&" with a five3year transitional period until 1 Hanuary

&%19.

The I-anila 5mendmentsJ were adopted at a ,iplomatic /onference in -anila" the

<hilippines" held in Hune &%1%" and are aimed at ensuring that the necessary global

standards will be in place to train and certify seafarers to operate technologically3

advanced ships for some time to come.

The important changes to each chapter of the /onvention and /ode include the

following!

K mproved measures to prevent fraudulent practices associated with certificates of

competency and strengthen the evaluation process (monitoring of <arties'

compliance with the /onvention).

K Revised requirements on hours of wor+ and rest and new requirements for the

prevention of drug and alcohol abuse" as well as updated standards relating tomedical fitness standards for seafarers.

K ew certification requirements for able seafarers.

K ew requirements relating to training in modern technology such as electronic

http://marinenotes.blogspot.in/2012/07/stcw-manila-seafarer-training.html






charts and information systems (:/,?).

K ew requirements for marine environment awareness training and training in

leadership and teamwor+.

K ew training and certification requirements for electro3technical officers.

K Dpdating of competence requirements for personnel serving on board all types of

tan+ers" including new requirements for personnel serving on liquefied gas tan+ers.

K ew requirements for security training" as well as provisions to ensure that

seafarers are properly trained to cope if their ship comes under attac+ by pirates.

K ntroduction of modern training methodology including distance learning and web3

based learning.

K ew training guidance for personnel serving on board ships operating in polar

waters.

K ew training guidance for personnel operating ,ynamic <ositioning ?ystems.

Transitiona# pro$isions

Regulation B1= Transitional provisions of the amended ?T/E /onvention states

that!

I.1. Dntil 1 Hanuary &%19" a <arty may continue to issue" recognie and endorse

certificates in accordance with the provisions of the /onvention which applied

immediately prior to 1 Hanuary &%1& in respect of those seafarers who commenced

approved seagoing service" an approved education and training programme or an

approved training course before 1 Huly &%1$.

.&. Dntil 1 Hanuary &%19" a <arty may continue to renew and revalidate certificates

and endorsements in accordance with the provisions of the /onvention which

applied immediately prior to 1 Hanuary &%1&.J



TCW%&'Cir(%)* C#ari+i(ation o+ transitiona# pro$isions re#ating to the ,-)-

Mani#a A.end.ents to theTCW Con$ention and Code

7ist of amendments e.pected to enter intoforce this year and in the coming years!

List of amendments epe)ted to enter into for)e this year and in the )oming years.

) /an0ar1 ,-),2 Entr1 into +or(e o+ Ma1 ,-)- a.end.ents to OLA

Goal-based standards

nternational Goal based ?hip /onstruction ?tandards for 0ul+ /arriers and il

Tan+ers" along with amendments to /hapter 31. The new ?*5? regulation 31B$3

1% will apply to oil tan+ers and bul+ carriers of 1=%m in length and above. t will

require new ships to be designed and constructed for a specified design life and to

be safe and environmentally friendly" in intact and specified damage conditions"

throughout their life. Dnder the regulation" ships should have adequate strength"integrity and stability to minimie the ris+ of loss of the ship or pollution to the marine

environment due to structural failure" including collapse" resulting in flooding or loss

of watertight integrity.

Corrosion and fire protection

http://www.imo.org/MediaCentre/PressBriefings/Documents/16.pdf


http://marinenotes.blogspot.in/2012/07/list-of-amendments-expected-to-enter.html








5 new ?*5? regulation 31B$311 on /orrosion protection of cargo oil tan+s of crude

oil tan+ers" to require all such tan+s to be protected against corrosion" with related

performance standards also adopted.

5mendments to ?*5? regulation 3&B4.=.9 on Gas measurement and detection and

to ?*5? regulation 3&B9.4.1 relating to fixed fire detection and fire alarm systems.

5mendments to the nternational /ode for 8ire ?afety ?ystems (8?? /ode).

) /an0ar1 ,-),2 Entr1 into +or(e o+ /0ne ,-)- Mani#a a.end.ents to TCW

-a>or revisions to the nternational /onvention on ?tandards of Training" /ertification

and Eatch+eeping for ?eafarers (the ?T/E /onvention)" and its associated /ode

adopted at a ,iplomatic /onference in -anila" the <hilippines" held from &1 to &=

Hune &%1%.

LThe -anila amendments to the ?T/E /onvention and /odeL are aimed at bringing

the /onvention and /ode up to date with developments since they were initially

adopted in 1697 and further revised in 166=M and to enable them to address issues

that are anticipated to emerge in the foreseeable future.

) /an0ar1 ,-),2 Entr1 into +or(e o+ a.end.ents to the Internationa#

Con$ention +or a+e Containers3 )4&,

The amendments include addition of new paragraphs in Regulation 1 ?afety

5pproval <late" specifying the validity of and elements to be included in approved

examination programmesM the addition of a new test for containers being approved

for operation with one door removedM and the addition of a new annex /ontrol and

Ferification" which provides specific control measures to enable authoried officers to

assess the integrity of structurally sensitive components of containers and to help

them decide whether a container is safe to continue in transportation or whether it

should be stopped until remedial action has been ta+en.

) /0#1 ,-), Entr1 into +or(e o+ ,-)- a.end.ents to OLA

5mendments to ?*5? to ma+e mandatory the nternational /ode for the

5pplication of 8ire Test <rocedures (&%1% 8T< /ode).

The &%1% 8T< /ode provides the international requirements for laboratory testing"



type3approval and fire test procedures for products referenced under ?*5? chapter

3&. t comprehensively revises and updates the current /ode" adopted by the -?/

in 166A.

ther amendments entering into force!

K 5mendments to ?*5? regulation FB17 to require annual testing of automatic

identification systems (5?)M

K 5mendments to ?*5? regulation FB&$ on pilot transfer arrangements" to update

and to improve safety aspects for pilot transfer.

K 5mendments to safety certificates in the ?*5? appendix and ?*5? <rotocol of

1677" relating to references to alternative design and arrangements.

) A0g0st ,-),2 E++e(ti$e date +or North A.eri(an ECAorth 5merican :mission /ontrol 5rea (?x" and x and <-) becomes effective"

under -5R<* 5nnex F.

,4 epte.5er ,-),2 Entr1 into +or(e o+ TCW67 Con$ention

:ntry into force of nternational /onvention on ?tandards of Training" /ertification

and Eatch+eeping for 8ishing Fessel <ersonnel (?T/E38).

The /onvention will apply to crews of seagoing fishing vessels generally of &4

metres in length and above.The /onvention is the first attempt to ma+e standards of

safety for crews of fishing vessels mandatory internationally.

The ?T/E38 /onvention consists of 1= 5rticles and an annex containing technical

regulations. /hapter contains General <rovisions and /hapter deals with

/ertification of ?+ippers" fficers" :ngineer fficers and Radio perators.

) /an0ar1 ,-)82 Entr1 into +or(e o+ Ma1 ,-)) OLA a.end.ents

5 new paragraph = of ?*5? regulation B1 is added to require lifeboat on3load

release mechanisms not complying with new nternational *ife3?aving 5ppliances

(*?5) /ode requirements to be replaced no later than the first scheduled dry3doc+ing

of the ship after 1 Huly &%14 but" in any case" not later than 1 Huly &%16.

The ?*5? amendment is intended to establish new" stricter" safety standards for



lifeboat release and retrieval systems" aimed at preventing accidents during lifeboat

launching" and will require the assessment and possible replacement of a large

number of lifeboat release hoo+s.

) /an0ar1 ,-)82 entr1 into +or(e o+ /0#1 ,-)) a.end.ents to MA"!OL

Annex VI energy efficiency

5mendments to -5R<* 5nnex F Regulations for the prevention of air pollution

from ships" add a new chapter 4 to ma+e mandatory the :nergy :fficiency ,esign

ndex (::,)" for new ships" and the ?hip :nergy :fficiency -anagement <lan

(?::-<) for all ships. ther amendments to 5nnex F add new definitions and the

requirements for survey and certification" including the format for the nternational

:nergy :fficiency /ertificate.

The regulations apply to all ships of 4%% gross tonnage and above. Cowever" under

regulation 16" the 5dministration may waive the requirement for new ships of 4%%

gross tonnage and above from complying with the ::, requirements. This waiver

may not be applied to ships above 4%% gross tonnage for which the building contract

is placed four years after the entry into force date of chapter 4M the +eel of which is

laid or which is at a similar stage of construction four years and six months after the

entry into forceM the delivery of which is after six years and six months after the entry

into forceM or in cases of the ma>or conversion of a new or existing ship" four years

after the entry into force date.

The ::, is a non3prescriptive" performance3based mechanism that leaves the

choice of technologies to use in a specific ship design to the industry. 5s long as the

required energy3efficiency level is attained" ship designers and builders would be free

to use the most cost3efficient solutions for the ship to comply with the regulations.

The ?::-< establishes a mechanism for operators to improve the energy efficiency

of ships.

Annex VI emissions

5mendments to -5R<* 5nnex F Regulations for the prevention of air pollution

from ships to designate certain waters ad>acent to the coasts of <uerto Rico (Dnited

?tates) and the Firgin slands (Dnited ?tates) as an :/5 for the control of emissions



substances carried by sea in pacaged form adopted in order for changes to the

5nnex to coincide with the next update of the mandatory nternational -aritime

,angerous Goods (-,G) /ode" specifying that goods should be shipped in

accordance with relevant provisions.

) /an0ar1 ,-)92 United tates Cari55ean ECA 5e(o.es e++e(ti$e

Dnited ?tates /aribbean ?ea :mission /ontrol 5rea (?x" x and <-) becomes

effective" under -5R<* 5nnex F.

) /an0ar1 ,-)92 Entr1 into +or(e o+ ,-), Ma1 OLA a.end.ents

5mendments to the following!

K ?*5? regulation 31B731" to introduce a mandatory requirement for newpassenger ships for either onboard stability computers or shore3based support" for

the purpose of providing operational information to the -aster for safe return to port

after a flooding casualtyM

K ?*5? regulation B&%.11.& regarding the testing of free3fall lifeboats" to require

that the operational testing of free3fall lifeboat release systems shall be performed

either by free3fall launch with only the operating crew on board or by a simulated

launchingM

K ?*5? regulation FB14 on ships' manning" to require 5dministrations" for every

ship" to establish appropriate minimum safe manning levels following a transparent

procedure" ta+ing into account the guidance adopted by - (5ssembly resolution

5.1%49(&9) on <rinciples of minimum safe manning)M and issue an appropriate

minimum safe manning document or equivalent as evidence of the minimum safe

manning considered necessaryM

K ?*5? chapter F to add a new ?*5? regulation FB=3&" to prohibit the blending

of bul+ liquid cargoes during the sea voyage and to prohibit production processes on

board shipsM

K ?*5? chapter F to replace regulation 4 on documents" covering transport

information relating to the carriage of dangerous goods in pac+aged form and the



containerBvehicle pac+ing certificateM and

K ?*5? chapter N31 regulation N31B& on enhanced surveys" to ma+e mandatory

the nternational /ode on the :nhanced <rogramme of nspections during ?urveys of

0ul+ /arriers and il Tan+ers" &%11 (&%11 :?< /ode" resolution 5.1%46(&9)).

) /an0ar1 ,-)92 A.end.ents to LL !roto(o#

5mendments to regulation 49 of the 1677 ** <rotocol to the nternational /onvention

on *oad *ines (**)" 16AA to shift the Einter ?easonal Oone off the southern tip of

5frica further southward by =% miles.

: /0ne ,-);2 A.end.ents to )44* LLMC !roto(o#

5mendments to increase the limits of liability in the 166A <rotocol to the /onventionon *imitation of *iability for -aritime /laims were adopted in 5pril &%1&.

New #i.its2Dnder the amendments to the 166A <rotocol" the limits are raised as

follows!

The limit of liability for claims for #oss o+ #i+e or persona# in<0r1 on ships not

exceeding &"%%% gross tonnage is $.%& million ?,R (up from & million ?,R).

8or larger ships" the following additional amounts are used in calculating the

limitation amount!

K 8or each ton from &"%%1 to $%"%%% tons" 1"&%7 ?,R (up from 7%% ?,R)

K 8or each ton from $%"%%1 to 9%"%%% tons" 6%A ?,R (up from A%% ?,R)

K 8or each ton in excess of 9%"%%%" A%4 ?,R (up from 4%% ?,R).

The limit of liability for propert1 (#ai.s for ships not exceeding &"%%% gross tonnage

is 1.=1 million ?,R (up from 1 million ?,R).

8or larger ships" the following additional amounts are used in calculating the

limitation amount!

K 8or each ton from &"%%1 to $%"%%% tons" A%4 ?,R (up from 4%% ?,R)

K 8or each ton from $%"%%1 to 9%"%%% tons" 4=$ ?,R (up from $%% ?,R)



K 8or each ton in excess of 9%"%%% tons" $%& ?,R (up from &%% ?,R).

