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load line survey and engine room preparation - trasi

co2 filling ratio, y? 2/3

calibration ofTankscope Combustible Gas Indicator- 8% butane 15% co2

Factory-calibrated to +4% of full scale on 8% butane in an

inert gas of 15% CO2and 85% N2

Calibration Check Kit: Includes 1.5L/m regulator

and adapter hose with sampling line connection.

Calibration Check Gas Cylinder: 8.0% butane in

inert background (85% nitrogen, 15% carbon dioxide

explosimeter pentane

An explosimeter is a device which is used to measure the amount of combustible gases

present in a sample. When a percentage of thelower explosive limit(LEL) of an atmosphereis exceeded, an alarm signal on the instrument is activated. "Explosimeter" is a registered

trademark of MSA.[1]

The device, also called a combustible gas detector, operates on the principle of resistance

proportional to heata wire is heated, and a sample of the gas is introduced to the hot wire.Combustible gases burn in the presence of the hot wire, thus increasing the resistance and

disturbing aWheatstone bridge, which gives the reading.

Aflashback arrestoris installed in the device to avoid the explosimeter igniting the sample

external to the device.

Note, that the detection readings of an explosimeter are only accurate if the gas being

sampled has the same characteristics and response as the calibration gas. Most explosimeters

are calibrated tomethaneorhydrogen.

explosimetercalibration - mixtures of hydrogen, methane and other hydrocarbons in air to asafe percentage of low explosive limit.

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uti meter - ullage temperature

interphase

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what are deep tanks and where are they located

A tank that extends from the bottom of a ship up to or higher than the lower deck.

These usually consist of ordinary hold compartments but strengthened to carry water ballast. They

are placed at either or both ends of the engine and boiler space. They usually run from the tank top

up to or above the lower deck.

In ship-building, a tank formed by partitions or bulkheads cutting off a part of the hold and specially

constructed to hold water ballast. Seeballast-tank. A midship deep-tankis in the middle of the

length; theforepeakand afterpeak tanks, or trimming tanks, are at the ends of the vessel.

Deep tanks are often fitted adjacent to the machinery spaces amidships to provide ballast capacity,

improving the draft with little trim, when the ship is light. Frequently used for carrying general

cargoes or specialised liquid cargoes like vegetable oils. Most deep tanks are fitted forward to

improve the trim in the light condition. The plate and stiffeners scantlings for the bulkheads of the

deep tanks are larger and additional stiffening is introduced as they are required to have greater

rigidity and subject to lower stresses considering these tanks are regularly loaded.

Testing of deep tanks: deep tanks are tested by subjecting them to the maximum head of waterto

which they might be subjected in service (i.e. to the top of the air pipe). This should not be less than

2.45 m above the crown of the tank.

foam test and sewage test onboard

sewage

STANDARDS

4.1 For the purpose of regulation 4.1 of Annex IV, a sewage treatment plant should satisfy

the

following effluent standards when tested for its Certificate of Type Approval by the

Administration:

.1 Thermotolerant Coliform Standard

The geometric mean of the thermotolerant coliform count of the samples of

effluent taken during the test period should not exceed 100 thermotolerant

coliforms/100 ml as determined by membrane filter, multiple tube fermentation or

an equivalent analytical procedure.

.2 Total Suspended Solids (TSS) Standard

(c) The geometric mean of the total suspended solids content of the

samples of effluent taken during the test period shall not

exceed 35 mg/l.

(d) Where the sewage treatment plant is tested onboard ship, the

maximum total suspended solids content of the samples of effluent

taken during the test period may be adjusted to take account of the

total suspended solid content of the flushing water. In allowing

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this adjustment in maximum TSS, Administrations shall ensure

sufficient tests of TSS are taken of the flushing water throughout

the testing period to establish an accurate geometric mean to be

used as the adjustment figure (defined asx). In no cases shall the

maximum allowed TSS be greater than 35 plusx mg/l.

Method of testing should be by:.1 filtration of representative sample through a 0.45 m filter

membrane, drying at 105C and weighing; or

.2 centrifuging of a representative sample (for at least five minutes

with mean acceleration of 2,800-3,200 g), drying at least 105Cand weighing; or

.3 other internationally accepted equivalent test standard.

MEPC 55/23

ANNEX 26

Page 6I:\MEPC\55\23.doc

.3 Biochemical Oxygen Demand and Chemical Oxygen DemandAdministrations should satisfy themselves that the sewage treatment plant is

designed to reduce both soluble and insoluble organic substances to meet the

requirement that, the geometric mean of 5-day Biochemical Oxygen Demand

(BOD5) of the samples of effluent taken during the test period does not exceed

25 mg/l and the Chemical Oxygen Demand (COD) does not exceed 125 mg/l.

The test method standard should be ISO 15705:2002 for COD and

ISO 5815-1:2003 for BOD5, or other internationally accepted equivalent test

standards.

.4 pH

The pH of the samples of effluent taken during the test period shall be

between 6 and 8.5..5 Zero or non-detected values

For thermolerant coliforms, zero values should be replaced with a value

of 1 thermotolerant coliform/100 ml to allow the calculation of the geometric

mean. For total suspended solids, biochemical oxygen demand and chemical

oxygen demand, values below the limit of detection should be replaced with one

half the limit of detection to allow the calculation of the geometric mean.

foam test

to test chemical foam: 5 ml of acid solution mixed with 15 ml of alkali soltn in a graduated vessel

must give 160 ml of foam. Test to be carried out every 12 months.

how to adjust steam trap in cargo tank

clamp removed in co2 bottle, can it be discharged?

No, cannot discharge co2 bottle as the bottle pressure is 52 bar and on releasing the valve will shoot

like a rocket causing injury.

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co2 installation latest circular

By the first scheduled dry-docking after 1 January 2010, fixed carbon dioxide

fire-extinguishing systems for the protection of machinery spaces and cargo pump-rooms on ships constructed before 1 July 2002 shall comply with the provisions ofparagraph 2.2.2 of chapter 5 of the Fire Safety Systems Code.

2.2.2 Controls Carbon dioxide systems shall comply with the following requirements:

.1 two separate controls shall be provided for releasing carbon dioxide into a protected space

and to ensure the activation of the alarm. One control shall be used for opening the valve of

the piping which conveys the gas into the protected space and a second control shall be used

to discharge the gas from its storage containers; and .2 the two controls shall be located inside

a release box clearly identified for the particular space. If the box containing the controls is to

be locked, a key to the box shall be in a breakglass-type enclosure conspicuously locatedadjacent to the box.

how to check magnetic brake on e/r crane

water balloons of desired weight.

where panting and pounding occurs and why it doesnt happen at midships?

difference between port-hole oil, chemical and gas tankers?

A60 type

imdg code?

isps certificate dates and application and amendments latest

adopted on 12December 2002came into force on 1 July 2004

applies to the following types of ships engaged on international voyages:

.1 passenger ships, including high-speed passenger craft;

.2 cargo ships, including high-speed craft, of 500 gross tonnage and upwards;

and

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.3 mobile offshore drilling units; and

.4 port facilities serving such ships engaged on international voyages

An INTERNATIONAL SHIP SECURITY CERTIFICATE shall be issued after the initial or

renewal verification in accordance with the provisions of section 19.1.An International Ship Security Certificate shall be issued for a period specified by the

Administration which shall not exceed five years.

esp for which ships

Enhanced Programme of Inspectionsduring Surveys of Bulk Carriers and Oil Tankers (ESP) referred to inMARPOL Regulation 13G

The Guidelines are divided into two annexes:

.1 Guidelines on the enhanced programme of inspections during surveys of bulk

carriers (Annex A); and

.2 Guidelines on the enhanced programme of inspections during surveys of oil

tankers (Annex B).

