Function 3 Safety, Ship Const & Naval Quick Reference Notes

MEO Class 4 Function 3
Safety, Ship Construction &

Naval Architecture
Quick Reference Notes
Prepared By:- Guided By-

GME BATCH 16 & 17 Mr. Biju Baben
Course Incharge, GME
SECTION: 1
LIFE SAVING APPLIANCE
Q 1: What are the categories in Life Saving Appliance (L.S.A)?
Ans:
T.P.A: Thermal Protective Aid

EEBD: Emergency Escape Breathing Device
SCABA: Self-Contained Air Breathing Apparatus
EPIRB: Emergency Position Indicating Radio Beacon
SART: Search And Rescue Transponder
GMDSS: Global Maritime Distress Signaling System
PERSONAL LIFE SAVING APPLIANCES
LIFE BUOY SELF-IGNITING LIGHT SELF- ACTIVATING SMOKE SIGNAL
RIGID LIFE JACKET INFLATABLE LIFE JACKET LIFE JACKET LIGHT
IMMERSION SUIT ANTI EXPOSURE SUIT THERMAL PROTECTIVE SUIT

Q 2: LIFE BUOYS and its SOLAS regulation?
a: How many life buoys in your ship and its location?
b: According to SOLAS which are the marking on life buoys?
Ans 2, a, b:
To know how many life buoys and location of buoys in your ship please check your fire
control and d safety plan.
SOLAS REGULATION:
Carrying minimum capacity. Ship length
a) under 100 mtr = 8 nos
b) 100 mtr to 150 mtr = 10 nos
c) 150 mtr to 200 mtr = 12 nos
d) Above 200 mtr= 14 nos
SIZE: Inner diameter should not be less than 400 mm or 16 inch.
Outer diameter should not be more than 800 mm or 32 inch .
WEIGHT: total mass not be less than 2.5 kg not be more than 6 kg
MADE: Inherently buoyant material
COLOUR: internationally ORANGE in color, highly visible.
ACCESSORIES:
1. Retro reflective taps (Retro-reflective material is a material which reflects in the opposite
direction a beam of light directed on it.)
2. Grab line:
a) Its dia not be less than 9.5 mm and length of line not be less than 4 times the
outer dia of body in length.
b) It must be secure at 4 equidistant space around the life buoys.
3. Self igniting light:
a) White in colour
b) Capable of burning continues & its luminous intensity not be less than 2 cd
( candela ) having min 50 and max 70 flashes per minute for a period of 2
hour, operated battery type.
4. Buoyant life line:
i. Non-kinking type
ii. Diameter not be less than 8 mm
iii. Breaking strength not be less than 5 KN
5. Self- activating smoke signal:
a) Capable of quick release from the height of 30 m.
b) Burning period at least 15 minute.
c) Smoke color is ORANGE.
It is capable of supporting not less than 14.5 kg of iron in fresh water for a period of 24 hour.
5. It shall not sustain burning or continues melting after being totally enveloped in a
fire for a period of 2 sec.
6. be constructed to withstand a drop into the water from the height at which it is stowed
above the waterline in the lightest seagoing condition or 30 m, whichever is the greater,
without impairing either its operating capability or that of its attached components.
7. Marking is PORT OF REGISTRY of ship.
Q 3: LIFE JACKET and its SOLAS regulation?

a: How many life jacket is to be carried on ship ,its location and its type?
b: According to SOLAS which are the marking on life jackets?
c: After wear life jacket what is the meaning of H.E.L.P. ?
A 3, a, b, c: To know how many life jacket and location in your ship please check your fire control and
d safety plan.
SOLAS REGULATION:
Carrying minimum capacity. Each person onboard must have its personal life jacket + extra life jacket
for the watch keeper + 5% extra life jacket at Muster station or Embarkation station
TYPE: (1) inflatable (2) rigid
MADE: Non Flammable material or synthetic buoyant material
WORN: it should be donning within 1 min without any help from assistance. (at least 75% person),
and it should be comfortable to wear
JUMP: it is capable to allow jump from a height of at least 4.5 m into water without injury of life
jacket and personal.
BUOYANCY: it should not be reduced by more than 5% after 24 hour submersion in fresh water.
ACCESSORIES:
1) Retro reflective taps.
2) Non conducting whistle secure with lanyard 3) Manual igniting light:
c) White in color
d) Capable of burning continues & its luminous intensity not be less than 0.75 cd (candela) having min 50
and max 70 flashes per minute for a period of 8 hour.
It shall not sustain burning or continues melting after being totally enveloped in a fire for a
period of 2 sec.
MARKING:
a. Manufacture name
b. Serial number
c. Date of manufacture
d. Weight capacity
e. FRONT word printed
H.E.L.P. = HEAT ESCAPE LESSENING POSTURE
Q 4: : What is IMMERSION SUIT? Also tell its SOLAS regulation?

a: How many immersion suit in your ship and its location ?
b: What is Hypothermia?
Ans. 4,a,b: : To know how many Immersion Suit and location in your ship please check your fire
control and d safety plan.
SOLAS REGULATION:
Carrying minimum capacity. Each person onboard must have its personal immersion suit + extra suit
for the watch keeper.
TYPE: (1) insulated (2) Un-insulated (3) wearing with life jacket (4) have sufficient buoyancy.
MADE: Non Flammable and water proof material.
COLOUR: internationally RED in color, highly visible.
WORN: it should be Unpacked and donning within 2 min without any help from assistance.
It will cover whole body, exception with face. Hand shall be covered unless permanently attached gloves
are provided.
ACCESSORIES:
1) Retro reflective taps.
period of 2 sec.
After wear it must be capable to normal work.
Climb up and down a vertical ladder at least 5 m in length.
To swim a short distance through the water and board a survival craft. It is used in cold weather,
where the temp is at below freezing point.
It will not allow to go down our body temp 2 deg C for a period of 6 hour immersion in calm
circulating water at a temperature of between 0C and 2C.
A person in fresh water wearing either an immersion suit or an immersion suit with a lifejacket, shall be
able to turn from a face-down to a face-up position in not more than 5 seconds.
Q 5: What is ANTI-EXPOSURE SUIT ? Also tell its SOLAS regulation?
Ans 5: To know how many Anti Exposure suit and location of unit in your ship please check your fire
control and the safety plan.
WORN: it should be Unpacked and donning within 2 min without any help from assistance.
Covers the whole body with the exception of the head and hands and, where the Administration
so permits, feet; gloves and a hood shall be provided in such a manner as to remain available for
use with the anti-exposure suits;
Is equipped with a pocket for a portable VHF telephone; it has a lateral field of vision of at least
120.
period of 2 sec.
After wear it must be capable to normal work.
Climb up and down a vertical ladder at least 5 m in length.
to swim through the water at least 25 m and board a survival craft;
Be so constructed, that when worn as marked, the suit continues to provide sufficient thermal protection
following one jump into the water which totally submerges the wearer and shall ensure that when it is worn
in calm circulating water at a temperature of 5C, the wearer's body core temperature does not fall at a
rate of more than 1.5C per hour, after the first 0.5 hours.
A person in fresh water wearing either an immersion suit or an immersion suit with a lifejacket, shall be
able to turn from a face-down to a face-up position in not more than 5 seconds and be stable faceup.
Q 6: What are THERMAL PROTECTIVE AIDS? And tell its SOLAS regulation?
A 6: To know about the protective aids and location in your ship please check your fire control and
the safety plan.
SOLAS REGULATION:
Having a thermal conductance of not more than 7800 W/(m2.K) and shall be so constructed that,
when used to enclose a person,
It shall reduce both the convective and evaporative heat loss from the wearers body.
Thermal protective aid shall function properly throughout an air temperature range -30C to
+20C.
WORN: Permit the wearer to remove it in the water in not more than 2 min, if it impairs ability to
swim.
Cover the whole body of persons of all sizes wearing a lifejacket with the exception of the face.
Hands shall also be covered unless permanently attached gloves are provided;
It should be capable of being unpacked and easily donned without assistance in a survival craft or rescue
boat.
PYROTECHNIQUES
ROCKET PARACHUTE TYPE HAND FLARE TYPE BUOYANT SMOKE SIGNAL
Q 7: Explain about flares or pyro techniques? How many we have to carry along with survival craft?
Ans: There are main 3 types of pyro techniques:
Rocket parachute type. ( 4 per life boat & life raft )
The rocket parachute flare shall:
Be contained in a water-resistant casing;
Have brief instructions or diagrams clearly illustrating the use of the rocket parachute flare
printed on its casing;
Have integral means of ignition;
Be so designed as not to cause discomfort to the person holding the casing when used in accordance
with the manufacturer's operating instructions.
The rocket shall, when fired vertically, reach an altitude of not less than 300 m.
At or near the top of its trajectory, the rocket shall eject a parachute flare, which shall burn with a bright
RED color;
Burn uniformly with an average luminous intensity of not less than 30,000 cd;
Have a burning period of not less than 40 s;
Have a rate of descent of not more than 5 m/s; and not damage its parachute or attachments while
burning.
Expire in 3 year from date of manufacture.
Hand Flare. ( 6 per life boat & life raft for F.G vessel for short voyage 3 pcs.)
The hand flare shall:
Be contained in a water-resistant casing;
have brief instructions or diagrams clearly illustrating the use of the hand flare printed on its casing;
have a self-contained means of ignition;
Be so designed as not to cause discomfort to the person holding the casing and not endanger the survival
craft by burning or glowing residues when used in accordance with the manufacturer's operating instructions.
burn with a bright RED colour, 5-8 Nautical mile of visibility.
burn uniformly with an average luminous intensity of not less than 15,000 cd;
have a burning period of not less than 1 min;
continue to burn after having been immersed for a period of 10s under 100 mm of water.
Buoyant Smoke Signal

The buoyant smoke signal shall:
be contained in a water-resistant casing;
not ignite explosively when used in accordance with the manufacturer's operating instructions
have brief instructions or diagrams clearly illustrating the use of the buoyant smoke signal
printed on its casing.
emit smoke of a highly visible color at a uniform rate for a period of not less than 3 min when
floating in calm water;
not emit any flame during the entire smoke emission time;
not be swamped in a seaway;
continue to emit smoke when submerged in water for a period of 10 s under 100 mm of water.
Q 8: Explain about Walkie-Talkie or Two-way VHF radio telephone?