0onsolidated te.t of the anne. to the

nternational 0on+ention for the Safety of

7ife at Sea, 289:, and the 28;; (rotocol

$onsolidated tet of the anne to the

International $onvention for the #afety of Life at #ea* &N9* and the &KK Proto)ol relatingthereto

$hapter I 8eneral provisions

$hapter II-& $onstru)tion-#tru)ture*subdivision and stability*ma)hinery and ele)tri)alinstallations

$hapter II-1 $onstru)tion-;ire prote)tion*Qre dete)tion and Qre etin)tion

$hapter III Life-saving applian)es and arrangements

$hapter I" Radio )ommuni)ations $hapter " #afety of navigation

$hapter "I $arriage of )argoes

$hapter "II $arriage of dangerous goods $hapter "III ?u)lear ships

$hapter I Management for the safe operation of ships

$hapter #afety measures for high-speed )raft $hapter I-& #pe)ial measures to enhan)e maritime safety

$hapter I-1 #pe)ial measures to enhan)e maritime se)urity

$hapter II Additional safety measures for bulk )arriers

http://marinenotes.blogspot.in/2012/07/consolidated-text-of-annex-to.html








nomeclature letter information in M<=

B&- engine types

nomen)lature 5L # $ 4 letter6information of MA? D! engine types

* *ong (*A%-/)? ?uperlong (?A%-/)/ /ompact (?A%-/3/): :lectronically controlled (?A%-:3/ superlong" A% cm bore diameter of cylinder liner":lectronically controlled without camshaft" compact short two stro+e diesel engine).RT3flex (Eartsila3?uler) means :lectronically controlled (common3rail) two stro+ediesel

orals uestions of mmd

how man# 3P40% and "A0are there on ship55what action u will tae if high thrust bearing temp alarm comes555*h# thrust bloc is not provided near the stern tube5Have u heard abt washer spring in A35Have u heard abt washer spring in A354n A63 engine c#l head learance betn spindle and guide increases5what is that term called when spring looses tension5wh# A3 engine pulse t#pe5 1this 7s he ased to atleast +8 people21$an more... bt dont remember2*h# the e/ualising line is provided in thermostatic e'pansion valve5

http://marinenotes.blogspot.in/2012/07/nomeclature-letter-information-in-man-b.html


http://marinenotes.blogspot.in/2012/07/orals-questions-of-mmd.html



http://marinenotes.blogspot.in/2012/07/orals-questions-of-mmd.html



Difference between *<, *=D & *t fle.types

R( series

It is the oldest engine series from #@LS4R and very rarely seen in shipping industry today.It is

e'uipped +ith rotary ehaust valves and fuel valve +ith short spindle. he )ylinder liner 'uills

+ere of +et type and pla)ed only at the upper part. It has pulse turbo )harging system +ith noauiliary blo+er fitted for supporting the s)avenge pressure.

R?( seriesOne of the most famous design of #@LS4R +ith a slogan of GOur 4haust valves never burnsJ

as this engine doesn’t have any. It has loop s)avenging i.e. ehaust and inlet ports are provided in

the liner. It +as fitted +ith more liner 'uills at the bottom of ehaust port and is of dry type.Auiliary blo+ers are provided and )onstant turbo )harging system is adopted. It produ)es more

po+er than the engines of R( series.

RA series

It is the modern day engine design +ith ehaust valves fitted. It has be)ome very famous in

modern shipping as it is a balan)ed blend of automation and me)hani)al engineering. It

)onsumes less fuel and produ)es more po+er +ith three fuel valves in one )ylinder.

R ;le series

It is the latest and the toughest engine from artsila #ul>er +ith maimum automation installed.It )onsists of a )ommon rail fuel inEe)tion method and uses fully integrated ele)troni) system

based on a high performan)e )omputer eliminating parts like fuel pump* fuel )am* )hain drive

et). resulting in redu)ed maintenan)e.

some oral uestions for class : mmd e.ams

http://marinenotes.blogspot.in/2012/07/difference-between-rta-rnd-rt-flex.html


http://marinenotes.blogspot.in/2012/07/some-oral-questions-for-class-4-mmd.html



http://marinenotes.blogspot.in/2012/07/some-oral-questions-for-class-4-mmd.html



F9-*HA 4" F03"H *A30 ALLO*A9!3 A9; *H303 4 $A0<3;*HA 4" FLOO0P0O!3;=03 F0 3$30& "33049& &3A0 3"!O> "?"3$ *4H F3* !0O"" 7=3"4O949&*HA 4" L!F A9; 4" "4&94F4!A9!3

F9-@%$A49 39&493 "P3!4F4!A4O9 OF $? "H4P" 39&49303(30"49& OF $A9 %* 39&493F=9!4O9 OF *A30 P=$P 49 !39 P=$P"=0&49& !A="3"

he nomenclature of M<= B&- in detail

he M$,M$-$ Programm

$A9 %* have e'plained the nomenclature for their large >-stroe engines asfollows:B he ,rst letter stands for engine stroe C < for short stroe about >.D

"troe6%ore ratio) L for long stroe about .> "6% ratio and " for super long stroeabout @.8 "6% ratioB he ne't letter $ denotes the engine programmeB he third letter denotes the t#pe of engine control C ! for camshaft control and3 for electronic controlB An additional fourth letter ! is added in the case of a compact version of theengineAs for "uler 0A engines) 4 had attended a presentation at the wors of "uler*interthur in the +ED8s when "uler introduced their 0A design for the ,rst

http://marinenotes.blogspot.in/2012/07/nomenclature-of-man-b-in-detail.html

http://marinenotes.blogspot.in/2012/07/nomenclature-of-man-b-in-detail.html



time. he !hief ;esigner presented a paper at the seminar when he disclosedthat the characters 0A were chosen on recommendation of a phonetic e'pert onthe ground that the combination of characters 0A sounded phoneticall# ver#nice

!onastructional diGerence 1ituraIr2 between "$! and L$!: L$! is bigger 1tallerand broader2 due to larger stroe and cran throw and obviousl# more powerfulthan the "$!. $ost other details are /uite similar.

Piston diameter or c#linder bore5 19ic2 - he design ,gure is E8 cm. he actualpiston diameter will be slightl# less depending on the clearance allowed but forthe sae of convenience the diGerence is disregarded. "o #ou ma# call it c#linderbore or piston diameter whatever #ou lie - both would be correct.

Above Point is b# 0atinersen - m

he M0>M0)0 (rogramm of M<= B&-

he M0>M0)0 (rogramm of M<= B&-

he MA? (iesel t+o-stroke M$,M$-$ engines are )hara)terised by having me)hani)ally-driven )amshaft-)ontrolled timing of fuel inEe)tion* ehaust valves and starting air valves* of

+hi)h only the fuel inEe)tion timing )an be adEusted +hile the engine is running if "I fuel

pumps are applied.As standard* the M$,M$-$ engines are spe)ified +ith MA? D! Alpha $ylinder

Lubri)ators. Alternatively* me)hani)al )ylinder lubri)ators driven by the engine may be

installed.

M$,M$-$ of MA? D! stands for Mechanically Dri+en 0amshaft 0ontrolled iming of

;uel InEe)tion.

Propulsion machiner# of ship

http://marinenotes.blogspot.in/2012/07/mcmc-c-programm-of-man-b.html

http://marinenotes.blogspot.in/2012/07/propulsion-machinery-of-ship.html

http://marinenotes.blogspot.in/2012/07/mcmc-c-programm-of-man-b.html

http://marinenotes.blogspot.in/2012/07/propulsion-machinery-of-ship.html



Propulsion machiner# of ship

While describing in terms of marine ships, the propulsion machineries can be

described as the machineries that provides the power to drive the propeller of the

ship which in turn provides the force (thrust) to move the ship through the water.

There are three principle types of propulsion machineries found on the ship. They are

1)Direct drive slow speed diesel engines2)eared medium speed diesel engine

!)"team turbine

#mongst these the diesel engines can be classified on the basis of their speed as$

1) "low speed engines% &ngines having speed up to 1' rpm.

2) edium speed engines%&ngines having speed between ! to 1 rpm

!) *igh speed engines%&ngines having speed above 1 rpm.

This figure shows the arrangement of the propulsion machineries. These propulsion

machineries along with the propeller help in the movement of the ship in both forward

and astern direction. The arrangement of these propulsion machineries is such that

they normally propel in the forward direction. To ma+e the ship move in reverse

direction, there are following three methods. They are

1)Direct reversal of engine so that the propeller turns in the opposite direction

2)# controllable pitch propeller (--) which changes the angle of the blade as the

engine rotates in the same direction

!)There are reverse gear and clutches which causes the propeller to turn in the

opposite direction

or slow speed diesel engines mostly method 1 is used, but sometimes method 2

can also be used. or medium speed diesel engines all the three methods can beused, but method 2 is most common amongst all.

/ut in case of steam turbine, a separate stern turbine is re0uired to drive the

propeller in reverse direction. This astern turbine is mounted on the same shaft as the

astern turbine or it can be separately geared to the main shaft. The ahead and astern

turbines have their own separate steam stop valves.

oming bac+ to the propeller machineries, there are mainly four things which

contributes to the propulsion unit. These are as following$

1) TRANSMISSION

SYSTEM

This system helps in

transferring the power

developed in the engine to



what is cell guide and Securing guideline for

containers on dec" and in cargo holds

he )ell guides on )ontainer ships generally in)lude )ell

guide in hold and )ell guide on de)k. Mean+hile* the )ell guides in hold in)lude fied )ell guide

and removable )ell guide.

he fied )ell guides are +idely applied onto the )ontainer ships )arrying 92 feet )ontainers in

hold.he removable ones +ill be applied +hile the )ell guides in hold need to be adEusted to load

different si>es of )ontainers .Removable )ell guides is ne)essary on the multi-purpose ship and )an be removed to load other

forms of )argos.

@sage of removable )ell guide makes it possible to load 92 feet )ontainers +ith different height+ithout additional lashing gears. ;urthermore* it )an improve the effi)ien)y of loading and

unloading )ontainers.

http://marinenotes.blogspot.in/2012/07/what-is-cell-guide-and-securing.html






he de)k )ell guides are usually installed on the rear de)k to insure the maimum sta)king

+eight due to bigger a))eleration and higher tiers on the rear. he height of the )ell guide is

normal higher than height of !nbsp=three )ontainers.$ell guides +ill improve the sta)king +eight* transportation )apa)ity of vessel* speed of loading

and unloading )ontainers and effi)ien)y.

ontainers have very little strength in any direction other than vertically through the cornerposts thus it is necessary to provide substantial support to the containers when they are on

the ship. "towage of containers is with their longer dimension fore and aft since the shipmotion transmitted to cargo is greater in rolling than pitching and it is therefore prudent to

limit any possible cargo movement within the container to the shorter transverse dimension.

#lso of course when off loading the fore and aft container is more easily received by road orrail transport. /elow dec+s containers are restrained in vertical cell guides which aretypically 1' 1' 12 angles and they are structurally supported so that any dynamic

forces other than purely vertical are transmitted as much as possible through the shipsstructure and not into the containers.

The cell guides are not to form an integral part of the ships structure, they are to be so

designed that they do not carry the main hull stresses. Where four container corners areadacent the cell guides may be built into a composite pillar . The clearance between

container and cell guide is critical. 3f it is too small the container will am, if it is too largewhen one container lands on the one below the corner posts and castings which accept a

ma4imum eccentricity may not mate. 5loyd6s stipulate a ma4imum clearance of 2' mm intransverse direction and 7mm in the longitudinal direction. The tolerances are such that

the cell guides have to be fitted to an accuracy e4ceeding normal shipyard practice with theuse of igs to ensure the dimensions are maintained following welding. 5loyd6s re0uire that

the cell guide not deviate from its intended line by more than 7 mm in transverse directionand 'mm in longitudinal direction. 5ead in devices are fitted at the top of the guides.

#bove dec+ cell guides may also be provided there being several patented arrangements



such as the acregor%8avire 3nternational #/ 9"tac+cell6 system. These are not widelyused however and many ships carrying containers above dec+ rely on various dec+ and

hatch soc+ets with loc+ing and non%loc+ing stac+ers mating with the standard containercorners plus lashings to secure the containers. With loc+ing stac+ers less lashings are

re0uired therefore the more e4pensive twistloc+ is often favoured. Dec+ soc+ets li+e thecontainer corner fitting contain the standard 3": hole into which the stac+ers fit

what is a torsion bo. and where it is in a

container ships

A )ontainer ship has large openings in the upper de)k and a high +arping stress is

epe)ted at the )orners of the openings due to the la)k of torsional rigidity. o keepthe ne)essary torsional rigidity* the double hull side stru)ture is usually applied as a

torsion bo in the upper part of a large )ontainer ship.he torsional strength depends on the en)losed )ross-se)tional area of su)h

plates* as sho+n in ;ig.

http://marinenotes.blogspot.in/2012/07/what-is-torsion-box-and-where-it-is-in.html






by hat)hing. <o+ever due to design limitation* a )ontainer

ship )annot usually have enough )ross-se)tional area* and the designer has noother +ay but to in)rease the surrounding plate thi)kness.

OR#IO? hen any body is subEe)t to a t+isting moment +hi)h is

)ommonly referred to as tor'ue* that body is said to be in Ttorsion’. A ship

heading obli'uely 59%U6 to a +ave +ill be subEe)ted to righting moments of opposite dire)tion at its ends t+isting the hull and putting it in Ttorsion’. In

most ships these torsional moments and stresses are negligible but in ships+ith etremely +ide and long de)k openings they are signifi)ant. A parti)ular

eample is the larger )ontainer ship +here at the topsides a heavy torsion bogirder stru)ture in)luding the upper de)k is provided to a))ommodate the

torsional stresses 5see ;igures 6.



In a )ontainer ship the hat)h openings are 'uite big +ith only a marginal distan)e on main de)kof about &.% ft bet+een the hat)h opening and the shide shell. his is done so as to maimise the

spa)e for sto+ing )ontainers as they )ant be sto+ed )orre)tly on)e inside the hold +hi)h is not

the )ase +ith bulk )arriers.

?o+* the ship is al+ays in motion +hi)h leads to a ra)king effe)t as +ell as a diagonalmovement +hi)h produ)es a torsion on the main de)k. #in)e the breadth of the main de)k

plating in +ay of the hat)h openings is less* there is seriuos )on)entration of stresses there +hi)h

)ause )ra)king of the de)k plating.In order to prevent the material failure* torsion boes are fitted +ith +elded Eoints on the side



shell as +ell as on the de)k plating +hi)h prevent the torsion produ)ed by t+isting.

main engine safet# devices and safet# trips

MAIN ENGINE A7ET= DEVICE MAIN ENGINE A7ET= T"I!