3 The Guidelines are mandatory under SOLAS regulation XI/2 for bulk carriers as defined

in SOLAS regulation IX/1.61 and oil tankers as defined in SOLAS regulation II-1/2.122. The

regulation requires that bulk carriers and oil tankers as defined in SOLAS shall be subject to

an

enhanced programme of inspections in accordance with the Guidelines, as may be amended

1Bulk carriermeans a ship which is constructed generally with single deck, top-side tanks and hopper side

tanks in cargo spaces, and is intended to primarily carry dry cargo in bulk, and includes such types as ore

carriers

and combination carriers.2 An oil tankeris the oil tanker defined in regulation 1 of annex I of MARPOL 73/78 as follows: Oil tanker

means a ship constructed or adapted primarily to carry oil in bulk in its cargo spaces and includes combination

carriers and any chemical tanker as defined in Annex II of the present Convention when it is carrying a cargo

or

part cargo of oil in bulk.

latest amendments mepc

Marine Environment Protection Committee (MEPC)60th session: 22-26 March, 2010

More work needed despite GHG progress, IMO Committee concludes

The Marine Environment Protection Committee (MEPC) of the IMO has concluded that more

work needs to be done before it completes its consideration of the proposed mandatory

application of technical and operational measures designed to regulate and reduce emissions

of greenhouse gases (GHGs) from international shipping.

Meeting at the Organizations London headquarters, the Committees 60th session agreed to

establish an intersessional Working Group to build on the significant progress that had been

made during the meeting on technical and operational measures to increase the energy

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efficiency of ships. The Working Group will report back to the Committees next session

(MEPC 61), in September 2010.

Although the meeting was able to prepare draft text on mandatory requirements for the

Energy Efficiency Design Index (EEDI) for new vessels and on the Ship Energy Efficiency

Management Plan (SEEMP) for all ships in operation, the Committee noted in particular,that, among other things, issues concerning ship size, target dates and reduction rate in

relation to the EEDI requirements all required finalization.

The Committee agreed on the basic concept that a vessels attained EEDI shall be equal or

less (e.g. more efficient) than the required EEDI, and that the required EEDI shall be drawn

up based on EEDI baselines and reduction rates yet to be agreed. The Committee noted

guidelines for calculating the EEDI baselines using data from existing ships in the Lloyds

Register Fairplay database.

With regard to market-based measures, the Committee agreed to establish an Expert Group

on the subject to undertake a feasibility study and impact assessment of the various proposalssubmitted for a market-based instrument for international maritime transportagain,

reporting back to MEPC 61.

Amendments to the MARPOL Convention

Among other items on a full agenda, the Committee adopted amendments to the MARPOL

Convention to formally establish a North American Emission Control Area, in which

emissions of sulphur oxides (SOx), nitrogen oxides (NOx) and particulate matter from ships

will be subject to more stringent controls than the limits that apply globally.

Another new MARPOL regulation, to protect the Antarctic from pollution by heavy grade

oils, was also adopted.

These amendments are expected to enter into force on 1 August 2011.

Implementation of the Ballast Water Management Convention

The MEPC addressed issues relating to the implementation of the International Convention

for the Control and Management of Ships' Ballast Water and Sediments, 2004 and adopted a

resolution that requests Administrations to encourage the installation of ballast water

management systems on new ships, in accordance with the application dates contained in theConvention.

The resolution also urges countries that have not already done so to ratify the Convention,

which will enter into force twelve months after the date on which not fewer than 30 States,

the combined merchant fleets of which constitute not less than 35 percent of the gross

tonnage of the worlds merchant shipping, have become Parties to it. To date, it has been

ratified by 22 countries representing 22.65 per cent of the gross tonnage of the worlds

merchant shipping.

The Committee decided to grant basic approval to eight ballast water management systems

that make use of active substances and final approval to four such systems, after

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consideration of the reports of the tenth, eleventh and twelfth meetings of the Joint Group of

Experts on the Scientific Aspects of Marine Environment Protection (GESAMP) Ballast

Water Working Group, which met in September, October and December 2009, respectively.

Recycling of ships

The Committee continued its work on developing Guidelines for safe and environmentally

sound ship recycling, and commenced the development ofGuidelines for the development of

the Ship Recycling Plan. Guidelines for the authorization of ship recycling facilities, for ship

inspection and for survey and certification will also be developed in due course. Once

adopted, the guidelines will assist ship-recycling facilities and ship operators to begin

introducing voluntary improvements to meet the requirements of the Hong Kong

International Convention for the Safe and Environmentally Sound Recycling of Ships, which

was adopted in May 2009.

The MEPC also agreed that there would be a need, in future, to develop guidance concerning

the recycling of flag-less and non-Party ships by Parties to the Convention. The Committeeagreed a timetable for the development of the guidelines and the intersessional

correspondence group was re-established to progress the work and report to MEPC 61.

Garbage Special Areas

The MEPC agreed to establish 1 May 2011 as the date on which the discharge requirements

for the Wider Caribbean Region Special Area under MARPOL Annex VRegulations for the

prevention of pollution by garbage from ships will take effect.

This Special Area, which includes the Gulf of Mexico and the Caribbean Sea, was designated

as a Special Area under MARPOL Annex V in July 1991. Most countries in the region have

now given notice that adequate reception facilities are provided in most relevant ports, so that

the Special Area status can now be made effective.

In Annex V, Special Areas, disposal of all garbage into the sea, including plastics, is

prohibited. Other special areas under Annex V are: the Baltic Sea (effective since October

1989); the North Sea (February 1991); the Antarctic area (south of latitude 60 degrees south)

(March 1992); the "Gulfs" area (August 2008); the Mediterranean Sea (May 2009); the Black

Sea (not yet effective); and the Red Sea (not yet effective).

The MEPC is carrying out a review of MARPOL Annex V and received the interim report ofan intersessional correspondence group on the subject. The final report, including proposed

draft amendments to the Annex and its Guidelines, is expected to be submitted to MEPC 61.

MARPOL Annex III Revision

The MEPC approved proposed amendments to replace the text of MARPOL Annex III

Regulations for the prevention of pollution by harmful substances carried by sea in packaged

form, with a view to subsequent adoption by MEPC 61.

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The amended text is aimed at bringing the Annex up to date with the mandatory International

Maritime Dangerous Goods Code, specifying that goods should be shipped in accordance

with relevant provisions

timber code and blue code

CODE OF SAFE PRACTICE FOR SHIPS CARRYING TIMBER DECK CARGOES, 1991

ulcc largest tank capacity

50000 m3 center tank, 40000 m3 wing tanks

The biggest tanks in a modern double hull VLCC are about 50 meters long. Tanks this long have a

natural sloshing period which is close to the ship's natural pitch period, 13 to 15 seconds. When a

tank's sloshing period matches the ship's pitch period, immense waves can build up in the tank,

crashing from end to end. This is known as sloshing resonance.

colour code of R134a? Light blue

R134a Refrigerant Properties

R134a Refrigerant

R134a is also known as Tetrafluoroethane (CF3CH2F) from the family of HFC refrigerant.

With the discovery of the damaging effect of CFCs and HCFCs refrigerants to the ozonelayer, the HFC family of refrigerant has been widely used as their replacement.

It is now being used as a replacement for R-12 CFC refrigerant in the area of centrifugal,

rotary screw, scroll and reciprocating compresssors. It is safe for normal handling as it is non-

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toxic, non-flammable and non-corrosive. Currently it is also being widely used in the air

conditioning system in newer automotive vehicles. The manufacturing industry use it in

plastic foam blowing. Pharmaceuticals industry use it as a propellant.