Ans : As per SOLAS requirement ,vessel
Between 300 to 500 GT= 2 no to be carried
Above 500 GT= 3 no to be carried.
It can be continuously transmitting for 8 hrs and stand by for 24 hrs.
channel = 16 for ship to ship channel = 06 for ship to aircraft
Range of communication = 5 to 8 nautical mile
It shall highly visible in color
It have ON/OFF visual indication
Water proof and buoyant
Capable of single hand operation.
Q 9: Explain about SART? Location of it? Functioning? Any indications where SART is kept?
Ans :
A Search And Rescue Transponder (SART) is the main means for locating ships in distress or their
survival craft..
As per SOLAS min 2 no required onboard.
SART has been made of Fiber reinforced plastic which can bear the prolonged sunlight and stays
unaffected by the sea water or oil.
It is capable of self-floating free of survival craft.
International ORANGE in color.
SART is mounted in a mounting bracket which in turn is fixed to the bulkhead of ship.
The SART operates in the 9GHz frequency band (i.e. 9.2 to 9.5 GHz) and generates a series of
response signals on being interrogated by any ordinary 9 GHz ship borne 3-cm X-band radar or
suitable airborne radar.
SARTs can be either portable for use on board ship or carrying to survival craft and/or
permanently installed in the survival craft.
The SART is activated manually so that it will thereafter respond when interrogated.
When activated in a distress situation, a SART responds to radar interrogation by transmitting a
signal which generates as a line of 12 blips code on a radar screen outward from the SARTs position
along its line of bearing.
Displayed on the Radar-Plan Position Indicator (PPI), the spacing between each pair of dots will
be 0.6 nautical mile.
As the search craft approach as to within about 1 nautical mile of the SART, the blip dots will
change into wide arcs, and even become complete circles as the SART is closed and become continually
triggered.
This is useful warning to the search craft to slow down.
This distinctive and unique radar signal is easily recognized and is therefore much easier to spot than a
signal echo such as from a radar reflector.
The SART also provides a visual or audible indication of its correct operation and will also
inform survivors when it is interrogated by radar.
An audible beep will sound every 2 seconds when the SART is interrogated by a radar and every
12 seconds when no radar in sight.
The SART should have sufficient battery capacity to operate in the standby condition for 96
hours followed by a minimum 8 hours of transmission while being interrogated by radar.
Q 10: What is EPIRB? How does it activate? What is HRU? How does it operate?
Ans:
An EPIRB is a compact, buoyant, self-contained radio transmitter.
As per SOLAS min 1 no to be carried and as per D.G shipping requirement on INDIAN vessel min
2 no to be carried.
Battery storage life 5 year and weight 2 kg.
It is located on the bridge wing attached with H.R.U.
Capable of floating free and is automatically activated in the event of the ship sinking.
Activated, it continuously emits a distinctive radio signal for a minimum of 48 hours.
An Emergency Position Indicating Radio Beacon is used to alert search and rescue services in the
event of an emergency.
it does this by transmitting a coded message on the 406.5 MHz distress frequency via satellite
and earth stations to the nearest rescue co-ordination centre.
Some EPIRBs also have built-in GPS which enables the rescue services to accurately locate you to +/-
50 metres.
406 MHz EPIRBs work with the COSPAS-SARSAT polar orbiting satellite system, giving true
global coverage. There is an alert delay of about 45 minutes dependant on when the satellites come
into view on the horizon.
The satellite can determine the position of your EPIRB to within 5km (3 miles). The coded message
identifies the exact vessel to which the EPIRB is registered. This information allows the rescue services to
eliminate false alerts and launch an appropriate rescue.
GPS-enabled EPIRBs have a built-in transmitter which will typically alert the rescue services
within 3 minutes and to a positional accuracy of +/- 50 metres (updated every 20 minutes) given a
clear view skywards.
Some EPIRBs also have a secondary distress transmitter. This transmits on 121.5 MHz and is used for
"homing" purposes. When the rescue services get close, this allows them to direction find on the signal. Some
EPIRBs also have a high brightness LED flashing light that aids final visual location.
Q 11: What is GMDSS? In which SOLAS chapter it will come?

Ans GMDSS: GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM
Its in SOLAS Chapter 5 ( Safety of Navigation )
It is located on bridge.
It is main communication system of ship and all external communication through world is done
by GMDSS.
It can be operated by MASTER and OFFICER in charge.
There are 3 sets of GMDSS.
By using this we can Mail, Satellite call, etc done.
GENERAL LIFE SAVING APPLIANCES
LINE THROWING APPLIANCES

Q 12: Explain about Line throwing apparatus and tell me how much length it will cover?
a: Location of it?
A 12,a:
Every line-throwing appliance shall,
As per SOLAS at least ONE pcs should be kept onboard.
Its have rope which will kept in a cylinder and when cylinder is propelled by pressing lever ,rope will
turned out from cylinder.
Be capable of throwing a line with reasonable accuracy;
include not less than four projectiles each capable of carrying the line at least 230 m in calm
weather;
Include not less than four lines each having a breaking strength of not less than 2 kN;
Have brief instructions or diagrams clearly illustrating the use of the line-throwing appliance.
The rocket, in the case of a pistol-fired rocket, or the assembly, in the case of an integral rocket and line,
shall be contained in a water resistant casing.
In this apparatus spring is kept with high tension and when lever is pressed rope will comes out
from cylinder.
Direction of this YELLOW colored cylinder is explode in direction of wind and at angle of 45 0 to
achieve max projectile path.
In addition, in the case of a pistol-fired rocket, the line and rockets together with the means of ignition
shall be stowed in a container which provides protection from the weather.
Kept on BRIDGE and with SAFETY PIN is provided to prevent accidental release of rope.
BREATHING APPARATUS
Q 13: What is EEBD and its Location and minimum requirement onboard and how you will charge it
and how ling you can be used?
a: New type of EEBD with its procedure to wear?
b: Maintenance on EEBD
Ans 13,a,b: EEBD: Emergency Escape Breathing Device
To know how many EEBD and its location on your ship
please check your fire control and the safety plan.
SOLAS REQUIREMENT:
On cargo ship in accommodation min 2 & 1 spare
In ECR 1
Near workshop 1
At each deck or platform 1
It must be situated ready for use and easily visible.
EEBD is to be located in easily visible areas of machinery spaces,
mostly in engine control room, workshop and near escape routes.
Brief instruction for operation and usage is given with diagrams or
pictures.
EEBD includes the following:

Cylinder: It consists of small cylinder carrying 2.5 litre oxygen, along with
a demand valve and low pressure alarm.
Hood & face piece: Fresh air or oxygen comes inside the hood and the face piece, which are connected
to the cylinder through a demand valve.
Clear window: A clear window is provided in the face piece and is made up of flame resistant material
for clear sighting and smooth escaping.
Pressure indicator: to know the remaining pressure, and while you will charge to know the limit.
it shall not be use for fighting the fires, entering into oxygen deficient voids or tanks, or worn by
fire fighters.
It shall have service duration of at least 10 min.
EEBD oxygen cylinder will charged with BREATHING AIR COMPRESSOR and suitable adopter will be
used to charge it, otherwise it may be charged by External Authority in Port.
Maintenance on EEBD
Check indicator needle is in green zone, thus ensuring no leak has taken place. (Monthly)
Keep the device case clean. (Monthly)
Check and record expiry dates. Typically EEBD is valid for 15 years.
Do not open EEBD. Use training piece for training purpose.
Q 14: Explain about SCABA and how you will use in emergency?
a: How you will pressure test for remaining air in bottle or how you will make alarm?
A 14, a:
A breathing apparatus normally known as the BA set or the SCBA (Self contained Breathing apparatus)
or CABA (Compressed air breathing apparatus) is an equipment used to supply fresh air for human
breathing when a person is entering any space where the atmosphere is a suspect and may not support
human life.
These include:
When entering into an enclosed space
When entering into a space to fight fire
The Self Contained Breathing Apparatus (SCBA) or Compressed Air Breathing Apparatus (CABA):
The equipment is designed on an open-circuit system. The exhaled air is discharged to the atmosphere and
the wearer of this apparatus gets his fresh air from the air cylinder attached to the equipment.
The equipment consists of:

One or two cylinders containing air under pressure
A harness to mount the cylinders on the back of the person.
A respiratory system which incorporates a means of reducing the pressure of the air from the cylinder
and of supplying the wearer on demand with air according to his requirements, and
A facemask attached to a demand valve, which maintains a positive pressure inside the mask at all
times.
The arrangement of a typical apparatus is as follows:
The cylinders contain approximately 1240 liters of free air compressed to give approximately 31
minutes of full air usage time and 21 minutes of working duration under normal circumstances. Please note
that the usage time greatly varies from person to person and the workload the person is performing.
A reducing valve is connected after the cylinders to reduce the pressure to approximately about 4 bars.
This pressure is further reduced by the demand valve, which is attached to the mask of the wearer.
The demand valve supplies air to the wearer when he inhales and closes when he exhales.
An Exhalation valve releases the exhaled air from the facemask.
When approximately 10 minutes of air is left (air cylinder pressure about 50 bar), a warning whistle
will sound continuously warning the user that his air supply would soon be over and he has to move out.
This warning signal will sound continuously till the air in the cylinder is over.
The facemask is made of molded rubber with a series of adjustable rubber straps to secure it to the
head of the wearer and fitted with quick release arrangements.
The user should have a good field of vision so that the wearer does not need to turn his head
constantly.
A gauge is provided to indicate the pressure of the air in the cylinder.
Spare cylinders should be provided for each set of breathing apparatus and a small air compressor to
charge these cylinders is provided.
If the facemask is dislodged whilst the wearer is in a smoky or toxic atmosphere, it is vital that the
wearer should hold his breath and immediately replace the dislodged mask. If for any reason, there is
likelihood of delay in doing so, the wearer should be evacuated to fresh air at the earliest, even though
he may not feel any ill effects from the few breaths of contaminated air, which he has been forced to
inhale.
An approximate Consumption and duration table:

Degrees of work Air consumption Duration of Duration of cylinder
(Liters/minute) cylinder having 1800 liters
having capacity (minutes)
1200 liters
capacity
(minutes)
Resting 8 12 150 100 225 - 150
Light Work 12 20 100 60 150 90
Moderate Work 20 40 60 30 90 45
Heavy Work 40 60 30 20 45 30
Please note in the above table the total full duration is given. Reduce the safety margin from the
above table to get the working duration.
Nominal Working Duration = (fully charged cylinder capacity) -10 minutes.

(40)
Here we have taken an average consumption of 40 liters of air per minute being required by human
being when doing heavy work.
Hence if we have a cylinder of 1200 liters capacity fully charged then
Nominal working duration = 1200/40 = 30 minutes 10 minutes (period for which the alarm
whistle will blow and time required for the wearer to get back to safe atmosphere) = 20 minutes.
ALARM TESTING: (SCABA Checks)
Open cylinder valve.
Line will pressurized with 200 bar pressure.
Pressure gauge indicate 200 bar pressure.
Close cylinder valve.
Check pressure should not drop 10 bar in a minute.
Now to make alarm test, operate demand valve and pressure will start to reduce from high
pressure line.
When on pressure gauge the pressure will reach around 55/60 bar the alarm will sound.
It will indicate that now you have only 8-10 min for escape.
As soon as you heard sound, escape from that compartment.
Function Checks:
Close cylinder valve.
Breathe normally to vent system.
During venting observe gauge - whistle alarm should sound at preset pressure of 55bar +/-5bar.
When gauge indicates zero, hold breath. Face piece should hold onto face indicating positive seal.
Open cylinder valve slowly, but fully to pressurize system.
Inhale and hold breath. Unit must balance, i.e. no audible leak.
Continue breathing. Expired air should easily flow out of exhalation valve.
Press center of rubber cover on demand valve checking supplementary supply.
Note: If leak detected, open cylinder valve, readjust head harness and retest.
During Use:
Cylinder pressure must not be less than 80% full.
Check gauge reading regularly. Whistle will sound at 55 bar +/- 5 bar.
When whistle sounds, exit and go to safe area, by shortest and safest route.
Do not remove equipment until in safe area, clear of hazard.
After Use:
Press reset lever to switch Off positive pressure.
Press and hold down the button and remove the demand valve.
Removing mask: Insert index finger behind the tabs on the neck straps and press the buckles forwards
with thumb, pulling the mask forward off your face and then up and back over your head.
Close cylinder valve and remove face piece.
Unbuckle waist belt, lift shoulder strap buckles to loosen, remove equipment.
Maintenance on facemask:
Cleaning: The mask must be cleaned after every use. Do not use any organic solvents such as acetone,
alcohol etc.
Clean the mask with a cloth and lukewarm water mixed with all-purpose detergent. Rinse thoroughly
under running water.
Disinfecting: Disinfect mask after every use. Place mask in disinfectant bath. Only use approved
disinfectants. Excessive disinfectant concentrations and over-long disinfecting times can damage the mask.
Rinse thoroughly under running water.
Drying: Leave to dry in air. Maximum temperature 60C. Keep out of direct sunlight.
Testing: The mask must be tested every time it has been used, repaired or serviced as per manufacturers
instructions.
Visual inspection of the speech diaphragm: The speech diaphragm and O-ring must be clean and
undamaged. If not, clean or replace.
Visual inspection of inhalation valve: The inhalation valve is visible in the mask connector. Check by
blowing into it that both wings of the valve disc move freely. Replace if seized.
Visual inspection of exhalation valve: Remove the protective cap from the connector. Press one arm of
the spring clamp inwards and remove the clamp. Hold valve disc by the nipple and lift out of guide. The valve
disc and seat must be clean and undamaged. Clean or replace if necessary. Moisten valve disc with water and
refit. When the seat is
Horizontal, the valve disc must slide into the guide under its own weight. Fit spring clamp and spring so
that both clamps arms engage at the sides. The clamp is marked L = Left and R=Right and fits at an angle.
Additionally requires following checks to be carried out:

Every month the air bottles, bottle valves, reduction valve, intermediate hose, manometer, carrying
back plate, the lung demand regulator, the warning alarm for withdrawal, and the breathing mask shall be
examined and checked in accordance with the manufacturer's manual.
Every year all valves, sealing and speech membranes shall be checked.
Every second year the exhalation disc must be replaced. This should be done even if the mask has not
been used.
Every five years the complete breathing apparatus shall be submitted to a major service check, which
should include a major overhaul of the reduction valves in an authorized workshop and a pressure test of
the air bottles.
Pressure test of the air bottles shall be carried out by an approved service company.
If an air bottle shows any sign of corrosion or if it has been exposed to damage or overheating it shall
be replaced instantly.
Q 15: Regulation about Life Raft? Carrying Capacity and Location on your ship?
a: Thing to be carried in Life Raft?
b: Launching Of Life Raft by all method (1) manually (2) Davit (3) auto?
c: Marking on Life Raft?
d: Safety on Life Raft?
e: Maintenance on Life raft?
f: Why only CO2 use for inflation of life raft why not any other?
g: What is H.R.U and how it will work?
h: Difference between fwd and aft life raft?
i : Breaking strength of H.R.U, Weak link and painter?
Ans 15,a,b,c,d,e,f,g,h,i:
There are mainly two type of Life raft,
(1) Inflatable (2) Rigid
SOLAS REGULATION:
Inflatable life raft contain inflation cylinder which contain CO2 Gas.
CO2 gas containing small amount percentage of NITROGEN gas to act as an Anti-freeze,
also CO2 is NON-FLAMMABLE and also weight is more than the AIR hence add buoyancy to
raft,
freezing point of CO2 is -780 c, so it can inflate life raft even at -150 c.
It shall be capable of being inflated by ONE person.
NO life raft shall be Approved which has a carrying capacity of less than 6 person.
The total mass of the life raft with its container and its equipment shall not become more than
180 kg.
Inflation shall be completed within a period of 1 min at an ambient temp. Of between 180 c to
200 c, And within a period of 3 min at an ambient temp. Of -300 c.
A life raft shall be constructed so as to be capable of withstanding exposure for 30 days afloat in
any sea condition.
A life raft shall be constructed so that when, packed in its container,
it is dropped into the water from a height of 18 meter the life raft and its equipment are not
damaged.
A life raft, when afloat, shall be capable of withstanding the number of jumps onto it equal to the
number of members of its complement, from a height of at least 4.5 m above its floor.
A life raft and its towing patch shall be so constructed as to enable the life raft to be towed at a
speed of 3 knots in calm water when it is loaded with its full complement and equipment and
one of its sea anchors is streamed.
Life raft shall be provide INSULATION against HEAT and COLD by means of either TWO layer of
material separated by an AIR GAP. Shall be provided to prevent accumulation of water in the AIR GAP.
It shall be provided with means to mount a Survival Craft RADAR TRANSPONDER at a height of
at least ONE meter above the SEA.
Efficient PAINTER of length equal to not less than 15 m.
A manually controlled lamp shall be fitted to the TOP of the life raft CANOPY, the light shall be
white and be capable of operating for atleast 12 hours with a luminous intensity not less than
4.3 cd, in all direction of the UPPER HEMISPHERE, the flashes rate not less than 50 and not more
than 70 per minute.
Minimum carrying capacity = 6 person.
Location on ship = in forward ( 6 person )
At embarkation station in port and stbd side.
Breaking Strength of Painter:
15 KN for more than 25 person life raft permitted to accommodate.

10 KN for 9 to 24
7.5 KN for any how.
Equipment contain in LIFE RAFT as per SOLAS.

1) Mirror / Heliograph = 1
2) Sponges = 2
3) Buoyant paddles = 2
4) Hand Flares = 6
5) Rocket parachutes = 4
6) Smoke signals =2
7) EPIRB = 1
8) SART = 1
9) Food Ration = 500 gms/ person / days upto 3 days ( not less than 10000 kJ/each person )
10) Water = 500 ml / person / days upto 3 days
11) Knife = 1
12) Survival instruction booklet = 1
13) Topping Up pump and Bellow
14) Anti-sea sickness tablets = 50
15) Buoyant bailers = 2 16) Waterproof torch = 1
17) Daylight signaling lamp.
18) Radar reflector = 1
19) First Aid Kit in water proof case = 1 box
20) Fishing tackle = 1 set
21) Compass = 1
22) Sea Anchor = 2
23) Whistle = 1
24) Tin opener = 3
25) Thermal Protective aid = 2
MARKING ON LIFE RAFT CONTAINER as per SOLAS:

1) Makers name or Trade mark
2) Serial number
3) Date when last serviced
4) Length of painter
5) Maximum permitted height of stowage above water line
6) Type of emergency pack enclosed
7) Date of manufacture ( month and year )
8) Capacity of life raft
9) Launching instruction
10) SOLAS
MARKING ON LIFE RAFT as per SOLAS:

1) Maker s name or Trade mark.
2) Serial number
3) Date when last serviced
4) Date of manufacture ( month and year ) 5) Name of approve authority.
SAFETY ON LIFE RAFT:

1) Pressure relief valve
2) Stabilizing pocket
3) Insulated canopy have Two layer.
LAUNCHING OF LIFE RAFT MANUALLY:

During drill or in case of any emergency when you have to lower the life raft, follow the procedure
as follow.
First of all take out painter from life raft almost 80% of the total length.
Now fasten it to ship side on deck and make sure it should not be loose.
Now remove railing and clear the way for launch.
Unfasten the ship hook from cradle,
Two person will lift raft container from its cradle and thrown it to overboard ( make sure painter
point will be ship side)
Now after thrown take out remaining painter from raft and after that give sharp pull, but until the raft
inflate ( Regulation says that it will inflate within 1 to 3 min depend on ambient temp )
Now with the help of same painter pull it to ship side,
Now lower the embarkation ladder or if height will low than jump into water, you can direct jump into
raft if the height will not be more than 4.5 m from water line, and also by using embarkation ladder you
can go down and jump it inside, or swim some distance and climb up in raft.( but if you are in cold
weather try to should not get wet, keep dry as possible as you can.)
You must have to sit in order wise means face by face, to not be unbalance of raft, Have to take
SART and EPIRB along with you.
After all person get inside head count must be taken,
Now immediately cut the painter by using knife, and using paddle or sea anchor get clear the ship (
bcoz as ship will start to sink there will be low pressure create in water near by area of ship and
your raft will be possible to imbalance)
NOTE: if your raft will inflate up side down so in raft you have RIGHTING STRAP, so climb up on CO2
cylinder and pill it in the same direction of wind, means your face must be opposite to wind, so wind will
be help you to make it stable.
LAUNCHING LIFE RAFT IN AUTO MEANS WHEN SHIP WILL SINK AND H.R.U WILL ACTIVE:
Once ship started to sink, and when it will sink up to 4 meter the water pressure will activate sharp
knife in H.R.U
It will cut the securing rope around the canister or container of the raft, and now raft will float free.
Now ship will further sink, the painter line will stretched and it will inflate the raft.
Now due to increase in buoyancy will break the Red weak link around 2.2 KN 0.4 and life raft
will be on surface of water now.
NOTE: life raft located in forward will be only inflate manually, it dont have H.R.U and its person carrying
capacity also 6 person, and life raft located in midship means at embarkation station it have maximum
capacity and can be launched by manually, by davit and by H.R.U. So these are the main difference
between fwd and aft life raft.
LAUNCHING LIFE RAFT BY DAVIT :
Launching life raft by davit make sure always you keep maintaining davit mechanism.
First you remove ships hand rail or gate.
Unlash the container for launch, REMEMBER INBOARD mark should be ship side.
Lower davit hook and make it lock with lifting shackle.
Secure canister or container lines outboard.
Secure bowsing line.
Pull out approx. 5-6 meter of painter line.
Make sure before lifting that hook and brake lanyard are inboard.
Secure painter line.
Now pull full length of painter.
Now lift the life raft canister up to some height.
Now pull the painter and give sharp pull to inflate life raft.
Make sure the opening of canopy means access should be ship side.
Now secure the life raft.
Now one person will go inside to make some check ( make sure you should not wear Sharpe edge
shoes or heels )
Collect SART and EPIRB.
Now go inside life raft and seat evenly.
Now release bowsing line and pass to raft.
Check launching area is clear.
Lower the raft using brake release.
You can operate hook release 1 m above the water or allow the raft to touch the water and load
will reduce from hook and it will release itself.
Now cut painter and use sea anchor or paddle to clear the area immediately.
Q 16: Regulation about Life Boat? Carrying Capacity and Location on your ship?
a: Thing to be carried in Life Boat?
b: Launching Of Life Boat by all method (1) Davit?
d: Marking on Life Boat?
e: Safety on Life Boat?
f: Maintenance on Life Boat?
g: difference between Tanker Life boat and cargo life boat?
h: life boat engine not starting checks?
i: What is Deadmans handle? How you will use it?
Ans. 16, a,b,c,d,e,f,g,h,i.
There are three types of lifeboats used on merchant vessels:

Open Lifeboat:
As the name suggests, the open lifeboat has no roof and is normally propelled by manual power
by using hand propelled ores. Compression ignition engine may also be provided for the propulsion
purpose. However, open lifeboats are becoming obsolete now because of stringent safety norms, but one
may find them on older ship.
The open life boat doesnt help much in rain or bad weather and the possibility of water ingress
in the highest.
Closed lifeboat:
Closed lifeboats are the most popular lifeboats that are used on ships, for they are enclosed which
saves the crew from sea water, strong wind and rough weather. Moreover, the water tight integrity is
higher in this type of lifeboat and it can also get upright on its own if toppled over by waves. Closed
lifeboats are further classified as Partially enclosed and fully enclosed lifeboats.
Free fall life boat:
Free fall lifeboat is similar to an enclosed lifeboat but the process of launching is entirely different.
They are aerodynamic in nature and thus the boat can penetrate the water without damaging the body
when launched from the ship. The free fall life boat is located at the aft of the ship, which provides a
maximum clear area for free fall.
SOLAS Regulations of lifeboat.