+ !ran case relief door + Over speed trip

> "cavenge space relief door > Lube oil low pressure trips

!#linder head relief valve !amshaft lube oil low pressure

trip

@ "tarting air relief valve @ J!* low pressure trip

K "tarting airline ame trap K Piston cooling low pressure

trip

Oil mist detector hrust bearing high

temperature trip

M 0otation direction interloc M $ain bearing high

temperature trip

D urning gear interloc D Oil mist detector alarm

E "pring air low pressure trip

+ $anual emergenc# trip

http://marinenotes.blogspot.in/2012/07/main-engine-safety-devices-and-safety.html

http://marinenotes.blogspot.in/2012/07/main-engine-safety-devices-and-safety.html



8

07<SS : SH( 0=S*0=

@AS=S

1. If a damaged ship is listing badly, is it always safe to pump out wing tanks? Under whatconditions would it be

dangerous?

2. What are the forces acting upon a ship among waves which cause her to roll?

. With regard to the carriage of crude oil and its associated products, state a fewdifferences in the constructional

features of a conventional and a double hull tanker?

!. "#plain how each of the following is made watertight, stating a suitable $ointingmaterian and compoung re%d.a. &' tank manholde doorb. (tern tube against the after peak bulkheadc. )iveted shell plaged. *ccess to a cargo tank on a bulk oil carrying vesssel

+. &escribe the action of the rudder in steering a ship?

. What are the re%uirements for maintaining watertight integrity of cargo holds?

-. "#plain what is meant by left and right hand propellers. &escrive the usual rotatoin ofpropellers in twin screw ship

http://marinenotes.blogspot.in/2012/06/class-4-ship-construction-questions.html






and why?

. "#plain hw continutiy of strenght is maintained in the vicnity of openings in the shell?

/. What is the significane of 0 0 3urve

14. What is meant by stability criteria of a ship?

11. &escribe hw water tightness is achieved at the coamings and crooss $oints?

12. &escribe the function of a stern frame?

1. "#plain the principle of screw propulsion?

1!. "#plain what is meant by synchronous and resonant vibration?

1+. &escribe the construction of chain lockers and how cables are secures in the lockers.

e#plain how to secure anchors

in preparation for a sea passage?

1. "#plain the reasons for damage stability re%uirements?

1-. "#plain what is meant by assigned summer freeboard?

1. &escribe the types of the waves formed when shipp moves throu the water?

1/. "#plain the term capsi5ing moment?

24. "#plain the purpose of maintaining the watertight integrity?

21. "#plain the purpose of the rudder carrier and pintles?

SH()0=S*0= @AS=S

http://marinenotes.blogspot.in/2012/06/ship-construction-questions.html

http://marinenotes.blogspot.in/2012/06/ship-construction-questions.html



&. 4plain the terms &. <O88I?8* 1. #A88I?8

1. hat is meant by &. DIL84 B44L* 1. (@$ B44L.

:. hat is the differen)e bet+een a balan)ed rudder and unbalan)ed rudder V

9. (efine the terms mentioned belo+ in a ship )onstru)tion&. (I#PLA$4M4? 1. 8RO## O??A84.

%. hat is the differen)e bet+een a )argo tramp and a )argo liner.

. hat are the features of a )ontainer shipV

N. hy +ater tight bulk heads are re'uired in a ship )onstru)tionV

K. ?ame five different types of off shore drilling platforms.

. hat do you understand by the terms G(ynami) positioning systemJV

&2. hat is the highest )lass of notation given to a shipV

&&. hat is PantingV #ket)h and des)ribe the panting arrangement at the fore end of a

"esselV 5& marks6

&1.a6 4plain the meaning of the follo+ing +ith the aid of sket)hes&6 #pur ling pipe* 16 $entre 8irder* :6 $offer dam* 96 $ollision bulk head 5& marks6

OR

&1.b6i6 (efine the follo+ing &6 ;ree board* 16 onnage* :6 ?et tonnage* 96 (ead +eight.

5K marks6

ii6 he ship side has a dis) and lines marked a midships. Make a sket)h and eplain the

meaning of su)h markings. 5K marks6

&:.a6i6 #ket)h and des)ribe a )ruiser stern. hat are advantages and disadvantagesV

5K marks6

ii6 (es)ribe +ith the aid of sket)hes i6 Round of beam* ii6 #heer* iii6 ;lare* iv6 $ut up* v6 Rise

of ;loor. 5K marks6

OR &:.b6 #ket)h and des)ribe the general longitudinal se)tion of a bulk )arrier. 5& marks6

&9.a6 4numerate the eaminations and tests +hi)h should be )arried out on the eterior of a

ship’s hull +hen in duty do)k. (etail the inspe)tion ne)essary in the region of



the ship’s hull* +hi)h is adEa)ent to the ma)hinery spa)es. (is)uss the nature of defe)ts liable to

be found in these areas. 5& marks6

OR &9.b6i6 (is)uss the different types of environmental for)es as eperien)ed by a off shore

drilling stru)tureV 5K marks6

ii6 Driefly des)ribe different type of oil drilling platforms +ith their advantages and limitations.

5K marks6

&%.a6 #ket)h and des)ribe a transverse se)tion of either an oil tanker or ore )arrier having t+o

longitudinal bulk heads. 5& marks6

OR

&%.b6 #ket)h and des)ribe the different floors used in the )onstru)tion of a double bottomindi)ating +here ea)h type is employed. 8ive details of atta)hments of the floors to the adEa)ent

stru)ture. 5& marks6

ort =oCCle

ort =oCCle

A Bort no>>le is a pre)isely engineered du)t surrounding a marine propeller*

providing greater )ontrol of the stream of +ater passing through it. he term Wno>>leW

is derived from the Middle 4nglish noselle* meaning WnoseW. Interestingly* Wno>>leW

also remains in the 4nglish language as a slang term for Wnose.W 5?o>>le6

he idea of surrounding a propeller by a no>>le is a very old one. In &:9* ho+ever*

L. Bort eperimentally determined that the use of )ertain no>>les in)reased the

effi)ien)y 5the ratio of po+er provided by the propeller to po+er output by the motor6

http://marinenotes.blogspot.in/2012/06/kort-nozzle.html

http://marinenotes.blogspot.in/2012/06/kort-nozzle.html



;ig. 1. A))elerating Bort no>>le.5Le+is* 1&9. Modified by Bathryn $atlin.6

A number of differing no>>le designs have been developed by MARI?5MArine Resear)h Institute* ?etherlands6 for uni'ue thrust )hara)teristi)s. ;or

eample* ;ig. : is a MARI? ?o>>le ?o. :N= its rather thi)k trailing edge is

parti)ularly suited for operation on the stern 5ba)k6 side of a +ater)raft. MARI?

?o>>le ?o. &A 5not sho+n6 +as )rafted +ith a thinner trailing edge for pushing

heavy loads. ;or appli)ation on pushboats and tugboats* ?os. 11 and 19 5not sho+n6

+ere designed +ith larger length-diameter ratios 5.K and &* respe)tively6. 5Le+is* 1&%-

1&6 Although all four of these no>>le types present a large improvement over a non-

du)ted propeller* the differen)es bet+een them are relatively small and refined.

?o>>les ?o. &A* 11* and 19 are some+hat more effi)ient than ?o. :N= ho+ever* ?o.

:N is mu)h better suited for operation both ahead and astern of a )raft* hen)e its popularity on pushboats that re'uire movement in t+o dire)tions. 5Le+is* 1&-1126

;ig. :. MARI? ?o>>le ?o. :N.5Le+is* 1&K6



In its seventy-year history* the Bort no>>le has been repeatedly refined and developed

for ever more spe)ifi) uses. It remains the most effi)ient method of boosting the thrust

of a heavily loaded propeller* and its many in)arnations )ontinue to gra)e the sterns of

tugboat fleets +orld+ide.

-or"s 0ited

Dei)hner* Robert 0.* 0ohn . 0e+ett* 0r.* and Raymond A. #er+ay. Physi)s for

#)ientists and 4ngineers +ith Modern Physi)s. ;ifth

edition. Orlando* ;L <ar)ourt $ollege Publishers* 1222.

WLanding $raft* Me)hani>ed and @tility - L$M , [email protected] May &. Online. 12

;ebruary 122&. X http,,mitglied.tripod.de,usnavy,ships,l)m.htmY.

Le+is* 4d+ard ".* editor. Prin)iples of ?aval Ar)hite)ture* "olume II Resistan)e*Propulsion* and "ibration. #e)ond revision. 0ersey $ity* ?0 he #o)iety of ?aval

Ar)hite)ts and Marine 4ngineers* &KK.

W?o>>le.W 1222. he Ameri)an <eritage (i)tionary of the 4nglish Language ;ourth

4dition* Online. 12 ;ebruary 122&. X

http,,+++.bartleby.)om,&,&2,?2&K&222.htmlY.

Main Cone Depleating <MA=DMA=S

TECHNICAL INFORATIONSub!e"t: Amen#ments to AR$OL Anne% &I for Control of Emissionof O'one (epleting Substan"es )O(S*Appli"ability: All s+ip o,ners- operators an# "+arterersInformation:

http://marinenotes.blogspot.in/2012/06/main-ozone-depleating-amendments.html

http://marinenotes.blogspot.in/2012/06/main-ozone-depleating-amendments.html



T+e Re.ise# AR$OL Anne% &I enters into for"e on / 0uly 12/23 Oneof t+e re4uirements- un#er Regulation /1- "alls for all s+ips tomaintain a list of e4uipment "ontaining o'one #epleting substan"es)O(S* an# an O(S re"or# boo53 T+e regulation "o.ers t+e re"or#ingof O(S use- #eliberate an# non6#eliberate emission of O(S an# t+e

#isposing of e4uipment "ontaining O(S from s+ips3T+e purpose of t+is O(S #ata re"or#ing is to 5eep a re"or# of t+e"on#ition an# 4uantities of O(S on boar# a s+ip an# ser.es as t+ebasis for #ata "olle"tion by t+e rele.ant Flag State37ey elements of t+is regulation re4uirement are as follo,s:

• O'one #epleting substan"es means "ontrolle# substan"es as

#e8ne# in paragrap+ /39 of t+e ontreal $roto"ol onSubstan"es t+at (eplete t+e O'one Layer- /;<- an# liste# inAnne%es A- B- C or E to t+e sai# $roto"ol in for"e at t+e time ofappli"ation or interpretation of Anne% /= to t+e Re.ise#AR$OL Anne% &I3

O'one #epleting substan"es t+at may be foun# on boar# s+ipsin"lu#e but are not limite# to:

• Halon /1//

• Halon /=2/

• Halon 1921

• CFC6//

• CFC6/1

• CFC6//=

• CFC6//9

• CFC6//>

• T+e #e8nition of O(S an# t+e p+ase out #ates in t+e Re.ise#AR$OL Anne% &I are aligne# ,it+ t+e ontreal $roto"ol- /;<3

• Regulation /1 #oes not apply to permanently seale#

e4uipment ,+ere t+ere are no refrigerant "+arging "onne"tionsor potentially remo.able "omponents "ontaining O(S3

• Ea"+ s+ip is to maintain a list of e4uipment "ontaining O(S

an# also an O(S Re"or# Boo5- re"or#ing ea"+ o""asion ofa"tions a?e"ting t+at e4uipment su"+ as ser.i"ing- maintaining-repairing or #isposing of t+e system or t+e e4uipment"ontaining O(S3

• Entries in t+e O(S Re"or# Boo5 are to be re"or#e# in terms of

mass )5g* of t+e substan"e an# be "omplete# ,it+out #elay onea"+ o""asion ,it+ respe"t to t+e follo,ing:

• Re"+arge- full or partial- of e4uipment "ontaining O(S

• Repair or maintenan"e of e4uipment "ontaining O(S

• (is"+arge of O(S to atmosp+ere 6 #eliberate an# non6

#eliberate

• (is"+arge of O(S to lan#6base# fa"ilities



• Supply of O(S to s+ip

• T+e O(S Re"or# Boo5 "an be a part of an e%isting log boo5 or

ele"troni" re"or#ing system- as appro.e# by t+e A#ministration3To assist o,ners@operators@"+arterers in "omplying ,it+ Regulation/1- ABS +as prepare# templates for t+e List of E4uipment

"ontaining O(S an# t+e O(S Log S+eet for general use- ,+i"+ area.ailable belo, for #o,nloa#3(o,nloa#s:

• ABS Sample List of O(S E4uipment

• ABS Sample O(S Log6s+eet Boo5

• Controlle# Substan"e List per $ ;<

S7(H* <MA=DMA=S

Lo,6Sulp+ur Fuel Re4uirements

E Commission Re"ommen#ation on t+e safe use of lo, sulp+ur fuelby s+ips at bert+ in E portsOn 1/ (e"ember 122- t+e E Commission re"ommen#e# to Eember States- ,+en enfor"ing t+e re4uirement t+at s+ips at bert+in E ports use marine fuels ,it+ a sulp+ur "ontent not e%"ee#ing23/ by mass from / 0anuary 12/2- to "onsi#er t+e e%isten"e of#etaile# e.i#en"e of t+e steps ta5en by s+ips to a"+ie.e safe"omplian"e ,it+ t+e (ire"ti.e3 E ember States may "onsi#er t+ee%isten"e of an appro.e# retro8t plan ,+en assessing penaltiesfor non6"omplying s+ips3 T+e Commission also inten#s to ta5e a"tion

to allo, LND "arriers to use mi%tures of fuels resulting in emissionsof sulp+ur #io%i#e e4ual to or lo,er t+an re4uire# by t+e (ire"ti.e3T+e E Commission +as issue# a Re"ommen#ation to E emberStates on 1/ (e"ember 122 ,it+ respe"t toimplementation@enfor"ement of t+e 23/ sulp+ur re4uirement3Ho,e.er- it is up to ea"+ E@EEA ember State to #e"i#e ,+et+eran# +o, t+ey "+oose to respon# to t+e E Re"ommen#ation3 Cli"5+ere for t+e E Re"ommen#ation3

http://marinenotes.blogspot.in/2012/06/sulphur-amendments.html

http://marinenotes.blogspot.in/2012/06/sulphur-amendments.html



As more stringent sulp+ur re4uirements are put in pla"e- o,ners areurge# to #etermine ,+et+er t+ey inten# to operate ,it+in areasa?e"te# by t+e belo, regulations:)/* Arti"le 9b of E CONCIL (IRECTI&E /@=1@EC of 1G April/ relating to a re#u"tion in t+e sulp+ur "ontent of "ertain li4ui#

fuels an# amen#ing (ire"ti.e =@/1@EEC- as amen#e#- intro#u"es23/ sulp+ur limit )m@m* for marine fuel3a3 E?e"ti.e (ate: 0anuary /- 12/23b3 Applies to: All types of marine fuel use# by s+ips at bert+ formore t+an t,o +ours in E ports- unless an appro.e# emissionabatement te"+nology is employe# or s+ore po,er is a.ailable3)1* California Air Resour"es Boar# )CARB*a3 E?e"ti.e (ates:$+ase I )in for"e* sin"e 0uly /- 122 DO )ISO ;1/<- (A Dra#e* ator belo, /3>S or (O )ISO ;1/<- (B Dra#e* at or belo, 23>S$+ase II 6 0anuary /- 12/1 DO )ISO ;1/<- (A Dra#e* or (O )ISO

;1/<- (B Dra#e* at or belo, 23/Sb3 Applies to: All types of marine fuel use# by s+ips ,it+in CaliforniaJaters ),it+in 19N of t+e California Baseline*3Note: DO K arine Das Oil (O K arine (iesel Oil$lease be a#.ise# t+at all engines an# boilers)MM* are a?e"te# byt+e abo.e Regulations an# it ,ill be man#atory to operate t+eengines an# boilers on t+e lo,6sulp+ur marine fuel ,it+ t+e sulp+ur"ontent an# e?e"ti.e #ates as in#i"ate# in t+e respe"ti.eRegulations note# abo.e3Note: )MM* K As for boilers- t+e E (ire"ti.e applies to main an#au%iliary boilers- ,+ile t+e CARB Regulations apply to only t+e

au%iliary boilers i3e3- non6propulsionABS Dui#an"eIf operation ,it+in a?e"te# areas is inten#e# an# t+e .essel is not#esigne# to operate on lo, sulp+ur fuels- o,ners s+oul# e.aluatet+e potential ris5s asso"iate# ,it+ su"+ operation3 To assistoperators in t+eir e.aluations- ABS +as prepare# t,o Notes ,+i"+i#entify a list of potential ris5s )t+is list is not e%+austi.e*asso"iate# ,it+ su"+ operation3

• ABS Notes 6 se of Lo,6Sulp+ur arine Fuel for ain an#

Au%iliary (iesel Engines- an#

• ABS Notes 6 se of Lo,6Sulp+ur arine Fuel for Boilers

T+e abo.e ABS Notes are #e.elope# ,it+ a .ie, to assist t+eo,ners- operators- s+ipyar#s an# #esigners as appropriate3 ABSemp+asi'es t+at t+e abo.e ABS Notes are to be use# for gui#an"epurposes only3 T+e ABS re4uirements t+at are re4uire# to besatis8e# for any mo#i8e# system are spe"i8"ally #elineate# in t+eabo.e ABS Notes3ABS Re4uirements



Je re4uire ea"+ o,ner@operator "on#u"t a #esign e.aluation ofea"+ s+ip for lo, sulp+ur fuel operation by systemati"ally assessingt+e relate# systems ta5ing into "onsi#eration )but not to be limite#to* t+ese i#enti8e# potential ris5s in t+e ABS Notes as appli"able tot+e spe"i8" systems an# ta5e ne"essary a"tions- as appropriate- to

establis+ safeguar#s3O,ners an# operators are remin#e# t+at all mo#i8"ations toengines- boilers an# asso"iate# fuel oil piping an# "ontrol systems-toget+er ,it+ t+e results of t+e abo.e mentione# #esign e.aluation-are re4uire# to be submitte# to ABS for appro.al so t+at t+at "lassan# statutory "erti8"ation "an be maintaine#3 J+ere t+e o,ner issatis8e# t+at mo#i8"ations to t+e .essels installe# e4uipment an#systems are not re4uire#- it is re"ommen#e# t+at t+e results of t+e#esign e.aluation t+at +as been "on#u"te# be maintaine# onboar#3In all "ases it is e%pe"te# t+at operating pro"e#ures- in"lu#ing

gui#an"e for s,it"+ing bet,een fuel types- ,ill be pro.i#e# onboar#by o,ners@operators3 As t+is is a safety issue- a.ailability of t+eproper operating gui#an"e may be .eri8e# #uring IS au#its3Regar#ing Sur.ey- ABS is prepare# to issue a Statement of Fa"t)SOF* Certi8"ate)s* as follo,s:)/* ABS Sur.eyor ,ill .erify 8tting of an# report on t+e follo,ing:a3 T+e .essel is 8tte# ,it+ #e#i"ate# lo, sulp+ur fuel oil storagetan5)s* ,it+ a "apa"ity of %% m= 8tte# bet,een fr3 an# fr3port@starboar# si#e3b3 T+e fuel oil piping system is arrange# to allo, main engine)s*-au%iliary enginesan# boiler)s* to operate on lo,6sulp+ur fuel3

"3 T+e stru"ture- piping an# "ontrol systems are in a""or#an"e,it+ ABS appro.e# #ra,ings3 )#,g3 no3- re.3 2- ##mmyyyy*#3 Operational pro"e#ures for fuel6"+ange6o.er are pro.i#e# onboar# t+e .essel3 )#o"3 no3- re.3 2- ##mmyyyy*e3 Operating pro"e#ures for using lo, sulp+ur fuel in enginesan# boilers are pro.i#e# on boar# t+e .essel3 )#o"3 no3- re.3 2-##mmyyyy*f3 ain engine)s*- au%iliary engines- au%iliary boiler)s*- ,ereobser.e# in operation on DO for a perio# of )++:mm* in a""or#an"e,it+ operational pro"e#ures3)1* For .essels e4uippe# to operate in a "ol# iron "on#ition in

port t+roug+ t+e s+ore6po,er "onne"tion installation- t+e Sur.eyor,ill .erify an# report t+at T+e .essel is arrange# ,it+ a s+ore6po,er system as per #ra,ing no3- re.3- #ate#3)=* Issuan"e of a Statement of Fa"t for t+e installation of e%+austgas s"rubber @ emission abatement te"+nologies ,ill be "onsi#ere#on a "ase by "ase basis- ,it+ #etails to be submitte# to an ABSengineering re.ie, o"e for re.ie, prior to sur.eyor issuan"e of



t+e statement of fa"t report3 T+e Statement of Fa"t ,ill report on,+at t+e Sur.eyor +as sur.eye#3Puestions regar#ing engineering submittal re4uirements s+oul# besubmitte# to t+e ABS (i.isional Engineering O"e3 (i.isionalSur.ey O"es may be "onta"te# for 4uestions pertaining to

Sur.ey3 Cli"5 +ere to lo"ate t+e "losest appropriate o"e from t+eABS (ire"tory

MA( oral =D*<

+ Procedure for Overhaul of A63.a. !hec whether all tools and spares are available or not.

b. 4f so) then start the "tand b# generator.c. !hec all parameters are normal.d. 9ow share the load with the help of s#nchroscope.e. Again chec all the parameters are within normal range.f. Put full load on the "tand b# generator.g. "top the generator on which wor has to be carried out.h. Put $39 A *O0< tag.i. "hut the air starting valve) fuel oil inlet outlet valves and isolate thes#stem. . Let lube oil priming pump run for half hour after then stop it.. ;rain the acet water.

l. 0emove the c#linder head cover.m. 0emove high pressure pipe.n. ae out the inector using its tool.o. Open the rocer arm bolts remove it from its place.p. 0emove the Jacet water outlet pipe./. ;isconnect the scavenge e'haust manifold from the c#linder head.r. Open the c#linder head bolts using the or/ue spanner or h#draulic ac1Asprovided on #our vessel2.

http://marinenotes.blogspot.in/2012/06/mep-oral-kundra.html

http://marinenotes.blogspot.in/2012/06/mep-oral-kundra.html



s. !hec the lifting gear 1!rane chain bloc) 3#e bolt) etc.2t. Lift the c#linder head put it at a suitable place.u. Open the crancase door.v. %ring the piston to ;! position attach e#e-bolt on it and Attach hoo ofchain bloc to it.1%efore bringing Piston to ;!) the top part of liner needs to

be cleaned2w. %ring the piston to %;! and open the bottom-end bolts remove bottomend bearing.'. As load of piston is now on Lifting gear) so tae it out put it on the pistonstand.#. 0emove the piston rings using ring e'tractor.. 0emove the circlip from the gudgeon pin tae out the gudgeon pin) soconnecting rod can be taen out.

+ How do #ou decide if piston rings should be changed or not5a. %utt clearance increased then its normal range.

b. A'ial clearance increased.c. (isual condition of piston ring.

+ How #ou chec lifting gear.a. !hec the condition of wire rope grease it.b. !hec the visual condition of chain.c. !hec the limit switches in the forward) aft) Port starboard direction areworing.d. !hec that emergenc# button is woring.e. !hec the visual condition of the insulated cover is satisfactor#.f. !hec overload trip is woring satisfactoril#.

g. !hec the visual condition of chain bloc) no cracs should be there.h. !hec that safet# latch is there on chain bloc.

+ *hat checs on piston and liner.a. Piston:-i. !hec the piston for an# cracs.ii. !hec the piston top pro,le.iii. !hec for an# carbon deposits.iv. !hec the butt clearance) a'ial radial clearance.

+ *hat to do if valve seat damaged5

+ !hecs on crancase inspection in $ain 3ngine5"afet# Precautions:

+ 4nform bridge and !hief 3ngineer.+ 4f in port) tae 4mmobiliation certi,cate.+ &et propeller clearance from the dut# oNcer.+ "hut oG starting air valve.+ Put $en at *or tag.



+ "top lube oil pump.+ 4ndicator cocs to open.+ urning gear should be engaged+ *ear proper PP3) "hoes helmet.+ 9o naed lamp to be taen inside.

+ Open the crancase door taing it as a shield.+ (entilate the crancase door properl#.+ 9o items should be inside the pocets of boiler suit.

4nspection:a. !hec the condition of lube oil) for an# smell) discoloration) degradation.b. 9o paint parts to be there in the sump.c. urn the engine to %;! and under stuNng bo' area for an# blac oil.d. !hec piston rod for an# scoring roughness.e. !hec piston palm bolts locing.f. !hec the guide shoes and the area around it.g. !hec guide shoe end cover bolts.

h. !hec Q-head bearing general condition.i. !hec all bearing for white metal. . !hec oil pan area of ever# unit for an# sludge formations) bearing metals foreign particles.. !hec top bottom of connecting rod bolts) nuts locing device.l. !hec the a'ial movement of bottom end bearing.m. !hec slippage of web ournal b# reference mars.n. !hec the teeth of transmission gear.o. !hec the tightness of chain drive.p. !hec c6case relief door spring tension) wire mesh sealing ring./. !hec clear the O.$.; sampling pipes.

r. "tart the lube oil pump chec ow .s. !hec c6case door sealing condition close it c6case door.t. $ae sure no foreign matter or tools should be left inside the c6case.

+ appet clearances wh# plus how to chec. appet clearance is taen to ensure positive closing of the valve forthermal e'pansion of the valve. aing all safet# precautions.1"ee Ans. +2$ae sure the piston is on ;!.i. From the maring on the #wheel.ii. From the fuel cam.

iii. Push rod should be free.$ae sure the engine has cooled down.Loosen the loc nut of the rocer arm.9ow adust the tappet clearance between the rocer arm valve stem b#tightening or loosing the nut below the loc nut.4f tappet clearance is less:i. (alve will open earl# close lateii. Air induced through inlet valve ma# lea out. "o) less air for combustion.



iii. Power will be reduced.iv. Fuel consumption will increase) engine ma# become unbalanced) e'hausttemp. will be ver# high.v. 4n worst condition) valve ma# remain open) resulting in loss of compressionpressure) burning of e'haust valve) 6! fouling will increase.

4f tappet clearance is more:i. (alve will open late close earl#.ii. Lesser heat energ# to 6!) so reduction in scavenge air hence power.iii. 9o proper removal of gases.iv. Hammering of valve stem-ma# cause damage to valve stem.

+ *hat to chec if 3ngine is not starting on air and fuel3ngine not starting on Air:-a. Low air bottle pressure or air line valve ma# be shut.b. Air bottle isolating valve or automatic valve or distributor not functioning.c. !ontrol air valves fault# or less control air pressure.

d. "tart air automatic valve ammed.e. urning gear engaged.f. 0eversing has not taen place completel#.g. !ontrol valve for fuel or start is not in itRs end position.h. %ursting diaphragm on start air line damaged.i. Fuel lever on maneuvering stand not on remote mode. . Au'iliar# blower not running or not on SautoR mode.. 3mergenc# stop has activated.l. 4nterloc is operated.m. !#linder air start valve defective or stic#.n. Piston not in ,ring mode.