It exists in gas form when expose to the environment as the boiling temperature is -14.9F or

-26.1C.

This refrigerant is not 100% compatible with the lubricants and mineral-based refrigerant

currently used in R-12. Design changes to the condenser and evaporator need to be done to

use this refrigerant. The use of smaller hoses and 30% increase in control pressure regulations

also have to be done to the system.

Properties of R-134a

No Properties R-134a

1 Boiling Point -14.9F or -26.1C

2 Auto-Ignition Temperature 1418F or 770C

3 Ozone Depletion Level 0

4 Solubility In Water 0.11% by weight at 77F or 25C

5 Critical Temperature 252F or 122C

6 Cylinder Color Code Light Blue

7 Global Warming Potential (GWP) 1200

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Detection of Leaks

When you suspect a leak of R-134a in your air conditioning system, detection can be done byusing one of the following 5 methods. The simplest method and cost effective is by the use of

soap solution. Workshops may use more sophisticated equipments to do this.

Fluorescent Dyes

Soap Solution

Electronic Leak Detectors

Halogen selective detectors

Ultrasonic leak detectors

Latest Development

The recent discovery that R-134a contributes to global warming has caused the European

Union to ban its use on new cars starting from year 2011. Other countries are expected to

follow suit.

bch code and ibc code?

advantages and disadvantages of zinc silicate?

Inorganic Zinc Silicate Coating

SMAC AQUASIL is a two component Polysiloxane based high performance anticorrosive

coating meant for metals. It has an excellent long term protective ability against chemical

corrosion and mechanical abrasion on metals like steel by multiple action modes of the

chemicals in it.

ADVANTAGES:

Eco-friendly, being water based formulation

High chemical and abrasion resistance

Heat resistance up to 400 C

Cost effective replacement to galvanizing

Long term cathodic protection to steel

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It can be applied on metal and wood as well

Excellent adhesion with water base epoxy and solvent free Epoxy/ PU top coats

APPLICATION PROCEDURE:

First, remove all loose particles using wire brush. Clean the surface by water to remove oil,

grease & contaminants on the surface. Then apply a coat of SMAC AQUASIL by brush.

The second coat should follow after the first coat is touch dry. A uniform coat must be

applied to get good protection. Let the film dry completely. Now, the steel is ready with a

long term protection. If desired, further coating treatment can also be applied over the

SMAC AQUASIL as the film also acts as a primer coat with all the benefits of a regular

paint primer. SMAC AQUASIL can be termed as Cold Galvanizing with all the benefits

of hot-dip galvanizing. Further, because of the Intelligent chemicals in the formulation,

especially in metals like steel, passivation of the surface by blocking metal ion formation

takes place. This phenomenon further protects the metals from electrochemical corrosion.

This type of multiple action mechanism gives a long term durable protection to the treatedmetal surfaces, eliminating an early onset of corrosion.

APPLICATION AREAS:

Chemical Plant Pipes & Vessels

Construction Project Steel Elements

Ships

Railways

Automobiles

Industrial Steel Structures

All other Industries where Corrosion is present.

Wooden elements in coastal and damp environment

Most of the times are applied as one coat, which acts as a barrier betweensteel andcorrosives. However, they are not resistant to strong acids and bases. Thismeans thatin practice these coatings are suitable only for cargoes, which have PH rangeof 5.5-10

Zinc silicates are unusual coatings, are one of the few coatings which aredesigned so that all of the solid pigment particles are not coated with polymer and allof the gaps between particles are not filled with polymer, i.e. they are designed to beporous films.

Generally, the above coatings have an extremely high resistance and toleranceto aromatic hydrocarbon solvent such as benzene and toluene, alcohols andketones.They are not resistant to acids or alkalis, including sea water which has a slowdeteriorating effect. Vegetable oils and animal fats are unsuitable but halogenated

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compounds are suitable provided that tank surfaces are free of moisture. Anymoisturewill react with the cargo and release acids, which will damage the coating. Also thecargo should not contain any moisture for the same reason.So it is important that both tanks and cargo will be free of moisture

sprinkler system in passenger ship

coatings of cargo tanks and ballast tanks in tankers?

Chemical tankers normally have a series of separate cargo tanks which are either coated with

specialised coatings such as phenolic epoxy or zinc paint, or made from stainless steel. The coating

or cargo tank material determines what types of cargo a particular tank can carry: stainless steel

tanks are required for aggressive acid cargoes such as sulfuric and phosphoric acid, while 'easier'

cargoes - e.g. vegetable oil - can be carried inepoxycoated tanks.

The Marine Coating regulations propose the use of hard coatings preferably in light colors to make

inspection easier and effective. Modern systems for ballast tanks normally consist of at least two coats

of straight, modified or solvent free epoxies with a total dft of at least 250 micro meters for straight

and modified epoxies and 300 to 350 micro meters for solvent free epoxies.

Epoxy based protective coatings have proven to be one of the most effective corrosion protection

measure for ballast tanks. But it is often seen that these coatings generally considered to be good

performers in corrosive environment, fail much before their specified life. There are several factors

which contribute to the short service life of the current coating systems , the most common being poor

surface preparation. Uncontrolled environmental conditions during surface preparation leads to

surface contamination and moisture condensation on the surface causing the coating to fail

prematurely.

container ships dangerous cargo containers stored where on the ship and y?

stored in forward tanks because it has fixed fire fighting system and can be closed completely.

Also, The majority of dangerous goods is carried on deck. Since open-top container ships do nothave a separation (hatch covers), dangerous goods may leak into the cargo hold. All containers in and

over the open hold are therefor considered as loaded in the same compartment.

IMO regulations state that dangerous goods for which on deck only stowage is specified inthe IMDG Code, should not be carried in or vertically above open-top container holds. This reducesthe flexibility for the operator to carry containers with dangerous goods. For this reason most open-

top container ships have the cargo holds No. 1 and No. 2 constructed as conventional holds with hatch

covers. These holds are usually designated for special cargo.

http://en.wikipedia.org/wiki/Epoxyhttp://en.wikipedia.org/wiki/Epoxyhttp://en.wikipedia.org/wiki/Epoxyhttp://en.wikipedia.org/wiki/Epoxy

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classification of bulkheads. A60 and Bclass bulkheads

types of chemical tankers : type 1 2 and 3

Ships subject to the IBC Code shall be designed to one of the following standards:

A type 1 ship is a chemical tanker intended to transport chapter 17 products with very severe environmentaland safety hazards which require maximum preventive measures to preclude an escape of such cargo.

A type 2 ship is a chemical tanker intended to transport chapter 17 products with appreciably severeenvironmental and safety hazards which require significant preventive measures to preclude an escape ofsuch cargo.

A type 3 ship is a chemical tanker intended to transport chapter 17 products with sufficiently severeenvironmental and safety hazards which require a moderate degree of containment to increase survivalcapability in a damaged condition.

Thus, a type 1 ship is a chemical tanker intended for the transportation of products considered to present the greatestoverall hazard and type 2 and type 3 for products of progressively lesser hazards. Accordingly, a type 1 ship shallsurvive the most severe standard of damage and its cargo tanks shall be located at the maximum prescribed distanceinboard from the shell plating.

Also generally 2 types of tankers:

Parcel tanker capable of carrying many kinds of chemical cargoes including petroleum products

and exclusive chemical tanker carrying very limited kinds of of chemical cargoes.

types of ships as per igc code :

Ships subject to the Code should be designed to one of the following

standards. Type IG for the transportation of products considered to present

the greatest overall hazard and Types IIG/IIPG and IIIG for products of

progressively lesser hazards. Accordingly, a Type IG ship should survive the

greatest extent of hull damage and its cargo tanks should be located at the

greatest distance inboard from the shell plating.

air lock in gas carrier:

a seperation area used to maintain adjacent areas at a pressure differential, eg and

electric motor room. air lock on a gas carrier is used to maintain pressure segregation between a

dangerous zone on

the open weather deck and the pressurized gas safe motor room.