Each lifeboat shall be fitted with a certificate of approval, endorse by the administration containing at
least following items:
Manufacturers name and address
Lifeboat Model & serial number.
Month and year of manufacture
No. of persons approved to carry.
All lifeboat shall be of sufficient strength to :
Enable them to safely launch when fully loaded with their full complement of person and
equipment.
Be capable of launched and towed when a ship is making headway at a speed of 5 knots in
calm water.
Except for free fall, each other lifeboat to be launched by falls shall be of sufficient strength to withstand
when loaded with its full complement of person and equipment and with applicable skates or fenders in
position, a lateral impact against ship side at an impact velocity of at least 3.5m/sec and also a drop
into water from a height of at least 3mtr.
A lifeboat shall not carry more than 150 persons.
The size, number and the capacity of the lifeboat for a merchant vessel is decided by the type of the
ship and number of ships crew , but it should not be less than 7.3meter in length and minimum two
lifeboats are provided on both side of the ship (port and starboard).
The requirement for lifeboat of a cargo ship with 20,000 GT is that the boat must be capable of
launching when the ship is heading with a speed of 5 knots.
The ship must carry one rescue boat for rescue purpose along with other lifeboats. One lifeboat can
be designated as a rescue boat if more than one lifeboat is present onboard ship.
The gravity davits must be hold and slide down the lifeboat even when the ship is heeled to an angle
of 15 degree on either side. Ropes are used to hold the lifeboat in stowed position with cradle.
These ropes are called gripes.
The wires which lift or lower the lifeboat are known as falls and the speed of the lifeboat descent
should not be more then 36m/ min which is controlled by means of centrifugal brakes.
The hoisting time for the boat launching appliance should not be less than 0.3 m/sec with the boat
loaded to its full capacity.
The Life boat must be painted in international bright orange with the ships call sign printed on it.
Regulation for lifeboat engine.

Lifeboat shall be powered by a compression ignition engine. No life boat engine can be used if the fuel
used in it has a flash point of 43 degree C or less.
The lifeboat engine can either be two stroke or four-stroke type, and can be started either by
hand or by power.
The engine can be capable to operate when life boat be flooded up to waterline of crankshaft.
Power starting can be by using accumulator batteries or hydraulic.
In power starting, normally two independent rechargeable energy sources are provided. However, any
starting method should be capable of starting engines at 15 degrees C of ambient temperature
within two minutes of commencing of starting procedure.
The engine power is transmitted to propeller through gearbox. The gearbox is capable of
disengaging the engine as well as engaging in either ahead or astern direction.
The exhaust pipe outlet is located well clear of waterline.
Engine should be capable of operating for not less than 5 minutes after starting from cold, with
lifeboat out of water.
Neptha or Butane spray is injected in air filter to start from cold condition
A fully loaded lifeboat in calm water has an engine speed of 6 knots and enough fuel for 24
hours.
When towing the biggest life raft it makes good a speed of at least 2 knots for 25 person.
Before lowering lifeboat, battery-charging connection should be disconnected, if provided.
Regulation for the life boat hook:

For ship built after 1 Jan 2014 to provide hook stability the release mechanism shall be
designed so that when it is fully in the close position.
The weight of the life boat does not cause any force to be transmitted to the operating mechanism.
Locking device shall be designed that they can not turn to open due to forces from the hook load.
If a hydrostatic interlock is provide, it shall automatically reset upon lifting the boat from the water.
Specialty of Tanker lifeboats.

Self rightening, fully enclosed.
Self-contained air system (Oxygen bottle) Fire protected lifeboat (Sprinkler system)
Equipment contain in LIFE Boat as per SOLAS.

1) Boat hook =2
2) Buoyant oars = sufficient
3) Mirror / Heliograph = 1
4) Sponges = 2
5) Buoyant paddles = 2
6) Hand Flares = 6
7) Rocket parachutes = 4
8) Smoke signals =2
9) EPIRB = 1
10) Food Ration = 500 gms/ person / days upto 3 days ( not less than 10000 kJ/each person )
11) Water = 500 ml / person / days upto 3 days
12) Knife = 1
13) Survival instruction booklet = 1
14) Topping Up pump and Bellow =1
15) Anti-sea sickness tablets = 50
16) Buoyant bailers = 2 17) Waterproof torch = 1
18) Daylight signaling lamp.
19) Radar reflector = 1
20) First Aid Kit in water proof case = 1 box
21) Fishing tackle = 1 set
22) Compass = 1
23) Sea Anchor = 1
24) Whistle = 1
25) Tin opener = 3
26) Thermal Protective aid = 2
27) First aid kit =1
28) Buckets =2
29) Painter line = 2 uptp 15 m 30) Tools =set
Safety on Davit:
1) Dead hook handle
2) Harbor pin
3) Winch upper limit switch
4) Drum brake 5) Release gear hook ring
6) Winch brake counter weight.
MARKING on LIFE BOAT as per SOLAS ( in ROMAN alphabet)

1) Name of ship
2) Maker name and trade mark
3) Serial number
4) Port of registry
5) IMO number
6) Call sign
7) Carrying capacity
8) Life boat dimension
MAINTENANCE and weekly checks.

The engine should be trial out weekly.
Propulsion has to be checked both fwd and astern side.
Battery checks by electrical officer and is be changed every 2 year.
Mechanical linkage and electrical equipment of launching gear are checked including lubrication.
Cleaning of limit switch of davit.
According to SOLAS weekly the life boat will be lower up to embarkation ladder and all davit
mechanism is inspected and checked.
Winch type hand operated brake will go static and dynamic test.
Life boat should be launched once in 3 month and go for round in order to ensure proper
functioning of life boat.
In life boat to prevent this O2 cylinder to provided, so it is released when life boat passes
through fire.
Lifeboat engine is not Starting, Checks on it.
Empty fuel tank.
Incorrectly attached fuel supply hose.
Damaged fuel supply hose.
Defective fuel pump.
Contaminated fuel.
Improper starting procedures.
Faulty, spoiled or incorrect positioning of spark plug(s).
Improper maintenance.
Emergency shut off de-activated.
Undercharged starter battery.
Loose electrical connections.
Bad ignition coil.
Defective starter motor
Launching of life boat:

One person goes inside the Life Boat and passes the end of toggle painter and plugs the drain.
Check all lifeline and falls are clear of Life Boat.
Make fast the other end of toggle painter on a strong point forward of the ship.
Remove forward and aft gripes and both person stand by for passing bowing tackle and tricing
pendant.
Remove harbour safety pin.
Make sure that the ships side is free of every thing ,no water or garbage.
Now one person lifts the deadmans handle slowly, which releases the brake.
The boat along with cradle sides downward till it comes to the embarkation deck.
By pulling tricing pendant , bring it alongside the embarkation deck.
Persons embark inside the boat.
Now, tricing pendant is removed and the whole load comes on falls.
Now, boat is further lowered with deadmans handle.
Note: Deadmans handle is a simple handle which can be operate even by only one person to lower the
lifeboat from inside. As soon as the boat comes around 1meter above the sea-water, it can be released.
Surveyor asking some time as an engineer what checks need to be done while Lowering life boat:
Before lower life boat check battery is properly charged.?

Rudder is turning on both port and stbd side.
Check fuel tank, fuel pipe, lube oil level.
Check air bottle pressure.
Ensure engine running in both direction means fwd and astern.
Electrical connection checks.
Condition of bilge pump and plug.
Check all tools are in tool box.
Check shaft sealing.
Off load mechanism:

The off load mechanism releases the boat after the load of the boat is transferred to water or the boat
has been lowered fully into the sea.
When the boat touches the surface of water, the load on the fall and hence the hook releases and
due to its mechanism the hook detaches from the fall. If the detachment dose not takes place,
any of the crew members can remove the hook from the fall.
Most of the times the offload mechanism is manually disengaged in case of malfunction; however, in
case of fire, it is dangerous to go out and release the hook.
On load mechanism:
On load mechanism can release the lifeboat from the wire, with the ship above the water level and with
all the crew members inside the boat.
The load will be still on the fall as the boat would not have touched the water. Normally the
height of about 1 m is kept for the on load release, so that the fall is smooth without damaging
the boat and harming the crew inside.
A lever is provided inside the boat to operate this mechanism. As the lever is operated from inside, it is
safe to free the boat without going of the out lifeboat, when there is a fire on ship.
FREE-FALL life boat:
Free-fall lifeboats shall comply with the requirements of totally enclosed lifeboats described above.
The carrying capacity of a free-fall lifeboat is the number of persons that can be provided with a seat
without interfering with the means of propulsion or the operation of any of the lifeboat's equipment.
The width of the seat shall be at least 430 mm. Free clearance in front of the backrest shall be at least 635
mm. The backrest shall extend at least 1,000 mm above the seat pan.
Each free-fall lifeboat shall make positive headway immediately after water entry and shall not come into
contact with the ship after a free-fall launching against a trim of up to 10 and a list of up to 20 either way
from the certification height when fully equipped and loaded with:
its full complement of persons;
Occupants so as to cause the center of gravity to be in the most forward
position.
occupants so as to cause the center of gravity to be in the most aft position;
Its operating crew only.
Each free-fall lifeboat shall be of sufficient strength to withstand, when loaded with its full complement
of persons and equipment, a free-fall launch from a height of at least 1.3 times the freefall certification
height.
Each free-fall lifeboat shall be fitted with a release system which shall:
have two independent activation systems for the release mechanisms which may only be operated
from inside the lifeboat and be marked in a color that contrasts with its surroundings;
be so arranged as to release the boat under any condition of loading from no load up to at least
200% of the normal load caused by the fully equipped lifeboat when loaded with the number of
persons for which it is to be approved;
be adequately protected against accidental or premature use;
be designed to test the release system without launching the lifeboat;
Be designed with a factor of safety of 6 based on the ultimate strength of the materials used.
In addition to the requirements for fully enclosed lifeboat certificate of approval for a free-fall
lifeboat shall also state:
free-fall certification height;
required launching ramp length; and
launching ramp angle for the free-fall certification height.
SECTION: 2
FIRE FIGHTING APPLIANCES
Q 17: Explain FIRE FIGHTING APPLIANCE?

Ans.:
Other Critical
Portable Fixed Fire man's outfit Appliances
Extinguisher Extinguisher
SCABA set Emergency Gen.

CO2 CO2 gas
Water proof heat
resistance
Emergency air
protective clothing comp.
Water Electrically non-
Emergency air
conductive boots
Sprinkler and gloves bottle.
Water
Rigid Helmet Emergency fire
pump
Fire main
Axe with insulated Quick closing
handle valve
Mechanical
Foam High-Low
Fire proof life line B.A. compressor
Expansion
foam
Belt for carrying International
the auxiliary shore coupling
D.C.P Hyper mist Battery operated Fire plan &
safety lamp Muster list
Remote stops for F.O pumps Semi Portable CO2 Semi Portable DCP
Fire Man s outfit Fire Alarm Quick closing valve

Q 18: Explain Classes of Fire?
Ans:
ON CLASS A (CARBONANCEOUS) = USE WATER MOSTLY
ON CLASS B (OIL FIRE) = USE FOAM, D.C.P., CO2
ON CLASS C (GAS, CHEMICAL FIRE) = USE D.C.P
ON CLASS D (METAL FIRE) = USE D.C.P
ON ELECTRICAL FIRE = USE D.C.P AND CO2
1. STARVATION: Cutting of FUEL.