3ngine not starting on fuel:a. Less fuel in service tan.b. Fuel ,lter is choced.c. Fuel suppl# pumps not delivering re/uired pressure. Or fuel pump tripped.d. Fuel level on local maneuvering stand) is not on remote stand.e. Fuel rac stuc.f. Fuel pump malfunctioning) ammed plunger.g. 4nector nole needle sticing or holes bloced.h. !ompression pressure is too low due to broen piston ring or e'haustvalve not closing properl#.

i. Fuel pump relief valve leaing. . "tart air pressure insuNcient to turn the engine fast enough.

+ *hat to chec if 3ngine is not taing load.

+ *hat precautions to tae to start A63 After overhaul.a. *ater tightness to be checed.b. Air to be removed from acet water outlet line.



c. Priming lube oil pump to run before starting the engine.d. !hec the lube oil level.e. !hec the ow of lube oil.f. %low through the engine before starting.

+ How to change puri,er to clari,er.0emove the gravit# disc.

+ How to select damn ring for puri,er.From the monogram provided with manual) which is drawn with respect toviscosit# of oil which sie damn ring to be used.

4f monogram not there) thena. !hief 3ngineers e'perience will come into use.b. Hit trial method to be used.i. First use the largest gravit# disc and whether oil is overowing) if so) then

use small sie gravit# disc and follow this process until oil stops overowing.

+ *hat to chec if puri,er over owing.a. "ie of gravit# disc.b. High throughput.c. emperature of the oil.

+ How to stop Au' 3ngine if not stopping b# stop handle.a. Pull the fuel rac to ero position.b. Operate an# trip.

+ !harging gas in ;om Fridge5+ !lose the receiver outlet valve and collect the gas in the receiver.+ !hec the li/uid level) if it is below L6) !harging is re/d.+ !hec the weight of the refrigerant bottle eep it upright.+ !onnect the charging line to the connecting point and eep it loose.+ Open the bottle valve slightl# and purge the line into the collecting

c#linder and then tighten the connection.+ Open the charging valve and full# open the bottle valve.+ !hec the li/uid level in the sight glass and mae sure no air bubble

present in the s#stem.

+ !lose the charging valve and the bottle valve.+ Open the receiver outlet valve start the compressor.+ !arr# out let detector test.

+ !harging oil in ;omestic fridge.$ethod +.

+ $ostl# ships have hand p6p provided which develop more pressure thanthe inside pressure.



$ethod >.+ 0educe the L.P !ut out setting.+ ;ip the pipe inside the c6case of compressor.+ 0un compressor) vaccum will develop.+ "o) compressor will start sucing the oil.

+ $ae sure the pipe is diped full#) because it has got chances of sucingair.+ 4f air gets in) then purge it in a separate bottle after charging of oil gets

completed.

+ *hat to chec if 0oom temp 1one room2 not coming down5-

+ *hat to chec if all room temp not coming down5- 0oom doors not shut properl#.- 0oom insulation is bad.

- Air in s#stem.- 0oom fans not running.- 3vaporators frosted.- !ompressor not woring satisfactoril#) unloader defective) valve lea#)rings damagd.- 3'pansion valves choed6 malfunctioning.- 3vaporator bloced.

+ *hat to do if dom. fridge is short c#cling6- L.P !ut out is defective.- L.P !ut out setting not correct) too low diNcult for !ut 4n.

- Lesser gas ow+ Less gas in s#stem.+ ;rier !hoed.+ 3'pansion valve ,lter choed or 3'pansion valve $alfunction.+ 3vaporator !hoed.+ !ompressor valves leaing.

Actions:-a. !hec L.P. !ut out setting) !ut out pressure O<.b. !hec ow of gas b# seeing sight glass which should show full ow ofrefrigerant.c. 4f no full ow- 3ither less gas or drier choced) !lean the drier.

d. !hec level in receiver) if low) then charge gas.e. 3'pansion valve ,lter choed) then clean it.f. 3'pansion valve malfunctioning- !hange it.g. 3vaporator choed- %low-thru evaporator with nitrogen.

+ Overhaul of centrifugal pump.

+ !hanging pipe oin below oor plate without removing pipe.



+ "oot blow the economier.+ 3nsure) fuel oil end heater outlet temperature proper corresponding to

attain viscosit# at the point of inection.+ !hec) if an# particular 3'haust temperature is higher than others) if so)

then stop the engine) !hange the inector with a spare overhauled

inector.+ !hec all fuel pump timings are correct or not.+ ;ismantle and carr# out overhaul of 6!.+ "end fuel oil for Laborator# anal#sis.

0easons:+ 4mproper combustion.+ %urning of carbon particles collected at 3&3.+ Overloading of engine.+ 4nform bridge !hief engineer.+ 0aise engineersR call6emergenc# alarm.

+ %efore starting bilge pump note down the position of vessel time ofstarting.

+ Other engineers will in between tr# to locate the hole or burst of pipeand repair.

+ 4f ingress of water ver# high) start another pump.+ 0educe the engine r.p.m.+ !hange over main s.w suction to emergenc# bilge suction.+ 4f level is still coming up tr# to protect the motor from short-circuiting ) if

re/uired start emergenc# bilge suction valve.+ 4f situation is not coming in control) prepare lifeboat for lowering.+ Flooding in 3ngine 0oom what to do5

+ *hat checs to be made on Au' 3ngine when running5!hecs:

+ !hec scavenge air temperature.+ !hec 3'haust gas temperature.+ !hec r.p.m+ !hec load on A63.+ !arr# out pea pressure.+ !hec for an# abnormal noise or vibration.+ !hec acet water inlet outlet temperature.+ !hec Lube oil temperature pressure.

+ ;uring running $ain 3ngine stops. *hat checs5+ !hec whether 3mergenc# stop operated b# an# personnel.+ !hec level of fuel oil in "ervice an.+ !hec whether puri,er woring properl#.+ !hec whether water is there in "ervice tan due to improper

puri,cation.



+ Low lube oil pressure trip operated) !hec L.O P6p developing correctpressure.

+ !ontrol air trip operated) !hec control air pressure.

+ %oiler blow bac what to do and reasons5

0easons:-+ 4nsuNcient pre-purging.+ %lower not woring.+ Accumulation of oil.+ Lea# solenoid valve.+ ;ripping of burner.

Action:-+ "top the ,ring.+ !hec the condition of burner) if it is dripping) then overhaul is re/uired.

+ ;o the inspection of the furnace.+ !arr# out suNcient pre-purging.+ "tart the boiler on Auto mode.

+ %oiler e'tinguishes what to do5+ Accept the alarm.+ Find out the reason for e'tinguishing:-+ if too low water level alarm came) then chec pump is developing

correct pressure or not ) its is woring properl#.+ 4f ripped on high pressure) let the steam pressure come down.+ Fuel oil low pressure alarm ) then chec functioning of fuel pump) oil in

service tan.+ Fuel oil low temp. alarm) then use the heater.+ Flame failure trip) then clean ame e#e) chec the furnace overhaul

the burner.

+ Overhaul of fuel valve5"afet# Precautions:-a. !hec whether all tools and spares are available or not.b. 4f so) then start the "tand b# generator.c. !hec all parameters are normal.

d. 9ow share the load with the help of s#nchroscope.e. Again chec all the parameters are within normal range.f. Put full load on the "tand b# generator.g. "top the generator on which wor has to be carried out.h. Put $39 A *O0< tag.i. "hut the air starting valve) fuel oil inlet outlet valves and isolate thes#stem. . Let lube oil priming pump run for half hour after then stop it.



. 0emove the loc nut of the high pressure pipe.l. 9ow) remove the high pressure pipe.m. ae out the fuel inector using it tool.n. Put it on the testing it.o. !hec the lifting pressure) atomiation) pressure falling steadil#) dripping

of oil.p. 9ow) tae out the inector from the testing it) put in a diesel oil clean it./. $ae sure the worshop table should be clean) no rags or ute to be there.r. Put the inector on the vice and tighten it.s. Loosen the loc nut of the inector.t. 9ow loosen the compression nut to release the spring pressure) then taeout the spring.u. Open the cap nut and tae out the needle and guide.v. Put the parts on the cleaned table.w. !hec the condition of spring b# dropping on the oor plate) it should ump and also chec it b# tightening in the vice and then releasing. he

diGerence in the length)no cracs to be there.'. !hec visuall# needle) there shouldnRt be an# scoring mars because it ismade of 9itrite material.#. r# to insert the needle inside the guide at angle of @Kdegree) the needleshould on its own weight.. !hec the sie of inecting holes b# using &o or 9o go gauge.i. 4f go gauge is going then hole sie is O<.ii. 4f no go gauge going) then it means the sie has increased) then noleneeds to be changed.iii. 9ow assemble the inector and do the lifting pressure setting on test it b#adusting the compression nut.

iv. After this chec the inector again for its lifting pressure) atomiation)stead# fall of pressure and dripping.

+ How pressure testing of &lobe (alve is done5a. %lan one side of valve and put water from the other side) chec for an#leaage.

+ Overhaul of a c#linder head what all to chec5

+ Overhaul of 4nlet e'haust valve of au'.enine5

+ Function of 0oto-!ap in valves how it is overhauled5a. 4t helps to rotate the valve during operation with the help of the e'haustgas) so as less wear occurs and stress doesnRt comes onl# at one point.

+ *hat is d#e-pentration test) wh# is it done how is it done5;#e-Penetration test is a lea test carried out to now about the leaage6crac in an# part.



+ How to test c#linder head relief valve onboard5

+ ;uring maneuvering %ursting disc of air compressor get damaged) what

action to tae5+ 4nform the bridge about the problem and to give lesser ics.+ "tart the stand b# compressor.+ 4solate the compressor whose bursting disc is damaged.+ !hange the bursting disc) if available onboard.+ 4f 9ot available) then let the ".* go into the 36room bilges) otherwise

Fresh water cooled ) then oin a e'ible hose and put into the e'pansiontan.

+ How will #ou test the crancase relief door5 he testing of the !6case relief door is done at shore.

+ 0easons of Puri,er overow5+ Procedure for doing boiler blow down5

Precautions+ 3nsure nobod# is near the ship side blow down valve.+ 9ot to be carried out in dr#doc or alongside.+ (alve se/uence to be followed.+ %oiler shouldnRt be left unattended during blow down.+ $onitor the end of blow down. Long blow down to be avoided.+ ;onRt blow down to the 36room bilges.

Procedure+ "hip side valve + is opened followed b# valve >.+ (alve > is 90 which is full# opened to avoid cutting oG seat.+ 0ate of blow down controlled b# (alve .+ For scum blow down valve @ K are used.

+ Action to be taen) if chloride content is e'cess5%low down of boiler to be carried out.

+ How to blow through boiler &auge &lass5Procedure:

+ $ae sure drain line is clear+ !lose the steam outlet valve.+ !lose the water outlet valve.+ Open the drain valve.+ Open the water out valve let water ow thru it and close the valve

after blowing down with water.+ Open the steam out valve and blow thru with steam.+ !lose steam valve.



+ !lose the drain valve.+ 9ow) open the water side valve.+ Let water ,ll up 6@th gauge glass.+ Open the steam valve slowl#.

+ How to tighten boiler gauge glass after overhauling5

Procedure of tightening:+ First tighten all the bolts b# hand slightl# without putting an# pressure.+ 9ow) tighten bolt + > e/uall#. hen @.+ ighten bolt K . then M D e/uall#.+ ighten bolt E +8.+ 9ow again tighten M D. hen K .+ ighten bolt @. then + >.

Or #ou can sa# we ,rst tighten outward bolts of both side then inward side. hen we move in opposite steps. i.e. tight inward bolts then outward bolts.

;iGerences betwn *atercooled and Oilcooled piston* - High speci,c heat capacit# therefore removes more heat per unit volumeO - Low speci,c heat capacit#* - 0e/uires chemical conditioning treatment to prevent scalingO - ;oes not re/uire chemical treatment but re/uires increased separate andpuri,cation plant* - Larger capacit# cooling water pump or separate piston cooling pump and

coolers although less so than with oilO - Larger capacit# Lube oil pump) sump /uantit# and coolers* - "pecial piping re/uired to get coolant to and from piston without leaO - 9o special means re/uired and leaage not a problem with less ris ofhammering and bubble impingement.* - !oolant drains tan re/uired to collect water if engine has to be drained.O - 4ncreased capacit# sump tan re/uired* - Pistons often of more complicated designO - hermal stresses in piston generall# less in oil cooled pistons* - !ooling pumps ma# be stopped more /uicl# after engine stoppedO - Large volumes of oil re/uired to eep o'idation down and e'tended

cooling period re/uired after engine stopped to prevent coing of oil



* vessel floating in sea water of relative density 1.42+ has a water planearea of 2444 at the load water line. 9he area of parallel water planes at 2 mintervals below this one are, 144, 144, 1244, respectively. 8eglecting anyvolume below !44m2 area find the displacement in tonne.* ship travels at a rate of 1+.2+ knots with a fuel consumption of +.+ t:day.When +4 nautical miles from port there are only + t of fuel remaining inthe tanks. 3alculate the speed of the vessel so it will arrive in port with ! taboard.* vessel has the following proportions;< the length is e%ual to /.-- of thebeam; the mean salt water draught is e%ual to 4.!2- of the beam; 9heimmersed midsection co<efficient of fineness is 4./2; the block co<efficientof fineness of displacement is 4.+; 9he beam of the ship is !+ ft., fins< =a>the displacement in tons; =b> the area of immersed midship section, and =c>the prismatic co<efficient of fineness.

* small coasting steamer 244 ft., long, !4 ft., beam and 1! ft., 1<1:2 insmean draught salt water has a displacement of 224 tons. 9he area of theimmersed midship section is +1 s%.ft., find; =a> the block co<efficient offineness of displacement, =b> the prismatic co<efficient of fineness, and =c>the co<efficient of the immersed midship section.

*t a certain draught in water of 142 o5., per cu.ft, the co<efficient of thewater<plane area for a certain vessel is 14 greater than the block co<efficient of fineness. 9he vessel now moves to water of 144 o5., per cu.ft,

and its draught changes ! ins. 3alculate the original draught assuming thewater<plane area is constant.