3.6 Air-locks

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3.6.1 An air-lock should only be permitted between a gas-dangerous zone

on the open weather deck and a gas-safe space and should consist of two steel

doors substantially gas-tight spaced at least 1.5m but not more than 2.5m

E-NA apart.11

3.6.2 The doors should be self-closing and without any holding back

arrangements.

3.6.3 An audible and visual alarm system to give a warning on both sides

of the air-lock should be provided to indicate if more than one door is moved

from the closed position.1'

E-NA|3.6.4 In ships carrying flammable products electrical equipment which is

not of the certified safe type in spaces protected by air-locks should be deenergized

upon loss of over-pressure in the space (see also 10.2.9). 11 Electrical

equipment which is not of the certified safe type for manoeuvring, anchoring

and mooring equipment as well as the emergency fire pumps should not be

E-NAi located in spaces to be protected by air-locks.4'

3.6.5 The air-lock space should be mechanically ventilated from a gas-safe

space and maintained at an over-pressure to the gas-dangerous zone on the

open weather deck.

3.6.6 The air-lock space should be monitored for cargo vapour.

3.6.7 Subject to the requirements of the International Convention on Load

Lines, 1966, the door sill should not be less than 300 mm in height.

In drydock u have to change side shell plate, how will u locate the plate i.e. position of plate w.r.t

fwd, aft or position above keel (x,y,z co ordinates)

Shell expansion plan

u have to order certain ship plate, what specification u will give to drydock?

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why perforations in center line bulkhead dividing cargo tank?

if there is collision of oil tanker, what assistance ur company will provide u according to annex 1

how accommodation fire prevention, how to prevent fire going from one room to another room

which is exactly above that room? Tell other than fire dampers..

annex 6 exaust gas cleaning system, how to ensure sox is not more than 6.0 g/kwhr

2.DISCHARGE SAFETY IN LPG CARRIER.

3.DEFINE LPG AS PER IGC CODE.

2.1 TYPES OF GAS CARRIERS

IMO divides liquefied gases into the following groups: LPG - Liquefied Petroleum Gas LNG - Liquefied Natural Gas LEG - Liquefied Ethylene Gas

NH3 - Ammonia Cl2 - Chlorine

Chemical gasesThe IMO gas carrier code define liquefied gases as gases with vapourpressure higher than 2,8 bar with temperature of 37,8oC.

IMO gas code chapter 19 defines which products that are liquefied gasesand have to be transported with gas carriers. Some products have vapourpressure less than 2,8 bar at 37,8oC, but are defined as liquefied gasesand have to be transported according to chapter 19 in IMO gas code.Propylene oxide and ethylene oxides are defined as liquefied gases.

Ethylene oxide has a vapour pressure of 2,7 bar at 37,8oC. To controltemperature on ethylene oxide we must utilise indirect cargo cooling

plants.Products not calculated as condensed gas, but still must be transported ongas carriers, are specified in IMOs gas code and IMOs chemical code. Thereason for transportation of non-condensed gases on gas carriers is thatthe products must have temperature control during transport becausereactions from too high temperature can occur.Condensed gases are transported on gas carriers either by atmosphericpressure (fully cooled) less than 0,7 bars, intermediate pressure(temperature controlled) 0,5 bars to 11 bars, or by full pressure(surrounding temperature) larger than 11 bars. It is the strength andconstruction of the cargo tank that is conclusive to what over pressure the

gas can be transported.

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2.1.1 LPG

LPG - Liquefied Petroleum Gas is a definition of gases produced by wet gasor raw oil. The LPG gases are taken out of the raw oil during refining, orfrom natural gas separation. LPG gases are defined as propane, butane

and a mixture of these. Large atmospheric pressure gas carriers carry

most of the LPG transported at sea. However, some LPG is transportedwith intermediate pressure gas carriers. Fully pressurised gas carriersmainly handle coastal trade. LPG can be cooled with water, and most LPGcarriers have direct cargo cooling plants that condenses the gas against

water.The sea transport of LPG is mainly from The Persian Gulf to Japan and

Korea. It is also from the north- west Europe to USA, and from thewestern Mediterranean to USA and Northwest Europe.

LPG is utilised for energy purposes and in the petro-chemical industry

4.DIFFERENCE BETWEEN IBC AND IGC CODE.

11.HAZARDS ON CHEMICAL TANKERS

2. Hazards associated with the transport of bulkchemicals2.1. Fire hazards

Flashpoint, boiling point, flammability limit and autoignitiontemperature vary between different liquid chemicals,

which therefore have different fire characteristics. For example,

methanol, which is carried commonly by chemical tankers, has

a flashpoint of 16 C, is extremely flammable when mixed with

air, and may be explosive when such mixtures are in a confined

space [5].

2.2. Health hazardsMany chemicals have an irritant or toxic effect on the

skin or on the mucous membranes of the eyes, nose,

throat, and lungs in the gas or vapor state. Acrylonitrile,

which is carried in bulk by chemical tankers, is highly

flammable and toxic, and it undergoes explosive polymerization.

The burning material releases fumes of hydrogencyanide and oxides of nitrogen, and acrylonitrile is classified

as a possible human carcinogen. The carriage of

acrylonitrile needs special precautions for personnel safety

[6].

2.3. Pollution hazardsWater pollution hazards are defined in terms of human toxicity,

water solubility, volatility, odor or taste, and relative

density. The air pollution hazards of chemicals are defined by

the emergency exposure limit (EEL); vapor pressure; solubility

in water; relative density of liquid and vapor density. The reactivity

hazard of a chemical is defined by reactivity with other

products including water; and with the product itself (including

polymerization). Marine pollution hazards are defined by

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bioaccumulation with attendant risk to aquatic life, tainting of

seafood, damage to living resources and hazard to human health

14.BALLAST WATER MANAGEMENT COMPLETE.

Adoption: 13 February 2004

Entry into force: 12 months after ratification by 30 States, representing 35 per cent of world merchant shippingtonnage.

17.DRAW FIGURE TO SHOW HOW TO TAKE POKER GAUGE READINGS.

18.HOW STERN TUBE IS ATTACHED TO THE HULL.

Attached at certain connection points such as transom post and vibration post.

22.MAXIMUM SIZE OF THE TANK ON A VLCC.

MARPOL ANNEX 1 REG 27

CENTRE TANK: 50000 M CUBE

SIDE TANK: 40000 M CUB

23.EXPLAIN TYPES OF DECK SEAL.DRAW SEMI DRY TYPE.

28.DEFEAT DEVICES AS PER MARPOL ANNEX 6.

Defeat device means a device which measures, senses, or responds to operating variables

(e.g., engine speed, temperature, intake pressure or any other parameter) for the purpose of

activating, modulating, delaying or deactivating the operation of any component or the

function

of the emission control system such that the effectiveness of the emission control system is

reduced under conditions encountered during normal operation, unless the use of such a

device is

substantially included in the applied emission certification test procedures.

Defeat devices and irrational emission control strategies

6 In a worst case scenario, a manufacturer of a NOx reduction device which is not

operational at the 25% load point, could deliberately choose not to employ the NOx reduction

technology for the load range from 0-49%. The motivation for this could be to save fresh

water,

reduction agent (e.g., urea), or fuel. This could be considered to be an irrational emission

control strategy if the equipment could have been employed for instance from loads

from 30% and upward.