2. SMOTHERING: Separating the FUEL from the OXIDANT.
3. COOLING: Lower the TEMPERATURE, usually with water.
4. INHIBITION or RETARDATION OF THE COMBUSTION REACTION: Removal of
MOLECULAR Chain Reaction.
PORTABLE FIRE EXTINGUISHER

Q 19: Explain in Detail about all Portable extinguisher (mostly surveyor asking about CO2 and
D.C.P) with cross section of It.?
Q 19 a: SOLAS Regulation regarding portable extinguisher?
Q 19 b: Weekly, monthly and Yearly maintenance on it?
Q 19 c: Weighting of extinguisher? How you will do it?
Q 19 d: Marking on portable extinguisher?
Q 19 e: How you will use Foam Extinguisher, and if you dont find vertical surface how you will
extinguish fire?
Ans. 19, 19 a, 19 b, 19 c, 19 d, 19 e:
SOLAS Regulation:
Accommodation, Service space, and Control station shall be provided with P.F.E (portable fire exit.) of
appropriate type and in sufficient number to the satisfaction of the Administration.
Ship of 1000 GT and above have at least 5 P.F.E.
Total weight shall not more than 23 Kg, and capacity of fluid not less 9 liter and not more 13.5
liter.
One of the P.F.E intended for use in any space shall be stowed near the entrance to that space.
CO2 P.F.E shall not be used in Accommodation.
P.F.E shall be situated ready to use at easily visible.
P.F.E shall be provided with Device which indicate whether they been used.
Spare charge shall be provided for 100% of the first 10 extinguisher and 50% of the
remaining P.F.E capable of being recharge on board. But not more than 60 total spare charge
are required.
Fore P.F.E which cant recharge on board additional P.F.E of the same quantity, type, capacity
shall be provided lieu of spare charge.
WATER TYPE (SODA ACID TYPE) P.F.E
Working principle on =COOLING effect

Use= Carbonaceous Type A fire
Safety= Relief hole and Safety pin
Body= Solid drawn steel and internally Zinc coated
Contain= CO2 74 mg ( it will different as per weight and capacity of
cylinder) at 36 bar pressure
Water 9 liter minimum
Duration of working = 6 meter jet length for 60 second
Working:
Carry exti. Nearby the fire.
Keep exti. Towards the fire.
Remove safety pin and strike plunger to pierce the CO2 cartridge.
When it will pierce the pressure created on the upper part of the container and water from the dip
tube will pass and thrown as a Jet spray.
Maintenance:
Weekly Monthly Yearly
Check exterior, clean exterior. Check internal Pressure tested at 35 bar
Check nozzle outlet and clean Check gas cartridge before recharging.
Check relief hole and clean it. Check plunger
Check spring
Weighting of the cylinder
MECHANICAL FOAM TYPE
Working principle on =SMOOTHERING effect

Use= Volatile petroleum, paint, oil Type A, B fire
Safety= Relief hole and Safety pin
Contain= CO2 74 mg ( it will different as per weight and capacity of cylinder) at 36 bar
pressure
A.F.F.F = 97 % and WATER= 3%
Duration of working = 6 meter jet length for 60 second
Working:
Carry exti. Nearby the fire.
Keep exti. Towards the fire.
Remove safety pin and strike plunger to pierce the CO2 cartridge.
When it will pierce the pressure created on the upper part of the container and water from the dip
tube will pass and thrown as a Jet spray.
NOTE:
Do not allow foam to strike on the surface of burning liquid.
Direct the foam to some nearly vertical surface so that the foam runs down the side and
blanket the liquid.
If you dont find any vertical surface than it is advisable to keep the distance such that the
discharge from the extinguisher will fall gently on the liquid surface.
Use same manufacture for refills and if you using pre-mix type fluid than DONT INCREASE or
DECREASE the proportion of the fluid because it will affect the efficiency of the extinguisher.
Maintenance:
Check exterior, clean exterior. Check internal Pressure tested at 35 bar
Check nozzle outlet and clean Check gas cartridge before recharging.
Check relief hole and clean it. Check plunger
Check spring
CO2 TYPE
Use= oil, electrical, petroleum product, gaseous
substance under enclosed space, Type B
Safety= control valve or safety valve, pressure
relief device and Safety pin
Discharge hose= NON-conductive material
Contain= CO2 4.5 kg ( it will different as per
weight and capacity of cylinder) at 53 bar pressure
Duration of working = 3 to 4 meter length for 20
second
Pressure tested= 210 kg/cm2 prior recharge
Recharge= only at shore and when weight reduced
10% and more.
Storage= should be at least 750 mm above the
floor level, it should not place where it likely to gain
heat from surrounding equipment or process.
Working:
Carry the extinguisher near the place of fire.
Remove the safety pin.
Direct the hose at the base of fire, starting one edge and sweeping across the surface on burning
material.
When use in open air the operator should stand up the UP-WIND side of the fire.
Fire on electrical equipment, first SWITCH-OFF the current supply.
Maintenance:
Check exterior, clean exterior. Weighting of the cylinder, if 10 Pressure tested at bar 210
Check hose outlet and clean % less than send to shore kg/cm2 before recharging.
This picture will show you how to do weighting of extinguisher.
DRY-CHEMICAL POWDER TYPE

Use= oil, electrical, petroleum product, gaseous substance under
enclosed space, Type A, B, C, D and electrical also.
Safety= Safety pin, Relief hole,
(In picture it will not show the inner container but there will be
inner container for CO2 cartridge because Sodium Bicarbonate will
get freeze when it will come in direct contact with CO2 because CO2 is
cool gas)
Contain= inner shell:CO2 60 mg ( it will different as per weight
and capacity of cylinder)
Outer shell: 4.5 kg of D.C.P powder
DCP powder contain mixture of
SODIUM BICARBONATE + MAGNESIUM STEARATE
NaHCO3 + Mg ( C18 H35 O2 )2

Duration of working = 3 to 4 meter length for 20 second
Pressure tested=35 kg/cm2 prior recharge once in 3 year
WORKING:
Carry the extinguisher to the place of fire and keep it upright.
Remove the safety pin and strike plunger.
CO2 will escape to main shell and push out powder in the foam of FOG.
When using outdoor the extinguisher operate upwind side of the fire for better range.
Maintenance:
Weekly Monthly Yearly 3 Yearly
Check exterior, clean Check internal, check 1/3rd of the total As per IMO
exterior. powder for any choking number of Pressure tested
Check pressure effect. extinguisher at 35 bar before
indicating needle it Check gas cartridge should be put recharging.
should be in green zone. Check plunger into operation
Check nozzle outlet and for evaluating
Check spring
clean their satisfactory
Extinguisher must be performance
Check relief hole and inverted once in month to
clean it. avoid choking of powder
*NOTE: MAGNESIUM STEARATE use for the purpose that it will not allowed to choking effect in
powder. But if choking will be there remove and replace with fresh charge.
MARKING ON EXTINGUISHER: (as per FSS code)
Name of manufacture
Type of fire for which the extinguisher suitable.
Quantity and Type of extinguishing medium.
Approval detail
Instruction for use and recharge
Year of manufacture
Temperature range over which the extinguisher
will operate
Test pressure
SEMI-PORTABLE TYPE
SEMI PORTABLE EXTINGUISHERS:

Types: CO2, Dry Chemical Powder & Mechanical
Foam
Propellant: Externally fitted CO2 cartridge.
Capacity: 55 liters / kg ( will be different )
Discharge Mechanism: 15 meters Hose-reel type
Period of discharge duration: Maximum 3 minutes
Head Assembly: Brass with tell - tale hole relief
system.
CO2 cartridge operating lever equipped with safety
pin.
Maintenance: Weekly physical inspection & Annual
complete servicing.
Location: CO2 adjacent to MSBD
DCP & Foam Boiler & Purifier Rooms
Q 20: Explain Detector type? Working of it?
Q 20 a: Regulation regarding detector?
Q 20 b: location of it?
Ans. 20, 20 a, 20 b:
HEAT DETECTOR SMOKE DETECTOR FLAME DETECTOR
FIXED TEMP BIMETAL

IONIZATION TYPE
STRIP TYPE
INFRA RED TYPE
RATE OF RISE TEMP

LIGHT OBSCRUCTION
TYPE
TYPE
FUSIBLE LINK TYPE

ULTRA VIOLET TYPE
LIGHT SCRATTER TYPE
FUSIBLE ALLOY TYPE
HEAT DETECTOR:
Location: Mainly in purifier room, near boiler platform, around M/E, A/E, near incinerator etc.
Position: located on the overhead shall be minimum distance of 0.5 m away from bulkhead, except in
corridor, lockers and stairways.
Operate: operate before the temp exceeds 780 c but not until temp rise 540 c when the temp
rise the limit at a rate less than 10 c per minute. Regulation required:
Max floor area per detector: 37 m2
Max distance a part between center: 9 m
Max distance away from bulkhead: 4.5 m
Power supply: from MSB, ESB and TRANSITIONAL BATTERY.
Simple diagrams of the detectors:-
(1) Bimetal type: in this type there will be a bimetal strip, alarm and power supply connection are there
as in picture. In normal condition strip will not be band but in case of fire occurs the strip will start to band
and it will touch the point and circuit will close, so current will flow through it and it will rise the alarm. It
will take some time to come in natural position because of the property of bimetal.
Working range is from 550 c to 1600c .
(2) Fusible link type: the principle is the same once it will close the circuit it will rise the alarm. In this
type there is fusible link connection together, when fire occurs it will disconnect and one of the connection
will touch the plate and the circuit will close and alarm will sound.
Working range is from 550 c to 1800 c.
(3) Rate of rise temp pneumatic type: in this type inside the casing of detector atmospheric air is there,
when fire occurs the air will get expand due to heat and the upper part of detector have diaphragm will
get expand also and it will touch the plate and circuit will close and rise the alarm.
Working range is from 570 c to 820 c.
SMOKE DETECTOR
Location: many places like accommodation stairways, ECR, bridge, cargo space, around machinery etc.
Position: located on the overhead shall be minimum distance of 0.5 m away from bulkhead, except in
corridor, lockers and stairways.
Operate: operate before smoke density exceed 12.5% obscuration per minute, but not until 2%.
Regulation required:
Max floor area per detector: 74 m2
Max distance a part between center: 11 m
Max distance away from bulkhead: 5.5 m
Power supply: from MSB, ESB and TRANSITIONAL BATTERY.
Types of Smoke Detector:-
(1) Ionization type: in this type detector have positive and negative charge plate in container. A positive
ions attracted to negative plate and vice versa. The movement of ions between the plates reduce
resistance of the air, so small current flow in the circuit. The small current is amplified so it can be readily
monitored. In fire, smoke particle entering in chamber become attached and reduction of ions flow will
increase resistance and current falls down. Amplifier senses and monitored when it will below value it
will give alarm.
(2) Light obscuration type: it work on photo electric cell principle, in normal condition light source will
focus on P.E.C but when fire occurs and smoke will enter in container the reduction of light source on to
the P.E.C will rise the alarm.
(3) Light scatter type: it work on the opposite of obstruction type, when light source will focus on the
P.E.C it will give alarm.
FIXED FIRE FIGHTING SYSTEM
CO2 FIXED FIRE FIGHTING SYSTEM
Q 21: Draw CO2 fixed system? Explain it?
A: Regulation of this system?
B: Safety on this System? Explain about fire into E/R and P/R, what is your action?
C: Regulation Regarding CO2 Room? Safety in CO2 Room?
D: Function of Master Valve?
E: Calculation of CO2 bottle? What you mean by 0.56 in calculation?
F: Weighting of CO2 bottle?
G: Maintenance on CO2 system?
Ans. 21, A,B,C,D,E,F,G.
Principle of this system: SMOOTHERING and COOLING, reduce O2 %