9he length, beam and loaded draught of a vessel are in the ratio1.+71.1+71. *t this draught the co<efficient of the water<plane area is 4.--,and the 9.@. 1 when floating in seawater is 4./ tons greater than when infresh water at the loaded draught.

9he Afresh water allowanceB is the amount a vessel may be loaded in freshwater above the salt water load line, and is given by the e#pression; <

C.W.*.B D &:[email protected] # !4. Where & E displacement =tons> [email protected] E value in saltwater. @rove that this is true when salt water and fresh water densities are142+ and 1444 o5., per cu.ft, respectively.

* ship enters a river from the sea and while in the river 2-4 tons of waterballast is pumped overboard. 9he draught of the ship after discharging theballast was found to be ins., less than the draught when at sea. If the



* vessel of ,444 tons displacement has a length of !44 ft., and a draught of2- ft. 9he effective horsepower is +,24 at a speed of 1+ knots. 3alculatethe residuary resistance of the vessel in lbs., given that;< Wetted (urface E1.-J& D vol., and & Cluid friction =lbs.> E fsv to the e#ponent 2.2. Where J Elength & E draught ( E wetted surface =s%.ft.> KE speed =knots> vol Eunderwater volume f E 4.44.

9he resistance of a thin plate when drawn through sea water at 14 ft.sec., is4.2+ lbs., per s%.ft. When a ship is moving at 1+ knots 1,444 ft.tons perminute is re%uired to overcome the frictional resistance. 9he wetted surfaceof the ship was 1!,/4 s%,ft, If the frictional resistance is directlyproportional to the speed raised to the power of GnH find the value of n.

* vessel has a fuel consumption of 4.4-+ tons per nautical mile, and theI.6.@. is ,444. If the *dmiralty constant is 2- and the fuel co<efficient is1,/44, find =a> the fuel consumption per I.6.@., hour and =b> thedisplacement in tons.

*t a speed of 1- knots a vessel consumes 1-4 tons of fuel per day. It isdecided to reduce the consumption to 11- tons per day. Cind the new speedand the percentage saving in fuel for a voyage of ,444 nautical miles.

*t 12 knots the fuel consumption of a certain ship is 11.! tons per day.

When the ship is 241 nautical miles from port, it is found that there areonly -+ tons left in the tanks. What must be the reduced speed for this shipto reach port with 14 tons of fuel left, and what will be the dailyconsumption at the reduced speed?

'y e#periment it was found that the resistance of a flat plate drawn throughsea water at 14 ft.sec., was 4.2- lbs., per s%.ft., and that the resistancevaried as the =speed> to the e#ponent 1./. the total fluid resistance of a sipat a draught of 2 ft., and at a speed of 1+ knots was 2 tons. If the beam of the ship was ++ ft., and the block co<efficient of fineness was 4.- find the

length of the ship. Use the formula given in the data sheet to determine thewetted surface.

@rove that;< consumption per voyage =tons> E )d vL 3Where ) E length of voyage in nautical miles.E displacement in tonsd E consumption of fuel in tons per I.6.@.,per hour



v E speed of ship in knots3 E *dmiralty constant E vF [email protected] the formula calculate the consumption for a voyage of ,444 nauticalmiles at 1+ knots if the displacement of the ship is 12,444 tons. 9he*dmiralty constant is 2+4 and the fuel consumption per I.6.@. hours is 4.+/lbs.

When the speed of a vessel is reduced by 2 knots the daily fuel consumptionis reduced by +2 tons. If there is a 22 saving of fuel on a voyage of !,+44nautical miles, calculate the normal speed and the normal daily fuelconsumption.

9he fuel consumption per hour of a vessel is given by the e#pression;< 1.+ D4.441!+vF, where v is the speed in knots. 9he normal speed of the ship is

1+ knots, and when the speed is reduced 21 the consumption per daydecreases by 4 tons. Cind; < =a> the new consumption per day at thereduced speed, and =b> the tons of oil saved over a voyage of 2!44 nauticalmiles.

9he fuel consumption of a vessel travelling at 1+.+ knots is --/ tons per day.If the speed is increased to 1-.2+ knots for 1!.+ hours and is then reduced to12.2+ knots for /.+ hours, calculate the percentage variation in fuelconsumption per day and the percentage variation in the distance coveredper day.

If a vessel travels at .+ knots less than the normal speed of 1 knots thefuel consumption per day is reduced by tons. 3alculate the normal fuelconsumption per day.

* twin screw vessel has engines which run at /- r.p.m, and drive propellersof 1/ ft., pitch. 9he apparent slip was 1+. 3alculate the ships speed inknots. If the thrust horsepower was +,24 and the resistance due to skinfriction was /+,444 lbs., calculate the residuary resistance of the vessel inlbs.

* ship has an apparent slip of <!.+ when the shipHs speed is 1- knots andthe engine r.p.m. is 114. 3alculate the propeller pitch. If under theseconditions the thrust pressure if the horsepower is decreased by 14 and theshipHs speed by .!?

When a vessel is travelling at its normal speed of 1/ knots the pressure on



the thrust pads was 14 p.s.i, the r.p.m. of the engines was /-, and theapparent slip was <!.+. 3alculate =a> the pressure on the thrust pads whenthe speed increased by -.+ while the horsepower decreased by 11.+ and=b> the pitch of the propellers.

Cind the apparent slip when a vessel has a speed of 1- knots, engine r.p.m. and propeller pitch 24.+ ft. *t this speed the thrust pressure was 2-p.s.i. if the horse power is increased by 14 and the speed increase -,what was the new thrust pressure?

* bulkhead is 2! ft., deep and it is supported by vertical stiffeners spaced 2ft., ins., apart. 9he stiffeners are secured to the tank top by bracketscontaining 12 rivets, each -: ins., diameter, and it may be assumed thatthe rivets are in single shear. If seawater rises on one side of the bulkhead

to the full depth, calculate =a> the shear load in tons at the top of thestiffeners, and =b> the shear stress in the rivets at the tank top brackets.

* watertight door measures !ft. / ins., by 2 ft. ins., wide. 9he lower edgeof the door is 1 ft., from the bottom of the bulkhead. 9he doorframe is heldin position by bolts each 4.- ins., diameter. 9o what depth must thebulkhead be flooded with sea water on one side in order that the tensilestress in the bolts be 2,444 lbs., per s%. in.?

* rudder is 24<s%. ft. in area and the centre of fluid pressure is estimated

to be ft., abaft the centre line of the rudderstock when the rudder isturned through the ma#imum angle of + degrees. If the shipHs speed is 1knots and the allowable shear stress in the rudderstock is + tons per s%. in.,fins, for the angle the diameter of the rudder stock in inches. 0iven; < fluidpressure =lbs.> E 1.12*KL(in . Where * E area rudder =s%. ft.> K E speed ofship =ft. sec.> E rudder angle.

* double bottom tank is tested by filling the tank with fresh water to thetop of the air pipe while the ship is in dry dock. It was found that thepressure on the inner and outer bottom plating are 1+ p.s.i.g., and 1-

p.s.i.g., respectively. 3alculate =a> the depth of the tank in ft., =b> theheight of the air pipe and =c> the load in tons on the inner bottom plating ifthe tank was ft., wide and 24 ft., long.

With reference to ships, what is meant by the term A)ackingB. Whatmembers of a shipHs structure are most effective in reducing the effects ofracking?



With reference to a ship what is meant by A@antingB and on what part of theshipHs structure does it occur? What is done to minimi5e the effects ofpanting?

* vessel is in dry<dock and has a double bottom tank filled with oil ofspecific gravity 4./, which rises up to the top of the sounding pipe. 9hefloors are spaced 4 ins., apart and the rivets securing them to the innerbottom plating are -: ins., diameter and pitched - diameters apart. Underthese conditions the tensile stress in the rivets is !,244 lbs., per s%., in.3alculate =a> the depth of the tank in ft., and =b> the length of the soundingpipe in ft. 9he pressure on the outer bottom plating is 1+ p.s.i.g.

With reference to ships, what is meant by the terms A6oggingB and

A(aggingB? What parts of a shipHs structure are most effective in reducingthe effects of hogging and sagging?

"#plain the following terms;< gross tonnage, registered tonnage, deadweightcapacity, moulded depth and length between perpendiculars.

9he following terms are used in ship construction. What do they refer to?Meel, Meelson, 9ank tops, 9ank argin @lates, 0arboard (trake, (hear (trake,and 9umble6ome. 9he answer may be illustrated with sketches.

0ive definitions of the following terms pertaining to ships; < registeredlength, registered breadth, registered depth, gross tonnage and registeredtonnage.

0ive a short description of the following terms used in ship construction;<Crame, &eep Crame, 'eam brackets, )everse bar, Cloor plate, argin plate,0usset and 'ilge 'racket.

In ship construction what is meant by the terms A&eck 3amberB and A&eck(hearB? "#plain briefly the advantages of the camber and shear.

What is meant by the term AJoad JinsB? Where is it placed on a vessel? Isthere any allowance for different waters, and seasons? If so, are thesedifferent Joad Jines marked higher or lower than the given Joad Jine, andWhy? Nou may illustrate your answer with a sketch.

What is meant by the following terms used in ship construction;< =a>



and how it is secured to the shell plating. Why are double bottom tanksfitted in some vessels?

What is a cofferdam? Where are cofferdams located on a ship? What is theirpurpose? What connections, fittings or pipe are fitted to cofferdams?

Cor a vessel of appro#imately +,444 tons and with engines amidships, sketchand describe the watertight bulkhead at the after end of the engine roomthrough which the shafting passes. 8ote any special arrangements in theway of the shafting.

"#plain how a watertight bulkhead is fitted into a ship. 6ow does thebulkhead contribute to the structural strength of the vessel? What kind offloor fitted in the double bottom tank under a watertight bulkhead.

"#plain, in the case of a vessel with engines aft, how the shipHs structure inway of the machinery space is strengthened, with specific reference beingmade to floors, girders and inner bottom.

(ketch floors of the solid, bracket and watertight types are fitted in cellulardouble bottom tanks. Cor a dry cargo ship what types of floors would befitted =a> under engine and machinery spaces, =b> under hold spaces, and =c>under watertight bulkheads?

&escribe the construction of a watertight bulkhead, e#plaining how it isstiffened and made watertight. What is the purpose of watertightbulkheads?

ake a sketch of a section through a double bottom tank showing a solidfloor. What other types of floors are fitted in double bottom tanks?

&escribe the rudder of your last ship. "#plain how the rudderstock passedthrough the shipHs counter, how the rudder is supported, and also how weardown was allowed for. (tate the angle the rudder was allowed to turn and

e#plain how further movement was prevented.

&escribe how a common plate rudder is connected to the shipHs hull. Whatare pintles? What are gudgeons? "#plain how the movement of the rudder ischecked, and what prevents the rudder from lifting?

&escribe the construction of a tailshaft, which is fitted with a continuous



liner, and describe how the liner is fitted. "#plain how the propeller is fittedto the shaft.

&escribe and sketch a stern tube and stern bearing as fitted in a singlescrew steel vessel. What materials are used? (how how the stern tube isfitted in place.

Nour vessel is in dry<docking and you are entrusted with the duties of a fullunderwater inspection. &escribe fully how you would carry this out.

Nour vessel is in dry<dock, and the tail end shaft has been removed, and youare instructed to e#amine the stern tube lining, and the shaft, for possibledefects. "#plain how you would make this inspection.

&escribe a A'alancedB rudder, and e#plain how it is fitted to the ship andhow the weight of the rudder is taken up. Nou may illustrate your answerwith a sketch if desired.

What is meant by the pitch and diameter of a propeller? &escribe, with asketch, how you would find the pitch of a propeller; with the vessel in dry<dock. Is it possible to alter the pitch of a propeller?

&escribe a 3O2 or stern smothering system as fitted to the holds of a drycargo vessel. Include in your description the bridge detection unit and

e#plain how this works. Nou may illustrate your answer sketches if desired.

6ow would you inspect the rudder when the ship is in dry<dock? What partswould you normally inspect for wear and what repairs would be necessary ife#cessive wear was found?

&escribe, with the aid of sketches how the holds of a refrigerate cargo shipare insulated. (how how the hold is closed up and states the materials usedfor insulation purposes.

)eference

http://www.dieselduck.net/library/02%20exam_stuff/2nd_naval_arc.01.htm

http://www.dieselduck.net/library/02%20exam_stuff/2nd_naval_arc.01.htm



A<7<A shipboard stability by analyCing

weight and moment considerations!

EVALUATE shipboard stability by analyzing weight

and moment considerations.

ENABLING B!E"TIVE#$

E%&LAIN why 'ree #(r)ace E))ect impairs

stability.

"*&UTE and +E#",IBE the impairment to

stability ca(sed by partial )looding in an

intact compartment.

+E#",IBE the methods to red(ce 'ree #(r)ace

E))ect.

E%&LAIN why 'ree "omm(nication E))ect impairs

stability.

"*&UTE and +E#",IBE the impairment to

stability ca(sed by partial )looding in an

o))-center compartment which is open to the

sea.

+E#",IBE how poceting/ s(r)ace

permeability/ and size o) hole/ impact 'ree

#(r)ace E))ect and 'ree "omm(nication

E))ect.

Gi0en an (ncorrected statical stability

c(r0e/ ",,E"T the c(r0e )or 'ree #(r)ace

E))ect and 'ree "omm(nication E))ect.

LOOSE WATER Loose 1ater is the shi)ting o) li2(id )rom side to side as a ship

rolls. 1ater that partially )ills a compartment/ as a res(lt o)

(nderwater damage/ drainage/ or )ire )ighting/ is Loose 1ater.