The procedures for determining NOx emissions set out in the NOx Technical Code are

intended to representative of normal operation of the engine. Emissions defeat devices and

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irrational emission control strategies undermine this intention and are not allowed.

29.CHARGING AND OVERHAUL OF 9L FOAM AND DCP EXTINGUISHER.

30.CO2 BOTTLES CALCULATION.

35.PARCEL CHEMICAL TANKER DISCHARGE REGULATION.

44.L.P. CO2 SYSTEM FOR PASSENGER SHIP.

46 Seemp in IMO

The Ship Energy Efficiency Management Plan (SEEMP) incorporates best practices forthe fuel efficient operation of ships, such as better speed management throughout aships voyage, for example. Such efficiency measures will significantly reduce fuelconsumption and, consequently, CO2emissions.

The SEEMP was developed through detailed discussions between member states, andwith the advice and assistance of the international shipping industry, through aspecialised working group on greenhouse gas emissions convened by the

International Maritime Organizations (IMO) Marine Environment ProtectionCommittee (MEPC). The working group also discussed measures such as an EnergyEfficiency Design Index, which will help to ensure that new ships are built as energyefficient as possible.

The purpose of a Ship Energy Efficiency Management Plan (SEEMP) is to establish a

mechanism for a company and/or a ship to improve the energy efficiency of a ships

operation.

Preferably, the ship-specific SEEMP is linked to a broader corporate energy management

policy

for the company that owns, operates or controls the ship, recognizing that no two shipping

companies or shipowners are the same, and that ships operate under a wide range of different

conditions.

2.2 Many companies will already have an environmental management system (EMS) in place

under ISO14001 which contains procedures for selecting the best measures for particular

vessels

and then setting objectives for the measurement of relevant parameters, along with relevant

control and feedback features. Monitoring of operational environmental efficiency should

therefore be treated as an integral element of broader company management systems.

2.3 This document provides guidance for the development of a SEEMP that should beadjusted to the characteristics and needs of individual companies and ships. The ship energy

efficiency management plan is intended to be a management tool to assist a company in

managing the ongoing environmental performance of its vessels and as such, it is

recommended

that a company develops procedures for implementing the plan in a manner which limits any

onboard administrative burden to the minimum necessary.

49 Safety of navigational lights and checks for same

51 Venting of tanks in tankers

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52 Why igg system not used on LPG

57 What is CGPI

72.marpol annex 1

74.checks in a foam room?

75.contents of AFFF

Aqueous film forming foams (AFFF) are water-based and frequently contain hydrocarbon-based

surfactantsuch as sodium alkyl sulfate, andfluorosurfactantsuch asfluorotelomers,

perfluorooctanoic acid(PFOA), orperfluorooctanesulfonic acid(PFOS). They have the ability to

spread over the surface of hydrocarbon-based liquids. Alcohol-resistant aqueous film forming

foams (AR-AFFF) are foams resistant to the action ofalcohols, able to form a protective film when

they are present.

76.foam regulations for oil,chemical tnkr?

Alcohol resistant foams on chemical tanker

77.ovhl of foam,dcp,portable extinguisher

78.co2 regultions of ER

79.pressure testing of co2 bottles

81.hw much is the width of side tanks of the side tanks of chemical ,oil tanker.

82.checks on anchor chain cable

83.free surface effect?

84.IG trips

85.boiler trips

87.navigation lights powered frm where?how many nav lights are thr ?if one fails wat action to b

taken?

92.oil record book entries?9

95.fixed fire fighting medium on oil,chemical,ro ro ,gas carrier for deck fire with regulations?

Oil : foam

Chemical : foam

Ro ro: lp co2 and water sprinkler

Gas: nitrogen propelled dcp and water spray

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96.wat is foam expansion ratio?

97. diff betn foam used for oil and chemical tanker?

103.VENTILATION in chemical tankers

104 wat is standard fire test?

106.Adjustment of thermodynamic steam trap?

107.colour code for Freon,acetylene,nitrogen,oxygen?

Name of gas Chemical formula Ground colour Colour of or symbol of container bandOxygen O2 Black NoneCarbon Dioxide CO2 Black NoneCompressed Air None (mixed gases) French Grey NoneNitrogen N2 French Grey BlackAcetylene C2H2 Maroon NonePropane C3H8 Signal Red NoneButane C2H6 None Specified Signal RedHelium He Brown None

Freon r22 light green

108.Parcel system in chemical tnkr?

mukherjee

construction- c/s of hatch in bulk, tanker and container

light disp, dwt, grt,nrt tonnage convention

stcw 95 chptr 3

solas chptr II-2

fss code

standard fire test

types of ships tonnage

There are many different ship sizes. In order to make life a bit easier I have composed a list of vessel

size groups. Handy and Handymax: Traditionally the workhorses of the dry bulk market, the Handy

and more recent Handymax types remain popular ships with less than 60,000 dwt. A handymax is

typically 150-200 meters (492-656 feet) in length, though certain bulk terminal restrictions such as

those in Japan mean that many handymax ships are just under 190 meters in overall length. Modern

handymax designs are typically 52,000-58,000 DWT in size, have five cargo holds and four cranes of

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30 metric ton lifting capacity. Handymax 'Maple Creek' - 53,474 DWT Siba

Ships S.p.A. Aframax: Crude and product tankers between 80,000 and 120,000 dwt. This is the

largest size defined by the Average Freight Rrate Assessment (AFRA) tanker rate system. Panamax:

Represents the largest acceptable size to transit the Panama Canal, which can be applied to both

freighters and tankers; Size is determined principally by the dimensions of the canal's lock chambers,

each of which is 33.53 metres (110 ft) wide by 320.0 metres (1050 ft) long, and 25.9 metres (85 ft)

deep. The usable length of each lock chamber is 304.8 metres (1000 ft). The available water depth in

the lock chambers varies, but the shallowest depth is at the south sill of the Pedro Miguel Locks, and

is 12.55 metres (41.2 ft) at a Miraflores Lake level of 16.61 metres (54 feet 6 in). The height of the

Bridge of the Americas at Balboa is the limiting factor on a vessel's overall height.

Panamax 'APL Malaysia - 293.99 x 32.20 x 21.80m Seawaymax: The term

Seawaymax refers to vessels which are the maximum size that can fit through the canal locks of the

St Lawrence Seaway. Seawaymax vessels are 740 feet in length, 78 feet wide, (maximum 226 m

length, 24 m beam) and have a draft of 26 feet (7.92 m). A number of Lake freighters larger than this

size cruise the Great Lakes and cannot pass through to the Atlantic Ocean. The size of the locks limits

the size of the ships which can pass and so limits the size of the cargoes they can carry. The record

tonnage for one vessel on the Seaway is 28,502 tons of iron ore while the record through the larger

locks of the Great Lakes Waterway is 72,351 tons. Most new lake vessels, however, are constructed

to the Seawaymax limit to enhance versatility by allowing the possibility of off-Lakes use. Suezmax:

This standard, which represents the limitations of the Suez Canal, has evolved. Before 1967, the Suez

Canal could only accommodate tanker ships with a maximum of 80,000 dwt. The canal was closed

between 1967 and 1975 because of the Israel - Arab conflict. Prior to 1967, a Suezmax was a

maximum of 80,000 dwt. Upon reopening in 1975, after many modifications to the locks and canal

itself, the maximum was increased to 200,000 dwt. Suezmax Tanker 'Cap

Guillaume' Euronav Capesize: Refers to a rather ill-defined standard which have the common

characteristic of being incapable of using the Panama or Suez canals, not necessarily because of their

tonnage, but because of their size. These ships serve deepwater terminals handling raw materials,

such as iron ore and coal. As a result, "Capesize" vessels transit via Cape Horn (South America) or the

Cape of Good Hope (South Africa). Their size ranges between 80,000 and 175,000 dwt. Due to their

size there are only a comparatively small number of ports around the world with the infrastructure

to accommodate such vessel size. VLCC: Very Large Crude Carriers, 150,000 to 320,00 dwt in size.