Regulation:
First of all SOLAS regulation says that the ship which has MACHINARY SPACE of category A class
500 m3 and above volume required additional fixed firefighting system.
Requirement that 85 % of the CO2 gas is released into the space within 2 min of the
actuating the system release.
CO2 bottle are SOLID DRAWN steel, hydraulically tested @ 228 bar.
CO2 bottle should not store where the temp exceed 550 c.
CO2 bottle pressure normally about 52 bar and it will varies with temp.
CO2 bottle content are checked by RADIO ACTIVE ISOTOPE GUN level indicator or
WEIGHTING.
In CO2 bottle head assembly the Bursting Disc are designed to rupture @ 177 bar pre
produced by a temp pf about 630 c.
Syphon tube in bottle ensure that liquid is discharged from the bottles.
Without syphon tube the CO2 would evaporate from the surface giving a very slow discharge
rate and taking latent heat, would cause the remaining CO2 in bottle to freeze.
Once you release CO2, it will reduce the O2 in the space to less than 15 % to extinguish fire.
CO2 ROOM REGULATION:
The storage room should be used for no other purposes.
If the storage space is located below deck, it should be located no more than one deck below
the open deck and should be directly accessible by a stairway or ladder from the open deck.
Spaces which are located below deck or spaces where access from the open deck is not provided,
should be fitted with a mechanical ventilation system designed to take exhaust air from the bottom
of the space and should be sized to provide at least 6 air changes per hour.
Access doors should open outwards, and bulkheads and decks including doors and other means of
closing any opening therein, which form the boundaries between such rooms and adjacent
enclosed spaces, should be gas tight.
Room temp should maintain below 550 c.
Room should have a minimum clear height of 2.4 m to provide the mounting of manifold
and weighting the cylinder.
CO2 bottle assembly
250 bar pressure gauge Blow through valve Master valve

CO2 leak alarm Exhaust or ventilation fan at bottom floor
If fixed extinguishing medium stored outside a protected space, it shall be stored in a room which
is behind FWD collision bulkhead.
Safety on CO2 system:

Trip switch: control cabinet have special trip switch for ventilation trip and sound CO2 alarm.
As soon as you open cabinet it will trip ventilation and sound alarm.
Master valve: on main manifold line which is going to M/C space or Cargo space will have this
valve.
It will not allowed to release CO2 in ant of the space in case accidentally release.
Relief valve: it will located on at the end of manifold.
If manifold pressure will exceed the relief valve will lift up into ATM,
Safety pin: it will be provided into bottle head assembly, u can see into picture what I put just
above.
It will function like to dont allowed to accidentally lever to operate, and for manually operation
you have to take it out and operate the lever.
Bursting disc: it will also into bottle head assembly.
It will burst when the pressure into bottle exceed @ 177 bar along with the temp around the bottle
reach 630 c.
Non-return check valve: as I mentioned into my CO2line diagram, it will located between bottle
and Manifold.
Function of it is act as a non-return and when you blow the system along with manifold it want
allow to service air will pass through it, and if u have fire in Cargo hold or any one place where u
need only few bottle to extinguish the fire, so once u operate system the manifold will fully
pressurized but it want allow to open the another bottle after operating pilot cylinder.
CO2 leak alarm: the most of the surveyor want to hear this safety from you. As I saw you in my
picture
It will located on the manifold.
It will work @ 4 bar pressure, it like a pressure switch, if any of the CO2 bottle will leak so pressure
into the manifold will be increase and as you know CO2 is stored @ 52 bar pressure so a small
leak will also create a high pressure in to manifold once the manifold pressure will reach @ 4 bar
it will sound alarm, and by this safety switch you will come to know that there is a leak into any
of the bottle, but you dont know which one it is.?
Now, how to find the leak bottle?

Simple once u got alarm at least 2 person will go to outside the CO2 room.
Start the ventilation and stay outside for some time.
Carry proper communication equipment with you.
Now after some time the space will be properly ventilated, go inside the room.
Now the main thing how u can identify?
So start from the first bottle by physical touch by your hand, if any of the bottle leak the bottle is
much cooler than the other.
Mark on the bottle and check another.
After u finished all of them, u can come to know how many of them leak is.
Pipe work solid drawn mild steel & galvanized to protect against corrosion.
Safety in CO2 room:

Room is fully insulated
Proper ventilation provided
Room access door open outward
It should not be used for any other purpose.
All nearby compartment should be gas tight.
Required CO2 cylinder calculation:
On a vessel it was (Vessel Name & GT unknown)

For E/R = 201 cylinder
For Purifier room = 7 cylinder
In Spare = 4 cylinder
Total = 212 cylinder
Cylinder pressure store = 58 bar
Approx. weight = 120 kg /each cylinder and cylinder tare weight is approx.= 72-80 kg
Design discharge time = 120 second
Actual discharge time = 107 second
SOLAS regulation for calculate cylinder:
If the CO2 system is installed in the cargo spaces, the quantity of CO2 available should be
sufficient enough to give at least a minimum of 30% of the total volume of the largest space
that is protected by the CO2 system.
40% of the total volume of the largest machinery spaces that is protected by the CO2 system.
(The volume should exclude that part of the casing where the horizontal area of the casing is
40% or less then the horizontal area of the space taken into consideration and measured
midway, between tank top and lowest part of casing).
35% of the total volume of the largest machinery spaces that are protected by the CO2 system
including the area covered by the casing.
It is also a requirement that 85% of the required quantity of gas should be released into the
spaces within two minutes of evacuating the fire-affected space.
Formula:
For E/R (exclude casing): Engine room gross volume 0.40
__ ________ _0.56_____________________
CO2 capacity per cylinder
For E/R (including casing): Engine room gross volume 0.35

__ _________0.56_____________________
For cargo hold: largest cargo hold volume 0.30

__ _________0.56_____________________
Where, 0.56 = volume of free carbon dioxide
= also specific volume of CO2 @ 21.10 c and 1 bar in m3/kg.
CO2 capacity per cylinder = 45.4 kg
Weighting of CO2 cylinder:

As shown in figure below there is beam scale assembly tool, it is a special tool for weighting.
It contain adjustable hook, yoke, scale from 0 220 kg and handle.
And in second figure the way to take weighting of cylinder is mention.
First you loosen the securing strap from the cylinder as shown in fig 1.
Fit the yoke in the CO2 head assembly and also fit the adjustable hook on the crossbar as shown in fig 2.
Now pull down the scale with the help of handle and lift the cylinder up to it will free from the bottom
contact.
Now slowly pull down the beam to 900 against hook and now you can take reading from the scale.
*Note: 5 degree of beam angle is allowed for measuring the bottle.

Recharge is must necessary if there is 10% reduction in weight.
Maintenance or check on CO2 system:
Weekly:
Inform bridge before going inside the CO2 room.
Start ventilation blowers first and room should be ventilated for some time.
Go with a person with proper communication equipment.
Check all cylinder are properly secured.
Check all the operating lever and there accessories are properly tight. check clamping.
Check valve actuator.
Flexible hose visually check and do leak test if required.
Monthly:
All of the above.
Open cabinet door and check alarm and ventilation cut off working.
Yearly:
all above
Blow the system with service air @ 25 bar pressure.
2 yearly:
all above
Weighting of CO2 bottles.
5 yearly:
All above
Spring loaded relief valve pressure test @ 180 bar.
10 yearly:
Cylinder pressure test @ 250 bar (after first 10 year cylinder to be tested every 5 year.)
15 yearly:
Pressure testing of line by suitable liquid
Cylinder to master valve: @ 170 bar
Master valve to E/R or Cargo hold valve: @ 80 bar
E/R or Cargo hold to nozzle: @ 6-7 bar
Working of CO2 system:

In E/R you also have hyper mist system so if you sure that it will help full to extinguish fire you can
operate it also, for that you no need to shut any system. But if surveyor ask to explain about CO2 than
and then only you must have to explain CO2
As you all know that this system we can use only inside the enclosed space, in open space it will not
work anymore.
So mainly it will be used in Machinery space or Engine room and Purifier room and Cargo hold.
This system must be operated by Chief engineer or 2nd Engineer, these two person are responsible of
all operation for this system.
Surveyor asking in two way that fire in E/R what is your action? And fire in Purifier Room what is your
action?
Fire in E/R what is your action?
As you seen fire in any place in E/R, immediately rise the Fire Alarm from nearby place by breaking
the glass with the use of hammer but incase if you dont find hammer what you will do? In that case
remove your safety shoes and hit on the glass because shoes have steel plate at fwd part so by using
that u can easily break the glass.
Now if you can able to recognize that which type of fire is there than use proper type of portable fire
extinguisher (if fire is not too big)?
No if you cant able to recognize that which type of fire is there than immediately run to the C/E a d
Deck Officer or on Bridge. Inform about location and type of fire.
Now if M/E is running than immediately slow down and stop the M/E.
After the instruction given by C/E or Master to release CO2 system so before you leave the E/R make
sure that all access from the E/R must be closed properly.
Stop your running A/E and start E.G. and take on load. As you stop A/E all ventilation will also stop.
Just need to close flaps.
Now all crew member except the one bridge watch keeper or any officer or master. All have to gather
at muster station for head counting.
After head counting done as per the muster list follow the duty.
Regarding closing vents, doors, flaps, damper, quick closing valve for fuel line.
Now start the Emergency Fire Pump to make boundary cooling for the E/R bulkhead continue.
Now from the fire control station you can operate the CO2 system.
Make sure that all crew member are present, no one is missing.
Open the cabinet with the help of key, as soon as you open it will cut the power supply for ventilation
fans and sound the CO2 release alarm in E/R.
Now operate the pilot cylinder valve and master valve to release the CO2 gas.
Keep continue boundary cooling and time to time check the temp of B/H.
ABOVE PICTURE WILL TELL YOU WHEN U OPEN CABINET THAN HOW THE VENTILATION
SHUT AND ALARM SOUND.
Fire in PURIFIER ROOM what is your action?
In P/R you also have hyper mist system so if you sure that it will help full to extinguish fire you can
operate it also, for that you no need to shut any system. But if surveyor ask to explain about CO2 than and
then only you must have to explain CO2
In this case as you found fire in P/R. immediately rise the Fire Alarm nearby place by breaking the
glass with the use of hammer but incase if you dont find hammer what you will do? In that case
remove your safety shoes and hit on the glass because shoes have steel plate at fwd part so by using
that u can easily break the glass.
Stop the purifier from outside of the room by using EMERGENCY STOP.
Now if you can able to recognize that which type of fire is there than use proper type of portable fire
extinguisher (if fire is not too big)?
Close the P/R door. Dont forget to close it.
Now if you cant able to extinguish that fire than immediately run to inform the C/E and Deck Officer
or on Bridge. Inform about location and type of fire.
Shut the ventilation of the P/R from the MSB. And shut the flaps.
Shut the quick closing valve for fuel line only for the Purifier.
Make boundary cooling for purifier room.
C/E will be responsible to operate the CO2 system from the outside of the P/R or from Fire control
station.
Release the CO2 as per I mentioned above.
Keep continue boundary cooling.
Prevention of Purifier Fire:
All the pipes leading to the separator are to be double sheathed; the reason for this is that if inner
pipe leaks, then it will not spray all over the place but instead it will leak into outer pipe.
Drip trays should be provided below the purifier or separator, so that in case of oil spill the oil
will not flow and spread in the purifier room and contact with any hot material and catch fire.
All the pipes with flanges or connections are to be covered with anti-spill tapes which can prevent
spill from the flanges in case of a leakage.
Firefighting system such as water mist and CO2 system should be installed.
Quick closing valves and remote stopping of pumps and purifier should be provided.
Fire detection and alarm system are to be provided so that quick action can be taken.
SPRINKLER FIXED FIRE FIGHTING SYSTEM