FREE SURFACE EFFECTLi2(id that only partially )ills a compartment is said to ha0e a

)ree s(r)ace that tends to remain horizontal 3parallel to the

waterline4. 1hen the ship is inclined/ the li2(id )lows to the

http://marinenotes.blogspot.in/2012/06/evaluate-shipboard-stability-by.html






lower side 3in the direction o) inclination4/ increasing the

inclining moment.

Background:I) the tan contains a solid weight/ and the ship is inclined/

the center o) b(oyancy shi)ts in the direction o) the inclination

and righting arms 3G54 are )ormed.

,eplacing the solid with a li2(id o) the same weight/ when the

ship is inclined/ the s(r)ace o) the li2(id remains horizontal.

This res(lts in a trans)er o) 6a wedge o) water/6 which is

e2(i0alent to a horizontal shi)t o) weight/ ca(sing gra0ity to

shi)t )rom G7 to G8.

The wedge o) water trans)erred increases as the angle o)

inclination increases/ there)ore/ the center o) gra0ity shi)ts a

di))erent amo(nt )or each inclination.



B ; The breadth 3width4 o) the compartment

L ; The length o) the compartment

1' ; The ships )inal displacement 3a)ter )looding water

added4

FACTORS EFFECT"#$ FREE SURFACE EFFECT%OC&ET"#$'ree #(r)ace E))ect can be red(ced/ to some e<tent/ by creating

poceting. &oceting occ(rs when the s(r)ace o) the li2(id

contacts the top or bottom o) the tan/ red(cing the breadth 3B4

o) the )ree s(r)ace area.

&oceting with top o) tan. &oceting with bottom o) tan

#ince the e))ects o) poceting can not be calc(lated/ it is an

indeterminate sa)ety )actor. The 'ree #(r)ace correction will

there)ore indicate less o0erall stability than act(ally e<ists.

SURFACE %ER'EAB"L"T(Impermeable ob9ects 3engines/ p(mps/ piping systems/ etc4 inside

a )looded space pro9ect thro(gh and abo0e the li2(id s(r)ace.

These ob9ects inhibit the mo0ing water and the 6shi)ting o) the



wedge6 may or may not be complete/ th(s red(cing 'ree #(r)ace

E))ect. The impermeable ob9ects also occ(py 0ol(me/ red(cing the

amo(nt o) )looding water 3mo0able weight4 that can )ill the

space.

SWAS) BUL&)EA*S +BAFFLE %LATES,In addition to some str(ct(ral s(pport/ these b(lheads are

designed to red(ce 'ree #(r)ace E))ect. They are longit(dinal

b(lheads that hinder/ b(t do not pre0ent/ the )low o) li2(id

)rom side to side as the ship rolls or heels. They are )o(nd in

tans/ 0oids/ do(ble bottoms/ bilges/ etc.

SLU"CE VALVES#l(ice 0al0es allow opposing tans to be cross-connected. 1hen

large/ partially )illed tans are connected/ 'ree #(r)ace E))ect

increases/ and the 0essel becomes less stable. #hips lie oilers

and tenders (se these 0al0es to create long/ slow roll periods

d(ring amm(nition handling and re)(eling.

#l(ice Val0e "losed$ #l(ice Val0e pen$



FREE SURFACE EFFECT=. '#E increases with increased length and width o) compartment

8. '#E increases when displacement decreases 3de-ballasting4

:. '#E is independent o) the depth o) the li2(id

E-a./le %ro0le. The )iremain r(pt(res/ )looding space =-=:7-7-L with three )eet

o) saltwater. +isplacement prior to )looding was >?:7 LT. The

dimensions o) the space are$ L;:7'T B;>8'T @;'T

=. "alc(late the weight added by the )looding water$

8. "alc(late the new displacement$

:. "alc(late the 0irt(al rise in G d(e to 'ree #(r)ace E))ect$

FREE CO''U#"CAT"O# EFFECT'ree "omm(nication E))ect occ(rs when the ships h(ll is r(pt(red/

allowing sea water to )low in and o(t as the ship rolls. This

contin(o(s weight addition and remo0al ca(ses a horizontal shi)t

in the center o) gra0ity/ which then e2(ates to another irtualrise in the center grait!.Three conditions m(st e<ist )or 'ree "omm(nication E))ect$

=. The compartment m(st be open to the sea.

8. The compartment m(st be partially )looded.

:. The compartment m(st be o)) centerline or

asymmetrical abo(t centerline.



C ; The distance )rom the center o)

gra0ity o) the compartment to the

"enterline o) the ship 3'T4

1' ; The shipDs displacement )ollowing damage 3LT4

The )actors which minimize 'ree #(r)ace E))ect 3poceting/s(r)ace permeability/ swash b(lheads/ etc4 will also minimize

'ree "omm(nication E))ect. There is one additional )actor

associated with 'ree "omm(nication$ the si1e of the hole in theshi/2@ow the size o) the hole a))ects 'ree "omm(nication is not

something that can be calc(lated. The '"E e2(ation does not

acco(nt )or the hole. Basically/ i) the hole is small/ less water

will be addedremo0ed to)rom the ship. The larger the hole/ the

closer 'ree "omm(nication E))ect is to its calc(lated 0al(e.

E-a./le %ro0le. The 0essel below 30iewed )rom stern4 has a hole in the starboard

side o) compartment :-8-7-L. +isplacement prior to damage was

:77 LT. 'looding depth is ? 'T. "alc(late the total 0irt(al rise

in the center o) gra0ity 3'#E F '"E4. "ompartment length is :7

'T.

=. "alc(late the weight added d(e to )looding water$

8. "alc(late the shipDs )inal displacement$

:. "alc(late the 0irt(al rise in G d(e to 'ree #(r)ace E))ect$



Gi0en a s(mmary o) shipboard weight gro(ps and their

locations relati0e to the eel and midships

perpendic(lar/ "AL"ULATE the 0ertical and trans0erse

position o) the shipDs center o) gra0ity.

Gi0en a speci)ied loading condition and a shipDs +" boo/

"AL"ULATE the sine and cosine corrections ca(sed by aweight addition/ remo0al or shi)t.

Gi0en a shipDs +" boo/ &,E&A,E/ LABEL/ and apply sine

and cosine corrections to an (ncorrected statical

stability c(r0e.

In +etail$

VERT"CAL WE"$)T S)"FTS

#hi)ting weight 0ertically/ no matter where onboard it is/

will always ca(se the ships center o) gra0ity to mo0e in the same

direction as the weight shi)t.

To calc(late the height o) the ships center o) gra0ity a)ter a

0ertical weight shi)t/ the )ollowing e2(ation is (sed$

G ; The original height o) the ships center o) gra0ity

3'T4

1 ; The shipDs displacement prior

to shi)ting weight 3LT4

w ; The amo(nt o) weight shi)ted 3LT4

g ; The 0ertical distance the weight was shi)ted 3'T4

1' ; The ships displacement a)ter shi)ting the weight 3LT4

; 1hen the weight is shi)ted (p (se 3F4



1hen the weight is shi)ted down (se 3-4

E-a./le %ro0le. =7 LT o) amm(nition are shi)ted (p :7 'T. 1 is :?77 LT and

Go is =.? 'T. 1hat is the new height o) the ships center o)

gra0ity 3G=4J

VERT"C AL WE"$)T A**"T"O#S3RE'OVALS1hen weight is added or remo0ed to)rom a ship/ the 0erticalshi)t in the center o) gra0ity is )o(nd (sing the same e2(ation.

G ; The original height o) the ships center o) gra0ity

3'T4



1 ; #hipDs displacement prior to

addingremo0ing weight 3LT4

w ; The amo(nt o) weight added or remo0ed3LT4

g ; The height of the center of grait! ofthe added3re.oed 4eight a0oe the keel +FT,

1' ; The ships displacement a)ter addingremo0ing the

weight

; 1hen the weight is added (se 3F41hen the weight is remo0ed (se 3-4

E-a./le %ro0le. A :7 LT crate is added :? 'T abo0e the eel.17 is :?77 LT and G7 is = 'T. 1hat is the new height o) the

ships center o) gra0ity 3G=4J

S"#E CORRECT"O#'rom Lesson >.7=/ when the shipDs center o) gra0ity is shi)ted

0ertically/ the length o) the righting arm is a))ected. The SineCorrection is applied to the ,ighting Arm "(r0e to re)lect theincreasedecrease in G5.



1hen gra0ity rises )rom position G to position G=/ the righting

arm is red(ced )rom length G5 to length G=5=. The distance the

righting arm was red(ced is shown by length GT.

The 0al(e o) length GT 0aries by the sine )(nction o) the angle

o) inclination. To correct the righting arm c(r0e/ the #ine"orrection c(r0e is plotted (sing the e2(ation$

The #ine "orrection c(r0e is applied directly to the righting arm

c(r0e/ and indicates e<actly how m(ch righting arm has been lost

d(e to the higher position o) G thro(gho(t the range o)

stability.

'or this e<ample/ GG= is 7.8?'T. 1hen plotting the #ine

"orrection c(r0e/ instead o) plotting points )or all degrees o)

heel/ remember these three r(les$

=. #ine 7 ; 7/ there)ore the #ine "orrection at 7 is$

8. #ine :7 ; 7.?/ there)ore the #ine "orrection at :7 is$



:. #ine 7 ; =.7/ there)ore the #ine "orrection at 7 is$

"onnect the three points with a straight edge. The region between

the #ine "orrection c(r0e and the original c(r0e 3nown as the

(ncorrected c(r0e4 represents the remaining righting arms.

There are two methods to draw the corrected righting arm c(r0e$

=4 Using di0iders/ place the (pper end on the

(ncorrected c(r0e and the lower end on the #ine

"orrection c(r0e. Ne<t/ mo0e the lower end o) the

di0iders down to the base line o) the graph and

plot a point at the (pper end o) the di0iders.

,epeat this process e0ery ten degrees and connect

the dots.

84 Using di0iders/ place the (pper end on the #ine

"orrection c(r0e and the lower end on the baseline

o) the graph. Ne<t/ mo0e the (pper end o) thedi0iders (p to the (ncorrected c(r0e. &lot a point

at the lower end o) the di0iders. ,epeat this

process e0ery ten degrees and connect the dots.



)OR"5O#TAL WE"$)T S)"FTS#hi)ting weight horizontally/ no matter where onboard it is/

will always ca(se the ships center o) gra0ity to mo0e in the same

direction as the weight shi)t. NTE$ A weight shi)t ca(sing the

ships center o) gra0ity to mo0e o)) centerline will always red(cethe stability o) the ship.

To calc(late the horizontal mo0ement o) the ships center o)

gra0ity/ the )ollowing e2(ation is (sed$

w ; The amo(nt o) weight shi)ted 3LT4

d ; The horizontal distance the weight is shi)ted 3'T4



w ; The amo(nt o) weight addedremo0ed 3LT4

d ; The distance fro. the center of grait!

of the 4eight to the shi/s centerline +FT,

1' ; The ships displacement a)ter the weight is shi)ted

3LT4

E-a./le %ro0le. ?7 LT o) stores is loaded onto the )light dec/ :7 'T )rom

centerline. 1 is >77 LT. 1hat is the change in the center o)

gra0ity 3GG84J

COS"#E CORRECT"O#1hen the shipDs center o) gra0ity is shi)ted o)) centerline/ the

length o) the righting arm is a))ected. The Cosine Correction isapplied to the ,ighting Arm "(r0e to re)lect the

increasedecrease in G5.



1hen gra0ity mo0es )rom position G to position G8/ the righting

arm is red(ced )rom length G5 to length G858. The distance the

righting arm was red(ced is shown by length G&.

The 0al(e o) length G& 0aries by the cosine )(nction o) the angle

o) inclination. To correct the righting arm c(r0e/ the "osine

"orrection c(r0e is plotted (sing the e2(ation$

The "osine "orrection c(r0e is applied directly to the righting

arm c(r0e/ and indicates e<actly how m(ch righting arm has been

lost d(e G located o)) centerline/ thro(gho(t the range o)

stability.

'or this e<ample/ GG8 is 7.?7'T. 1hen plotting the "osine

"orrection c(r0e/ instead o) plotting points )or all degrees o)

heel/ remember these three r(les$

=. "osine 7 ; =.7/ there)ore the "osine "orrection at 7

is$

8. "osine H7 ; 7.?/ there)ore the "osine "orrection at

H7 is$

:. "osine 7 ; 7/ there)ore the "osine "orrection at 7

is$



"onnect the three points with a straight edge. The region between

the "osine "orrection c(r0e and the original c(r0e 3nown as the

(ncorrected c(r0e4 represents the remaining righting arms.

The righting arm c(r0e can be corrected with the "osine"orrection c(r0e (sing either o) the methods listed )or

correcting the sine c(r0e.



1hene0er weight is added or remo0ed to)rom a ship/ the ships

center o) gra0ity rarely mo0es in only one direction.

'ort(nately/ the e))ects are c(m(lati0e. 'irst/ calc(late the

0ertical shi)t in the center o) gra0ity and correct the statical

stability c(r0e (sing the sine correction. Ne<t/ calc(late the

horizontal shi)t in the center o) gra0ity and correct the once

corrected statical stability c(r0e with the cosine correction.

The res(lt is the )inal statical stability c(r0e.



STAB"L"T( *ATA CALCULAT"O# S)EET

It is o)ten desirable to consider the e))ects o) se0eral weightsat once when calc(lating the 0ertical and horizontal changes o)

the ships center o) gra0ity. The #tability +ata "alc(lation #heet

is a tab(lar )orm (sed to calc(late the net 0ertical and

horizontal moments created by se0eral weight mo0ements.