They offer a good flexibility for using terminals since many can accommodate their draft. They are

used in ports that have depth limitations, mainly around the Mediterranean, West Africa and the

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North Sea. They can be ballasted through the Suez Canal. Very Large Crude Carrier

'Irene SL' - 319,247 DWT Auke Visser ULCC: Ultra Large Crude Carriers, 320,000 to 550,000 dwt in

size. Used for carrying crude oil on long haul routes from the Persian Gulf to Europe, America and

East Asia, via the Cape of Good Hope or the Strait of Malacca. The enormous size of these vessels

require custom built terminals. Ultra Large Crude Carrier 'Knock Nevis' -

564,650 DWT Auke Visser

lowering of lifeboat

onload/off load release

A flashback arrestor or flame arrestor is a device most commonly used inoxy-fuel

welding and cuttingto stop theflamefrom burning back up into the equipment and causing

damage or explosions. The two main types are dry and wet. Each has its own advantages and

disadvantages. Most oxy-fuel flashback arrestors are the dry type.

Dry type

Dry flashback arrestors typically use a combination of methods to stopflashback. This is the

type that is typically found on most workshops, home or portable oxy-fuel kits as they work

just as effectively with any orientation, need very little maintenance, and are often small and

light enough to be installed between the torch and hoses. They include:

Flame trap to cool the flame front. They are designed to allow free flow of gas

through them but to take the heat out of the flame front to get it below theignition

temperature of the burning gas mixture. The most common types are:

o Sinteredmetal orceramic.

o Layers of mesh.

o Ceramic beads.

Temperature-triggeredvalvesto stop the gas flow completely. Because it relies on

extracting heat from the flashback to stop it continuing, most arrestors have a

temperature-controlled valve that will cut off the gas flow when the unit reaches

around 90C, until either the unit cools (if the unit is automatic) or the reset button is

pressed (if the unit is manual).

Acheck valvethat closes due to theback pressure.

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Wet type

Liquid seal flame arrestors are liquid barriers following the principle of a siphon where the

liquid stops the entering deflagration and/or detonation and extinguishes the flame, they work

by bubbling the gas through a non-flammable and ideallynon-gas-absorbingliquid, which is

typicallywater. They stop the flame by preventing it from reaching the submerged intake.

These devices are normally very effective at stopping flashbacks from reaching the protected

side of the system. They have the disadvantages of only working in one orientation and tend

to be much larger than dry type arrestors. This makes them mainly only suitable for large or

fixed installations and the liquid level needs to be constantly checked.

On smaller units having a pressure release valve to prevent the unit from bursting under a

severe flashback, the fluid level should be monitored to keep it always above the intake and

not so high that the liquid could splash or overflow into the outlet.

Emission Control Areas. Two sets of emission and fuel quality requirements are defined by

Annex VI: (1) global requirements, and (2) more stringent requirements applicable to ships in

Emission Control Areas (ECA). An Emission Control Area can be designated for SOx and

PM, or NOx, or all three types of emissions from ships, subject to a proposal from a Party to

Annex VI.

Existing SOx Emission Control Areas include the Baltic Sea (adopted: 1997 / entered into

force: 2005) and the North Sea (2005/2006). Future Emission Control Areas could also

include zones around pollution sensitive ports.

NOx Emission Standards

NOx emission limits are set for diesel engines depending on the engine maximum operating

speed (n, rpm), as shown in Table 1 and presented graphically in Figure 1. Tier I and Tier II

limits are global, while the Tier III standards apply only in NOx Emission Control Areas.

Table 1. MARPOL Annex VI NOx Emission Limits

Tier DateNOx Limit, g/kWh

n < 130 130 n < 2000 n 2000

Tier I 2000 17.0 45 n

-0.2

9.8Tier II 2011 14.4 44 n

-0.237.7

Tier III 2016 3.4 9 n-0.2

1.96

In NOx Emission Control Areas (Tier II standards apply outside ECAs).

Sulfur Content of Fuel

Annex VI regulations include caps on sulfur content of fuel oil as a measure to control SOx

emissions and, indirectly, PM emissions (there are no explicit PM emission limits). Special

fuel quality provisions exist for SOx Emission Control Areas (SOx ECA or SECA). The

sulfur limits and implementation dates are listed in Table 2 and illustrated in Figure 2.

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Table 2. MARPOL Annex VI Fuel Sulfur Limits

DateSulfur Limit in Fuel (% m/m)

SOx ECA Global

2000 1.5%4.5%

2010.07 1.0%2012

3.5%2015

0.1%2020

a0.5%

a - alternative date is 2025, to be decided by a review in 2018

Recent amendments to solas

May 2008 amendmentsEntry into force: 1 January 2010

Amendments to SOLAS chapter II-2, regarding drainage of special category and ro-ro spaces to prevent accumulationof water on the vehicle deck of ro-ro ships;

Amendments to SOLAS Chapter XI 1 to add a new Regulation 6 (Additional requirements for the investigation ofmarine casualties and incidents) to make mandatory parts I and II of the new Casualty Investigation Code;

A new SOLAS regulation II-1/3-9 (Means of embarkation on and disembarkation from ships), to require ships builtafter its adoption and entry into force to be provided with means of embarkation and disembarkation, such asgangways and accommodation ladders;

A new SOLAS regulation and amendments to SOLAS regulation II-1/3-4 (Emergency towing arrangements ontankers), to extend the regulation to ships other than tankers. The MSC also approved Guidelines for owners/operatorson preparing emergency towing procedures; and

Amendments to regulations III/6, III/26 and IV/7 to replace requirements for "radar transponders" with a requirement

for a "search and rescue locating device".

Amendments to 1988 SOLAS ProtocolAmendments to the 1988 SOLAS Protocol, to replace the reference to "radar transponders" with a reference to "searchand rescue locating devices", in the form of safety certificate for passenger ships and forms of safety certificate forcargo ships.

December 2008 amendments

Entry into force: 1 July 2010

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Amendments to the SOLAS Convention and to the 1988 Load Lines Protocol to make mandatory the International Code

on Intact Stability, 2008 (2008 IS Code).

The 2008 IS Code provides, in a single document, both mandatory requirements and recommended provisions relatingto intact stability, taking into account technical developments, in particular regarding the dynamic stability phenomenain waves, based on state-of-the-art concepts. The Code's mandatory status, under both the SOLAS Convention and

the 1988 Load Lines Protocol, will significantly influence the design and the overall safety of ships.

December 2008 amendmentsEntry into force: 1 January 2011

Amendments to SOLAS chapter VI to make mandatory the International Maritime Solid Bulk Cargoes Code (IMSBCCode) The IMSBC Code will replace the Code of Safe Practice for Solid Bulk Cargoes (BC Code), which was firstadopted as a recommendatory code in 1965 and has been updated at regular intervals since then.

The aim of the mandatory IMSBC Code is to facilitate the safe stowage and shipment of solid bulk cargoes byproviding information on the dangers associated with the shipment of certain types of cargo and instructions on theappropriate procedures to be adopted.

June 2009 amendmentEntry into force: 1 January 2011

ECDIS and BNWAS to be made mandatory under SOLASAmendments to SOLAS regulation V/19, to make mandatory the carriage of Electronic Chart Display and InformationSystems (ECDIS) and Bridge Navigational Watch Alarm Systems (BNWAS), under SOLAS chapter V, Safety ofNavigation. The requirements will be mandatory for new ships and phased-in for existing ships.