Q 22: Explain Sprinkler fixed firefighting system?
A: Regulation about it?
B: Can we use fire pump?
C: Draw sprinkler head and working range of it, and which liquid inside bulb?
Ans. 22,A,B,C
Working Principle: Cooling
SOLAS REGULATION:
Every cargo ship 2000 GT and above have fitted.
M/C space 500 m3 in volume and above required additional fixed firefighting system.
It must have at least TWO source of power for the S/W pump, Alarm & Detection system and
F.W. pump.
In Accommodation and service space the sprinkler shall come into operation within temp range
from 690 c to 790 c except where high temp might be expected the operation temp may be increase
by not more than 300 c above maximum deck head temp.
Sprinkler shall be resistant to corrosion by marine atmosphere.
Sprinkler system is divided into section, each section is permitted to contain not more than
200 head.
Each sprinkler head is sufficient to cover the areas of 16 m about.
Sprinkler head are spaced not more than 4 m apart and 2 m from the vertical wall.
Each sprinkler head capable of 100 liter/min discharge.
At highest sprinkler head in the system is not less than 4.8 bar pressure.
Each section of sprinkler shall be capable of being isolated by ONE STOP valve.
Location of STOP valve outside of the associated section or in cabinet and clearly and permanently
indicated.
A test valve shall be provided for testing the automatic alarm for each section of sprinklers by a
discharge of water equivalent to the operation of one sprinkler. The test valve for each section
shall be situated near the stop valve for that section
A gauge indicating the pressure in the system shall be provided at each section stop valve
and at a central station
This system is not to be fitted where NO risk of FIRE, such as Void Space, CO2 room, Public Toilet,
etc.
Paint locker room shall have sprinkler with designed 5 liter/m2 min connected to FIRE
MAIN pump of the ship.
A list or plan shall be displayed at each indicating unit showing the spaces covered and the
location of the zone in respect of each section. Suitable instructions for testing and maintenance
shall be available.
The sprinkler system shall have a connection from the ship's fire main by way of a lockable
screw down non-return valve at the connection which will prevent a backflow from the
sprinkler system to the fire main
BULB OPERATING RATING:
Orange: 570 C
Red: 680 C
Yellow: 790 C
Green: 930 C
Blue: 1410 C
MAINTENANCE OF THIS SYSTEM:
Pressure tank level check and recharge.
Greasing of various valve.
Check alarm system.
S/W pump testing by closing isolating valve.
Drain pressure switch circuit.
Drain whole system yearly or every 6 month.
Testing procedure: -
Close the section isolating valve, this will raise an alarm indicating zone isolation.
Now, open the test valve, if no water comes out, then it means the NR valve placed after the
section-isolating valve is not leaking.
Since, the section after the NR valve remains pressurized, opening of the drain valve will cause the
water pressure in the section line to decrease.
A pressure switch sensor senses the decreased pressure & raises an alarm.
Now, close the drain valve, open the section isolating stop valve.
To check the flow switch, open the flow test switch to activate an alarm.
All the above alarms will be indicated on the navigation bridge, E/R as well as in the Fire Control
Room. The alarm will also indicate the particular zone from where it has risen.
If all the alarm conditions are satisfied, close all the testing valves, open the section-isolating valve,
purge the sprinkler line by air and again keep the line pressurized.
Check from the pressure gauge, that proper pressure has been maintained or not.
HYPERMIST (LOCAL APPLICATION) FIXED FIRE FIGHTING SYSTEM

Q 23: Explain about your ship another fixed firefighting system into E/R?
Q 23 a: Regulation regarding Local fire fighting?
Q 23 b: Safety on Hyper mist system?
Q 23 c: How it will activate?
A 23, 23 a, 23 b, 23 c:
Working principle: COOLING
SOLAS REGULATION:
Cargo ship 2000 GT and above have this system.
M/C space 500 m3 in volume and above required additional fixed firefighting system.
In periodically unattended M/C space have Manual and Auto release.
In continue manned it have only manual release.
It will protect are without the engine shutdown, personnel evacuation or sealing of space.
Around M/E,A/E
Boiler platform
Purifier room
Incinerator area
Activation shall give a visual and audible alarm in the protected space.
Working:
It will get activate only when TWO detector will get activate, than and then only.
Once it will activate it will send a signal to fire alarm panel.
From fire alarm panel sense the ZONE of fire and it will send signal to hyper mist control panel.
H.M. control panel send signal to High pressure pump (Plunger type reciprocating pump) starter and
also solenoid operating valve according to Zone of fire.
Capacity of pump: 200 liter/min @ 70 bar pressure discharge.
At nozzle 12-20 liter/min @ 50 bar pressure discharge.
It is very high water mist system which create a water fog which effectively puts out the fire while also
providing a cooling effect.
Specialty of H.M Nozzle: its diffuser action in Nozzle drop in pressure at Nozzle throat will breaking
the liquid particle into fine mist.
SAFETY:
High and low water alarm switch.
Detector sensor. ( TWO )
FIRE MAIN LINE
Q 24: Draw Fire main system from your ship?
Q 24 a: What is function of Isolation valve?
Q 24 b: Regulation of Emergency fire pump and main fire pump?
Q 24 c: Regulation of Fire hose and nozzle?
Q 24 d: What is the Diameter of fire main line?
Q 24 e: Is there any Relief valve on line? If yes so location of it, and if no than why?
A 24, 24 a, 24 b, 24 c, 24 d, 24 e.
General Principles
The fire main is a system consisting of sea water inlet(s), suction piping, fire pumps and a distributed
piping system supplying fire hydrants, hoses and nozzles located throughout the vessel.
Its purpose is to provide a readily available source of water to any point throughout the vessel which
can be used to combat a fire and is considered the backbone of the firefighting systems onboard a
vessel.
Through the fire main system, the firefighter is provided with a reliable and versatile system capable
of providing a number of different methods with which to engage a fire.
Water can be supplied as a straight stream for combating deep seated fires, as a spray for combating
combustible liquid fires where cooling and minimum agitation is desired or as a means to protect
personnel where cooling is the primary effect desired.
Extinguishing Capabilities of Water

Water primarily extinguishes a fire by the removal of heat. It absorbs heat more effectively than any
other commonly used extinguishing agent due to its good thermal conductivity and its high latent heat
of vaporization.
It is most effective when it absorbs enough heat to raise its temperature to 100C (212F).
At that temperature, water absorbs additional heat as it goes through the transition from a liquid to a
vapor (i.e., steam).
In the process of heating the water from normal temperatures, up through its conversion into steam,
water absorbs approximately 2.6 kilo-joules of heat per gram (1117 BTU/lb.) of water, which is a
much higher heat absorption value than any other agent.
This absorption of heat reduces the temperature of the burning vapors and also reduces the amount of
vapor being generated by the cooling of the fuel surface.
With adequate cooling, there is insufficient heat to maintain the self-supporting combustion process
and the fire goes out.
Water also has an important secondary effect. When it turns to steam, it expands about 1600 times in
volume at atmospheric pressure. As a result, one cubic meter (cubic foot) of water can generate up to
1600 cubic meters (cubic feet) of steam vapor.
This great cloud of steam surrounds the fire, displacing the air that supplies oxygen for the
combustion process.
Thus, water provides a smothering action as well as cooling.
Special tool nozzle coupling
International shore coupling Fire hydrant

Hoses
Description
A ships main emergency fire system consists of a specific number of fire hydrants located at
Strategic positions across the ship. A series of dedicated pumps (2 Nos), called Fire Main pumps are
provided to supply to these fire hydrants.
The number and capacity of pumps required for a particular type of ship is decided as per FSS code
book.
All these pumps are supplied power from the main power system. Apart from that, an
emergency fire pump is also provided (25m3/hr. or 40% capacity of Main Fire Pumps), which is
located outside the machinery space.
The emergency fire pump has its own independent means of power source, which can be used to take
over in case of main power failure.
All the hydrant outlets are provided with an isolating valve so as to isolate those valves which are not
in use.
The fire hydrants are also provided with standard size flanges in order to attach hoses which have
nozzles attached to them. All hoses are provided with snap in connectors for easy and quick engaging
and disengaging operation.
The nozzles attached to the hoses can be operated in two modes jet and spray, depending on
the type of discharge required for extinguishing the fire.
The nozzles can be adjusted according to the type of spray and flow required, which could be used
over the fire to cool it without spreading.
The pumps are connected with the main sea water connection, having appropriate head to prevent
any type of suction problem.
The emergency fire pump is fitted with a priming unit & should be capable of overcoming the suction
head even under the lightest draft the vessel may encounter and in any condition of list & trim.
The valves supplying water to these pumps are always kept open to provide a constant supply
of sea water to fight fire at any point of time.
The pumps can be started from remote locations also.
Though sea water is the best mode of fighting fire, the main emergency fire fighting system can only be
used on fires of Type A. However, in case of class B fires, if all modes for extinguishing fire fails, sea
water from main emergency system can be used.
Fire main system is also be used for boundary cooling.
Performance criteria = 12 meter jets from 2 hydrants located farthest from each other.
Regulation for the Emergency Fire Pump
Apart from Main Fire Pump, an Emergency Fire Pump is also provided on board a ship, that can be used
in case of an emergency like CO2 flooding or when Main fire pumps are dysfunctional.
They shall be capable of supplying two jets (12 meters each) and
Capacity being 40% of the total capacity of the Main Fire pumps, but in any case not less than
25m3/hr. for passenger ships of less than 1,000 gross tonnage and for cargo ships of 2,000 gross
tonnage and upwards.
15m3/hr. for cargo ships of less than 2,000 gross tonnages.
It should be located outside the engine room, preferable on the same level of embarkation deck.
It is generally driven by a diesel engine (started by battery and a hand cranking as an alternate starting
mechanism).
It should take suction without any external support in the lightest seagoing conditions.
It should also be attached to a priming unit.
The suction piping if passing through the space to be protected must be additionally reinforced with fire
retardant material so that no damages takes place and supply of water ensured at all times.
The power supply to the pump should be from the Emergency Generator in case the prime mover of the
pump is an electric motor.
The regulations require an independently driven power operated emergency fire pump to be
fitted, this can be met by a self-contained compression ignition engine driven unit or an
electrically or hydraulically driven unit.
Such units, their sea suctions, means of priming, sources of power supply, switchboards, electric cables
and hydraulic piping as appropriate, must not be in the compartment containing the main fire pumps,
but in a position not likely to be cut off by fire or smoke in that compartment and be such that the supply
of water is ensured at all times.
Venting of Emergency fire pump room should be as far as possible from M/C space to avoid any smoke
from M/C space fire entering into that space.
Fire Hoses and Nozzles.