*"RECT"O#S FOR USEOR"$"#AL CO#*"T"O#S:

62 +isplacement 314 is )o(nd (sing the dra)t

diagram and )(nctions o) )orm. +LT,72 G is )o(nd in section II3a4 o) the +" Boo/

in the s(mmary o) the loading condition yo( are

closest to. +FT,82 'ree #(r)ace E))ect in the ships tans is )o(ndin section II3a4 o) the +" Boo/ in the s(mmary o)

the loading condition yo( are closest to. +FT,92 Ass(med "enter o) Gra0ity 3GA4 is )o(nd at the

top o) the cross c(r0es o) stability. +FT,COLU'#S 6 T)ROU$) 6:62 #el) e<planatory.



72 Is the weight addedremo0ed )rom the port/starboard/ or centerline. I) the weight is

shi)ted/ indicate the direction shi)ted. +%; S;CL,

82 "ompartment 0ol(me 3Length < Breadth < +epth4 +FT,92 1eight added/ remo0ed/ or shi)ted. I) d(e to)looding/ di0ide the compartment 0ol(me by :?

'T:LT )or saltwater/ or :H 'T:LT )or )resh

water. +LT,<2 'or weight additionsremo0als/ distance )romthe eel to the center o) gra0ity o) the weight.

'or weight shi)ts/ the 0ertical distance

shi)ted. +FT,=2 'or weight additionsremo0als/ distance )romthe ships centerline to the center o) gra0ity o)

the weight. 'or weight shi)ts/ the horizontal

distance shi)ted. +FT,

>2 *(ltiply col(mns > and ?. 'or weight additionsor (pward weight shi)ts/ place the answer in

col(mn a. 'or weight remo0als or downward weight

shi)ts/ place the answer in col(mn b. +FT?Tons,@2 I) the compartment is not )looded =77K/calc(late the 'ree #(r)ace E))ect. +FT,2 I) the compartment is not )looded =77K/ is opento the sea/ and is o)) centerline or asymmetrical

abo(t centerline/ calc(late the 'ree "omm(nication

E))ect. +FT,62 *(ltiply col(mns > and H. I) the weight

addition/ remo0al/ or shi)t wo(ld ca(se the 0esselto list to starboard/ place the answer in col(mn

=7a. I) the weight addition/ remo0al/ or shi)t

wo(ld ca(se the 0essel to list to port/ place the

answer in col(mn =7b. +FT?Tons,

F"#AL CO#*"T"O#S:62 'inal +isplacement 31'4 is )o(nd by

addings(btracting the net col(mn > weights. +LT,72 Net Vertical *oment 3NV*4 is the di))erence

between the totals o) col(mn a and b. I) thetotal o) col(mn a is greater/ NV* is positi0e

3F4. I) the total o) col(mn b is greater/ NV* is

negati0e 3-4. +FT?Tons,82 #ol0e the G= e2(ation (sing the Net Vertical

*oment. +FT,



$"VE#: +ra)t '1+$ => 'T > INA'T$ =? 'T IN

G$ =.7 'T

'#TAN#$ 7.:H 'T

F"#*: 1'

#ine "orrection 3GG=4

"osine "orrection 3GG84



'inal *a<im(m ,ighting Arm

Angle o) List

*adar -atch"eeping

Radar Watchkeeping

The - has given the following guidelines for Ifficers in/harge of a avigational EatchJ" with regard to the proper use of radar.

1 The officer of the watch should use radar when appropriate and whenever restrictedvisibility is encountered or expected and at all times in congested waters having due

regard to its limitations.& Ehenever radar is in use" the officer of the watch should select an appropriate rangescale" observe the display carefully and plot effectively.$ The officer of the watch should ensure that range scales employed are changed atsufficiently frequent intervals so that echoes are detected as early as possible and thatsmall or poor echoes do not escape attention.4 The officer of the watch should ensure that plotting or systematic analysis iscommenced in ample time" remembering that sufficient time can be made available byreducing speed if necessary.= n clear weather" whenever possible" the officer of the watch should carry out radar practise.

http://marinenotes.blogspot.in/2012/06/radar-watchkeeping.html

http://marinenotes.blogspot.in/2012/06/radar-watchkeeping.html



Musters and drills

M0sters and dri##s

5 -aster must ensure that musters and drills are carried out to enable you and your crew to confidently handle any emergency situation. 5n emergency muster station mustbe nominated for every person on board" and this information be displayed where it canbe best seen and at the muster station. n planning drills a -aster should consider!

K The relevance of drills to be conducted as they apply to your vessel.K The time interval between each type of drill.K The schedules which outline how each drill should be conducted.K :mergency signals for muster stations and abandon vessel.K The required fficial *og 0oo+BRecord 0oo+ entries.K bligations for +eeping crew lists.

Ehen planning drills ma+e best use of your most qualified and experienced crew. Dsetheir expertise to focus on the specific needs of your vessel which will allow you toconcentrate on procedures rather than technical +nowledge. ,rills must be meaningfulto be effective and this means your crew must be enthusiastic. <ic+ a suitable timewhen they are not all tired at the end of a long day and ma+e the drills short andrelevant. ,eveloping a spirit of teamwor+ and a general Psafety ethic will ma+e thepractical aspect of the drill more rewarding for all.

Service and maintenance of life rafts-

5ll life rafts" whether inflatable or rigid"should be serviced by an approved service centre. t is a survey requirement thatservicing be completed annually. n board servicing requires chec+ing the lashings are secure and the painter is tied tothe vessel

Safety Management

http://marinenotes.blogspot.in/2012/06/musters-and-drills.html

http://marinenotes.blogspot.in/2012/06/safety-management.html

http://marinenotes.blogspot.in/2012/06/musters-and-drills.html

http://marinenotes.blogspot.in/2012/06/safety-management.html



a+et1 Manage.ent

The process of documented management plans for standing orders" bridge"engine room" restricted visibility has long been implemented by sound-asters. The nternational Regulations for <reventing /ollision at ?ea in Rule& stipulate that the safety of the vessel is the responsibility of the owner"master" or crew" but an overall management plan that includes all parties(including the statutory authority) needs the pro3active and coordinatedapproach" li+e the CQ? used on land.The hell of the I<iper 5lphaJ il orth ?ea oil rig fire and the equallydevastating I-archionessJ" ferry mown down in *ondons Thames River" itsbirthday party guests washed into the rescuing crafts propellers" were wa+eup calls that accidents waiting to happen +eep happening. n &%%& the -published the nternational ?afety -anagement /ode (?-) to address thisproblem.The pro3active coordination required is called a ?afety -anagement ?ystemand a designated person or persons are made responsible for themaintenance of its documentation" the ?-? -anual. The ?-? manual

includes! information necessary for a safe wor+place"

ris+ analysed plans for operational"

contingency plans for emergencies"

t should be available at wor+ stations and be audited and updated in asystematic way.

The ris> ana#1sis pro(essThe process of ensuring that occupational health and safety haards areidentified" recorded" investigated" analyed" corrected (eliminated or

controlled) and verified can be summarised by the four steps!Identification of all potential hazards. What could happen. Assessment of the risk of each hazard. How likely is it to happen.limination or a control plan. How to stop it happening.!onitor " re-evaluation. #o improve$update the

plan.



?taff training" inclusion in safety planning and the valuing of safe attitudes areencouraged in order to develop safe procedures. n this context" examiningIcase studies! (such as the <iper 5lpha and -archioness) and relating themto your own operations are a +ey concept of ?- &%%&.

"is> assess.ent

Ris+ assessment may be informal (intuitively reached) or formal (by audit) andneeds to consider the following factors!

"is> Le$e# ? Conse@0en(e Epos0re !ro5a5i#it1

(outcome severity) (frequencyBduration) (li+elihood)

The level of ris+ from a haard will determine the scale and priorities of controlmeasures required. *ow ris+ activities may be suitable addressed over aperiod of some wee+s" whereas high ris+ activities will require ceasingoperations until the deficiency is rectified.

Monitoring and re6e$a#0ation2This is coordinated by the designated personBs with the responsibility formonitoring the safe operation of the vessel. ?ources for their audit include!

incident" accident and other ships safety reportage documentation.

the vessels operational Q emergency chec+lists.

staff in3service training.

staff qualifications and certification validity.

vessels record boo+s.

record of drills and musters.

The audit of an independent surveyor.

Training sta++ de$e#op.ent2The cooperation of the staff is essential in implementing of an effective controlplan. Ehile the necessity to monitor and document places a burden on staff"the encouragement of safe attitudes is the foundation of safe practice.?ee more about ?afety -anagement of emergency procedures.

https://www.box.com/s/bdce687d47deef1db6af

https://www.box.com/s/bdce687d47deef1db6af



0=S*0= ) <77 SH(S,Structural

strength

0=S*0= ) <77 SH(S

Structural strength

5&6 On )ompletion of loading of the ship and prior to its departure* the master shall

determine the ship’s trim and stability and also as)ertain and re)ord that the ship is in )omplian)e+ith stability )riteria in relevant Rules. he determination of the ship’s stability shall al+ays be

made by )al)ulation. he administration may a))ept the use of an ele)troni) loading and stability

or e'uivalent means for this purpose.

516 ater ballast should not in general be )arried in tanks intended for oil fuel. Inships +hi)h it is not pra)ti)able to avoid putting +ater in oil fuel tanks* oily-+ater separating

e'uipment to the satisfa)tion of the Administration shall be fitted* or other alternative means*

su)h as dis)harge to shore fa)ilities* a))eptable to the Administration shall be provided fordisposing of the oily-+ater ballast.

5:6 he provisions of this regulation are +ithout preEudi)e to the provisions of the

International $onvention for the Prevention of Pollution from #hips in for)e.

(ea" and machinery space bul"heads and stern tubes

5&6 4very ship shall be fitted +ith a )ollision bulkhead +hi)h shall be +atertight up to thefreeboard de)k. his bulkhead shall be lo)ated at a distan)e from the for+ard perpendi)ular of

not less than % per )ent of the length of the ship or &2 metres* +hi)hever is the least and* e)eptas may be permitted by the Administration* not more than K per )ent of the length of the ship.516 here any part of the ship belo+ the +aterline etends for+ard of the for+ard

perpendi)ular* su)h as bulbous bo+* the distan)es stipulated in subregulation 5&6 shall be

measured from a position -5a6 at the mid-length of su)h etension= or

5b6 for+ard of the for+ard perpendi)ular at a distan)e of &.% per )ent of the length of the

ship= or

5)6 for+ard of the for+ard perpendi)ular at a distan)e of : metres=+hi)hever is the smallest measurement.

5:6 5a6 he )ollision bulkhead may have steps or re)esses in it provided that they are +ithin the

limits pres)ribed in subRules 5&6 and 516* and pipes pier)ing the )ollision bulkhead shall be fitted+ith suitable valves operable from above the freeboard de)k and the valve )hest shall be se)ured

at the bulkhead inside the forepeak.

5b6 he Administration may permit the lo)ation of su)h valves on the after side of the)ollision bulkhead provided that they are readily a))essible under all servi)e )onditions and the

spa)e in +hi)h they are lo)ated is not a )argo spa)e.

5)6 All su)h valves shall be of steel* bron>e or other du)tile material= valves of ordinary )ast

iron or similar material shall not be fitted.

http://marinenotes.blogspot.in/2012/06/construction-all-shipsstructural.html






5d6 (oors* manholes* ventilation du)ts or any other openings shall not be fitted in the

)ollision bulkhead.

596 5a6 In every ship provided +ith a long for+ard superstru)ture the )ollision bulkhead shall be etended +eathertight to the de)k immediately above the freeboard de)k.5b6 he etension shall* subEe)t to the re'uirements of subregulation 5%6* be lo)ated +ithin the limits

pres)ribed in subRules 5&6 and 516.

5)6 he part of the de)k* if any* bet+een the )ollision bulkhead and its etension shall be

+eathertight.

5%6 5a6 In every ship provided +ith a bo+ door and a sloping loading ramp that forms part of the etension of the )ollision bulkhead above the freeboard de)k* the part of the ramp +hi)h is

more than 1.: metres above the freeboard de)k may etend for+ard of the limits spe)ified in

subRules 5&6 and 516.

5b6 he ramp shall be +eathertight over its entire length.56 he number of openings in the etension of the )ollision bulkhead above the freeboard

de)k shall be restri)ted to the minimum )ompatible +ith the design and normal operation of the

ship and all su)h openings shall be )apable of being )losed +eathertight. Additional requirements for ships constructed on or after 1 February 1992

5N6 In every ship* bulkheads made +atertight up to the freeboard de)k shall be fitted to

separate the ma)hinery spa)e from )argo and a))ommodation spa)es.5K6 In every ship* stern tubes shall be en)losed in a +atertight spa)e 5or spa)es6 of moderate

volume and other measures may be taken to minimise the danger of +ater penetrating into the

ship in )ase of damage to stern tube arrangements* subEe)t to the approval of the Administration.

Requirements for ships constructed on or after 1 September 1984

Click the Download and get the complete details in a document.

diGerence between low suction and high suction sea chest for sea water

di++eren(e 5etween #ow s0(tion and high s0(tion sea (hest +or sea water +ro. water

5o%

ship side $a#$es (an 5e arranged with high and #ow s0(tions or +itted to water

5oes%%high s0(tions are intended +or sha##ow water to red0(e the inta>e o+ sedi.ent%

#ow s0(tions are 0sed at sea3to red0(e the ris> o+ drawing in air and #osing s0(tion

when the ship is ro##ing%

a water 5o sho0#d 5e (onstr0(ted with a .ini.0. distan(e o+ 88-.. 5etween the$a#$e and the top3+or a((0.0#ation o+ an1 air whi(h is then re.o$ed 51 a $ent%

ship side $a#$e 5odies +or the sea water in#et .0st 5e o+ stee# or other d0(tile metal.

http://marinenotes.blogspot.in/2011/12/difference-between-low-suction-and-high.html

http://marinenotes.blogspot.in/2011/12/difference-between-low-suction-and-high.html