Other SOLAS amendments

an amendment to SOLAS regulation II-1/3-5.2, to prohibit all new installations of asbestos on boardships, without exceptions; and

amendments to the title of Chapter VI to read, Carriage of Cargoes "and Oil Fuels"and to RegulationVI/5-1 on Material safety data sheets (MSDS) to require MSDS to be provided for ships carrying oil or oilfuel, prior to the loading of such oil as cargo in bulk or bunkering of oil fuel. The MSC also approved

Recommendations for material safety data sheets (MSDS) for MARPOL Annex I type cargoes and oilfuels.

Recent marpol amendments

The 2004 (October) AmendmentsAdoption: 15 October 2004Entry into force: 1 January 2007

Revised MARPOL Annex I (oil)The revised MARPOL Annex I Regulations for the prevention of pollution by oilincorporates the various amendments

adopted since MARPOL entered into force in 1983, including the amended regulation 13G (regulation 20 in the revisedannex) and regulation 13H (regulation 21 in the revised annex) on the phasing-in of double hull requirements for oiltankers. It also separates, in different chapters, the construction and equipment provisions from the operationalrequirements and makes clear the distinctions between the requirements for new ships and those for existing ships.

The revision provides a more user-friendly, simplified Annex I.

New requirements in the revised Annex I include the following:

Regulation 22 Pump-room bottom protection: on oil tankers of 5,000 tonnes deadweight and aboveconstructed on or after 1 January 2007, the pump-room shall be provided with a double bottom.

Regulation 23 Accidental oil outflow performance - applicable to oil tankers delivered on or after [date ofentry into force of revised Annex I plus 36 months] 1 January 2010; construction requirements to provideadequate protection against oil pollution in the event of stranding or collision.

Oman Sea - new special area under MARPOL Annex I

The Oman Sea area of the Arabian Seas is designated as a special area in the revised Annex I.The other special areas

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in Annex I are: Mediterranean Sea area; Baltic Sea area; Black Sea area; Red Sea area; "Gulfs" area; Gulf of Aden

area; Antarctic area; and North West European Waters. In the special areas, there are stricter controls on discharge ofoily wastes.

Revised MARPOL Annex II (noxious liquid substances carried in bulk)The revised Annex II Regulations for the control of pollution by noxious liquid substances in bulkincludes a new four-

category categorization system for noxious and liquid substances. The revised annex is expected to enter into force on

1 January 2007.

The new categories are:

Category X: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballastingoperations, are deemed to present a major hazard to either marine resources or human health and, therefore,justify the prohibition of the discharge into the marine environment;

Category Y: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballastingoperations, are deemed to present a hazard to either marine resources or human health or cause harm toamenities or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity ofthe discharge into the marine environment;

Category Z: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballastingoperations, are deemed to present a minor hazard to either marine resources or human health and thereforejustify less stringent restrictions on the quality and quantity of the discharge into the marine environment; and

Other Substances: substances which have been evaluated and found to fall outside Category X, Y or Z

because they are considered to present no harm to marine resources, human health, amenities or otherlegitimate uses of the sea when discharged into the sea from tank cleaning of deballasting operations. Thedischarge of bilge or ballast water or other residues or mixtures containing these substances are not subject toany requirements of MARPOL Annex II.

The revised annex includes a number of other significant changes. Improvements in ship technology, such as efficientstripping techniques, has made possible significantly lower permitted discharge levels of certain products which havebeen incorporated into Annex II. For ships constructed on or after 1 January 2007 the maximum permitted residue inthe tank and its associated piping left after discharge will be set at a maximum of 75 litres for products in categoriesX, Y and Z - compared with previous limits which set a maximum of 100 or 300 litres, depending on the productcategory.

Alongside the revision of Annex II, the marine pollution hazards of thousands of chemicals have been evaluated by the

Evaluation of Hazardous Substances Working Group, giving a resultant GESAMP2 Hazard Profile which indexes thesubstance according to its bio-accumulation; bio-degradation; acute toxicity; chronic toxicity; long-term healtheffects; and effects on marine wildlife and on benthic habitats.

As a result of the hazard evaluation process and the new categorization system, vegetable oils which were previouslycategorized as being unrestricted will now be required to be carried in chemical tankers. The revised Annex includes,under regulation 4 Exemptions, provision for the Administration to exempt ships certified to carry individuallyidentified vegetable oils, subject to certain provisions relating to the location of the cargo tanks carrying the identifiedvegetable oil.

Transport of vegetable oilsAn MEPC resolution on Guidelines for the transport of vegetable oils in deep tanks or in independent tanks speciallydesigned for the carriage of such vegetable oils on board dry cargo ships allows general dry cargo ships that arecurrently certified to carry vegetable oil in bulk to continue to carry these vegetable oils on specific trades. Theguidelines also take effect on 1 January 2007.

Consequential amendments to the IBC CodeConsequential amendments to the International Bulk Chemical Code (IBC Code) were also adopted at the session,

reflecting the changes to MARPOL Annex II. The amendments incorporate revisions to the categorization of certainproducts relating to their properties as potential marine pollutants as well as revisions to ship type and carriagerequirements following their evaluation by the Evaluation of Hazardous Substances Working Group.

Ships constructed after 1986 carrying substances identified in chapter 17 of the IBC Code must follow therequirements for design, construction, equipment and operation of ships contained in the Code.

The 2005 AmendmentsAdoption: 22 July 2005Entry into force: 21 November 2006

The amendments to the Regulations for the Prevention of Air Pollution from Ships in Annex VI include theestablishment of the North Sea SOx Emission Control Area (SECA).

The NOx Technical Code was also updated.

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The 2006 Amendments

Adoption: March 2006Entry into force: 1 August 2007

MARPOL regulation on oil fuel tank protectionThe amendment to the revised MARPOL Annex I (which was adopted in October 2004 with entry into force set for 1January 2007) includes a new regulation 12A on oil fuel tank protection. The regulation is intended to apply to all shipsdelivered on or after 1 August 2010 with an aggregate oil fuel capacity of 600m3 and above. It includes requirements

for the protected location of the fuel tanks and performance standards for accidental oil fuel outflow. A maximumcapacity limit of 2,500m3 per oil fuel tank is included in the regulation, which also requires Administrations to consider

general safety aspects, including the need for maintenance and inspection of wing and double-bottom tanks or spaces,when approving the design and construction of ships in accordance with the regulation. Consequential amendments tothe IOPP Certificate were also adopted.

The MEPC also agreed to include appropriate text referring to the new regulation in the amendments to the Guidelinesfor the application of the revised MARPOL Annex I requirements to FPSOs and FSUs and approved a UnifiedInterpretation on the application of the regulation to column-stabilized MODUs.

Definition of heavy grade oilA further amendment to the revised MARPOL Annex I relates to the definition of "heavy grade oil" in regulation 21 onPrevention of oil pollution from oil tankers carrying heavy grade oil as cargo, replacing the words "fuel oils" with "oils,other than crude oils", thereby broadening the scope of the regulation.

MARPOL Annex IV amendmentsThe amendment to MARPOL Annex IV Prevention of pollution by sewage from ships adds a new regulation 13 on PortState control on operational requirements. The regulation states that a ship, when in a port or an offshore terminal ofanother Party, is subject to inspection by officers duly authorized by such Party concerning operational requirementsunder the Annex, where there are clear grounds for believing that the master or crew are not familiar with essentialshipboard procedures relating to the prevention of pollution by sewage.

Amendments to BCH CodeAmendments to the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCHCode) were adopted as a consequence of the revised Annex II of MARPOL 73/78 and the amended International Codefor the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC Code), which are expected toenter into force on 1 January 2007. The MEPC also adopted a resolution on Early and Effective Application of the 2006amendments to the BCH Code to invite MARPOL Parties to consider the application of the amendments to the BCHCode, as soon as practically possible, to ships entitled to fly their flag. Also adopted were the revised Guidelines forthe provisional assessment of liquids transported in bulk. In this context the Committee urged industry, in particularthe chemical industry, to provide information on the revision of List 2 of the MEPC circular which contains pollutant-

only mixtures based on section 5 of the revised Guidelines.

The 2006 AmendmentsAdoption: October 2006Entry into force: 1 March 2008/1 January 2010

Entry into force: 1 March 2008The designation of the Southern South Africa waters as a Special Area under Annex I (Regulations for the preventionof pollution by oil from ships) , will provide measures to protect wildlife and the marine environment in an ecologicallyimportant region used intensively by shipping.

Entry into force: 1 January 2010The revised MARPOL Annex III Regulations for the prevention of pollution by harmful substances carried by sea inpackaged form. The Annex has been revised to harmonize the regulations with the criteria for defining marinepollutants which have been adopted by the UN Transport of Dangerous Goods (TDG) Sub-Committee, based on theUnited Nations Globally Harmonized System of Classification and Labelling of Chemicals (GHS).

The 2008 amendments

Revised Anned VI adopted October 2008:MEPC.176(58) Amendments to the Annex of the Protocol of 1997 to amendthe International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978relating thereto (Revised MARPOL Annex VI)

October 2008 MARPOL amendments - revised Annex VI

Amendments to the MARPOL Annex VI regulations to reduce harmful emissions from ships even further.

The main changes to MARPOL Annex VI will see a progressive reduction in sulphur oxide (SOx) emissions from ships,

with the global sulphur cap reduced initially to 3.50% (from the current 4.50%), effective from 1 January 2012; then

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progressively to 0.50 %, effective from 1 January 2020, subject to a feasibility review to be completed no later than

2018.

The limits applicable in Sulphur Emission Control Areas (SECAs) will be reduced to 1.00%, beginning on 1 July 2010(from the current 1.50 %); being further reduced to 0.10 %, effective from 1 January 2015.

Progressive reductions in nitrogen oxide (NOx) emissions from marine engines were also agreed, with the most

stringent controls on so-called "Tier III" engines, i.e. those installed on ships constructed on or after 1 January 2016,operating in Emission Control Areas.

The revised Annex VI will allow for an Emission Control Area to be designated for SOx and particulate matter, or NOx,

or all three types of emissions from ships, subject to a proposal from a Party or Parties to the Annex, which would beconsidered for adoption by the Organization, if supported by a demonstrated need to prevent, reduce and control oneor all three of those emissions from ships.

July 2009 amendmentsEntry into force: 1 January 2011

MARPOLAnnex I amendments - transfer of oil cargo between oil tankers at seaamendments to MARPOL Annex I for the prevention of marine pollution during some ship-to-ship (STS) oil transferoperations.

The new chapter 8 on Prevention of pollution during transfer of oil cargo between oil tankers at sea will apply to oiltankers of 150 gross tonnage and above and will require any oil tanker involved in oil cargo STS operations to have,on board, a plan prescribing how to conduct STS operations (the STS Plan), which would be approved by itsAdministration.

Notification to the relevant coastal State will be required not less than 48 hours in advance of the scheduled STS

operations although some relaxation to this rule is allowed in certain, very specific, cases. The regulations are notintended to apply to bunkering operations.

Consequential amendments to the International Oil Pollution Prevention (IOPP) Certificate, the Supplement to the IOPPCertificate and the Oil Record Book.

MARPOL Annex I Oil residue (sludge) amendmentsAmendments to MARPOL Annex I regulations 1, 12, 13, 17 and 38, relating to the on board management of oil residue

(sludge). The amendments clarify long standing requirements and remove existing ambiguities in order to facilitatecompliance by ships' crews. Definitions for oil residue (sludge), oil residue (sludge) tanks, oily bilge water and oilybilge water holding tanks are introduced for the first time.

Related amendments to the Supplement to the IOPP Certificate, Form A and Form B, and to the Oil Record Book.

Propeller Material, Propellers are commonly made from several materials with most being

made from a metal alloy of some kind. Each material type has different advantages and

disadvantages and some of these will be a factor in selecting the correct propeller size if your switch

the type of material your prop is made from. The propeller size selector that Piranha uses take this

into account when suggesting a replacement Piranha Propeller size.

Common propeller construction materials are aluminum, stainless steel, bronze, Nibral (Nickel,Aluminum, Bronze alloy), and composite. Of these composites are the newest, though composites

are special combinations of different materials selected in such a way as to achieve very specific

mechanical properties. Most commonly used "composites" are combinations of very high tensile

strength ceramic fibers bound together by a polymer resin which gives the material shape and

volume and provides the toughness impact strength needed by the end product.

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Condition Assessment Scheme (CAS)

The Condition Assessment Scheme (CAS) for oil tankers was adopted in 2001 and is applicable to certain oil tankersunder the MARPOL convention.

Although the CAS does not specify structural standards in excess of the provisions of other IMO conventions, codesand recommendations, its requirements stipulate more stringent and transparent verification of the reported structuralcondition of the ship and that documentary and survey procedures have been properly carried out and completed.

The requirements of the CAS include enhanced and transparent verification of the reported structural condition and ofthe ship and verification that the documentary and survey procedures have been properly carried out and completed.The Scheme requires that compliance with the CAS is assessed during the Enhanced Survey Programme of Inspectionsconcurrent with intermediate or renewal surveys currently required by resolution A.744(18), as amended.

CAP Hull is a voluntary, thorough verification of the actual condition of the hull

Purpose

CAP has been created out of a wish from ship owners to document the quality of their vessels

beyond the scope of classification. CAP is an independent and thorough verification of the

actual condition of a vessel at the time of inspection.

Benefits

The main benefits of CAP are:

to have the vessel judged based on the actual condition on board rather than age

to contribute to protecting life, property and the environment and to ensure safest

possible transportation of cargo to establish a sound basis for decisions on repair or investments in order to extend the

lifetime of the vessel

to document a vessels technical condition towards/in connection with: Charterers,

cargo owners/or authorities in connection with entry into new charters or extension of

existing charters, refinancing of the vessel, sale or termination of management

agreements etc and ports and terminals

Features

CAP is a quality tool for assessing the technical and functional condition of a vessel. WhileClass implies that the vessel has a technical standard equal to or better than a minimum

standard, CAP describes and specifies the actual condition on board at the time of inspection

and rates the vessel in accordance with a rating scale from 1 (best) to 4 (lowest). It is based

upon detailed inspection and function testing, thickness and vibration measurements, analysis

and calculations.

The programme is designed for tankers and bulk carriers older than 15 years, but may well be

used for other types of tonnage and at any age. CAP is a consultancy service and is

independent, yet complementary, to the classification process.

The CAP service provides:

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a sound basis for decisions on repair or investments in order to extend the lifetime of

the vessel

an assessment of the vessel according to actual condition on board rather than age

documentation of the ship's technical condition towards/in connection with

o underwriters

o cargo owners and or authoritieso refinancing or sale

The CAP deliverables contains:

Fatigue Analysis report (optional for CAP Hull)

statements of facts including particulars of the shipExecutive Summary of findings

from inspection and analyses

technical reports containing descriptions, observations, analysis and ratings

photographic evidence where the average condition is reflected together with the

extreme findings (best and worst) to verify the basis of the findings, detailed report on

indicator diagrams, oil analysis and vibration measurement analysis