Fire Hoses:
These are made from synthetic woven textiles, lined with rubber and PVC coated.
They are strong and are not affected by oils, chemicals, extreme climates and mildew.
These are generally 18 meter long and 64mm diameter and provided with couplings and Nozzle.
They are conspicuously kept at designated positions near the hydrants, either rolled or flaked, in a Fire
Hose Box.
15 m for M/C space
20 m other space and open deck
25 m open deck with a max breadth in excess of 30m.
Testing annually @ 50% above working pressure, damaged and suspect hose must be removed.
Working pressure 17 bar and testing pressure 24 bar.
Nozzles:
They should be of approved dual purpose type, i.e. spray and jet, also incorporating a shut-off. They
are kept with hoses in the Fire Hose Box.
Nozzles shall be fitted above the bilges, tank tops and other areas over which oil fuel is liable to spread
and also above other specific fire hazards in the machinery spaces.
Precautions shall be taken to prevent the nozzles from becoming clogged by impurities in the water or
corrosion.
The number and arrangement of the nozzles shall be to the satisfaction of the Administrator and shall
be such as to ensure an effective average distribution of water at least 5 liter/m2 /min in the spaces to
be protected.
Where increased application rates are considered necessary, these shall be to the satisfaction of the
Administrator.
Size are 12 mm, 16 mm, 19 mm
For accommodation only 12 mm used
Fire mains and Fire Hydrants.

A Fire Main System must have at least two independently driven fire pumps that can each deliver
water at a continuous pitot tube pressure of at least 3.5 kilograms per square centimeter
(Approximately 50 pounds per square inch) at least two fire hose nozzles that are connected to the
highest two fire hydrants on the unit.
Alternative designs that meet the pressure requirement of this paragraph will be considered for
column stabilized and self-elevating units.
Pressure @ hydrant:
For passenger ships:
4,000 gross tonnage and upwards 0.40 N/mm2
less than 4,000 gross tonnage 0.30 N/mm2 for cargo ships,
6,000 gross tonnage and upwards 0.27 N/mm2
less than 6,000 gross tonnage 0.25 N/mm2
The maximum pressure at any hydrant shall not exceed that at which the effective control of a fire
hose can be demonstrated.
Fire Hydrants:
Number and position of hydrants shall be such that at least two jets of water, not emanating from
same hydrant, one of which shall be from a single length of hose, may reach any part of ship normally
accessible to passenger or crew.
They should be positioned in such a way that the fire hose may be easily coupled to them.
They should be fitted with a valve for controlling the discharge. Hydrant valves fitted in fire mains
should be designed to open with an anti-clockwise rotation of the hand wheel.
Relief valve:
Relief valves shall be provided in conjunction with fire pumps if the pumps are capable of developing a
pressure exceeding the design pressure of the water service pipes, hydrants and hoses.
These valves shall be so placed and adjusted as to prevent excessive pressure in any part of the fire
main system.
Relief valve is provided if pumps are capable of developing the pressure exceeding the design
pressure of water service pipes, hydrants & hoses.
It assists to avoid any overpressure to develop in any part of the fire main.
The fire line is fitted with relief valve to prevent the damage to pipe in case, the V/L is fighting
fire with the help of shore while in dry-dock.
Drain Valve:
Drain valve is fitted to drain the fire line when not in use & also prevent the damage to pipe due to
icing, while V/L is operating in Sub-zero temperature area.
Isolating valve:
Isolating valves to separate the section of the fire main within the machinery space containing the
main fire pump or pumps from the rest of the fire main shall be fitted in an easily accessible and
tenable position outside the machinery spaces.
The fire main shall be so arranged that when the isolating valves are shut all the hydrants on the ship,
except those in the machinery space referred to above, can be supplied with water by another fire
pump or an emergency fire pump.
The emergency fire pump, its seawater inlet, and suction and delivery pipes and isolating valves shall
be located outside the machinery space.
If this arrangement cannot be made, the sea-chest may be fitted in the machinery space if the valve is
remotely controlled from a position in the same compartment as the emergency fire pump and the
suction pipe is as short as practicable. Short lengths of suction or discharge piping may penetrate the
machinery space, provided they are enclosed in a substantial steel casing, or are insulated to A-60
class standards.
The pipes shall have substantial wall thickness, but in no case less than 11 mm, and shall be welded
except for the flanged connection to the sea inlet valve.
A valve shall be fitted to serve each fire hydrant so that any fire hose may be removed while the fire
pumps are in operation.
In tankers, isolation valves shall be fitted in the fire main at poop front in a protected position
and on the tank deck at intervals of not more than 40 m to preserve the integrity of the fire
main system in case of fire or explosion.
It is screw down isolation valve.
Diameter of fire mains:

The diameter of the fire main and water service pipes shall be sufficient for the effective distribution
of the maximum required discharge from two fire pumps operating simultaneously, except that in the
case of cargo ships the diameter need only be sufficient for the discharge of 140 m3/h.
Q 25: Explain deck foam for firefighting system?

Ans:
Foam for fire protection purposes is an aggregate of air-filled bubbles formed from aqueous solutions,
and is lower in density than the lightest flammable liquids.
It is mainly used to form a coherent floating blanket on flammable and combustible liquids to prevent
or to extinguish fires by excluding air and cooling the fuel.
It also pre-vents re-ignition by suppressing formation of flammable vapors.
It has the property of adhering to surfaces, providing a degree of exposure protection from adjacent
fires.
Foam is used as a fire prevention, control, or extinguishing agent for flammable liquid in tanks or
processing areas.
Foam solution for these hazards may be supplied by fixed systems or portable foam generating
systems.
Foam Types:
The principal use of foam is to extinguish burning flammable or combustible liquid spills or tank fires
by developing a coherent coolant blanket.
Foam is the only permanent extinguishing agent used for fires of this type. Its application allows fire
Fighters to extinguish fires progressively.
A foam blanket covering a liquid surface is capable of preventing vapor transmission for some time,
depending on its stability and thickness.
Fuel spills may be rendered safe by foam blanketing.
The blanket may be removed after a suitable period of time.
Foam is used to diminish or halt the generation of flammable vapors from non-burning liquids or
solids, and to cut off access to air for combustion.
The water content of foam cools and diminishes oxygen by steam displacement.
Foam is also used to fill cavities or enclosures where toxic or flammable gases may collect.
Foam solutions are conductive and therefore not recommended to be used for electrical fires.
Foam Concentrate Types:

Protein foam concentrate. It is diluted with water to form 3% to 6% solutions depending on the type
and, in general, it is only used for crude oil fires.
Fluor protein foam concentrate is very similar to protein foam concentrates. It may also deposit a
vaporization preventing film on the surface of a liquid fuel. It is diluted with water to form 3% to 6%
solutions depending on the type, and is used for crude oil or refined oil products where a higher degree
of protection is preferred.
Special alcohol type foam concentrate forms a foam that has an insoluble barrier in the bubble
structure which resists breakdown at the interface of the fuel and foam blanket. It is used for fighting
fires in water solution and certain flammable or combustible liquids and solvents that are destructive
to regular foam. Mainly used for protection onboard chemical tankers.
Synthetic foam concentrate includes: AFFF and medium and high expansion foam concentrates are
used to produce foam or foam-to-solution volume ratios from 20:1 to approx. 1000:1 and are used for
local protection and engine room hi-ex systems.
SOLAS REGULATION:
For ships carrying chemicals or oils in bulk, SOLAS/IMO require a fixed deck foam system for
extinguishing fires on deck or in tanks.
In principle, the systems required are identical; however, for chemical tankers, IMO type 2 and 3, the
foam system is considerably larger than for crude oil tankers, due to the higher risk of fire in chemicals.
Design Figures
Oil Tankers: - The foam system capacity shall be a minimum of the largest of the entire cargo tank
deck covered with 0.6litre/m2/min. or 6.0litre/m2/min. for the largest cargo tank.
Chemical Tankers: - The foam system capacity shall be a minimum of the largest of the entire cargo
tank deck covered with 2.0litre/m2/min. or 20litre/m2/min. for the largest cargo tank.
System Description:
All foam systems, consist of a water supply, foam liquid storage, a proportioning device and a
distribution system.
The water supply pump(s) provide(s) a certain capacity of seawater to the deck foam system, and
is/are supplied by the ships fire pumps.
The foam liquid is stored in a tank. The tank must be complete with vent, contents gauge, and access
manhole
The foam is delivered via a high-pressure foam liquid pump to the automatic foam liquid
proportionate, which will accurately proportionate foam liquid at 3% to 6% to the seawater flow,
irrespective of flow rate or pressure.
For satisfactory operation of the proportionate, foam liquid must be supplied with a minimum
pressure of at least 10 meters head higher than the inlet water pressure under all load conditions.
The electrically driven foam liquid pump is provided for this purpose.
Foam solution is supplied to the deck monitors and hand lines by the deck main fitted with isolating
valves.
Each monitor is isolated from the main supply pipe by means of butterfly valves, which are normally
closed.
Four portable foam-making branch pipes are provided. Each branch pipe has a solution rate of
400litre/min.
Q 26: Explain Inert Gas system?

A 26:
INERT GAS SYSTEM
Flammable Limits.
Flammability Limits or Flammable Limits give the proportion of combustible gases in a mixture,
between which, limits the mixture is flammable.
Gas mixtures consisting of combustible, oxidizing, and inert gases are only flammable under certain
conditions.
The Flammable limit of a gas or a vapor is the limiting concentration (in air) that is needed for the gas
to ignite and explode.
The Lower Flammable Limit (LFL) describes the leanest mixture that is still flammable, i.e. the mixture
with the smallest fraction of combustible gas. It is the lowest concentration (percentage) of a gas or a
vapor in air, capable of producing a flash of fire in presence of an ignition source (arch, flame, heat).
At concentration in air below the LFL there is no fuel to continue an explosion.
Concentrations lower than LFL are "too lean" to burn.
The Upper Limit (UFL) gives the richest flammable mixture, i.e. the mixture with the highest fraction
of combustible gas. It is the highest concentration (percentage) of a gas or a vapor in air capable of
producing a flash of fire in presence of an ignition source (arch, flame, heat).
At concentration in air above the UFL are "too rich" to burn. Temperature and Pressure also influences
flammability limits.
Higher temperature results in lower LFL and higher UFL, while greater pressure increases both values.
The IMO and other international marine safety regulations stipulate that tankers transporting crude
oil and other flammable and hazardous cargo use inert gas to prevent explosions from occurring in
their cargo tanks.
Inert gas systems produce inert gas by cooling the flue gasses from boilers and removing all traces of
dust and sulfur, and then inert gas fans supply it to cargo tanks for preventing explosion via back flow
preventing devices.
These systems are generally used on crude oil tanker ships where a higher quality inert gas is not
required for the unrefined cargo product.
Typically a range between 4% to 5% O2 content with some soot content dependent upon flue gas
quality
Various terms those are used in reference to IG System:
Inert gas: Gases with a low content of oxygen that are used to fill void spaces in and around tanks
for explosion protection or gas which contains insufficient oxygen to support combustion of
hydrocarbons.
Inert conditions:
This is where a space has had its oxygen content reduced to 8% or less
Inert gas plant:

This is a system specially designed to supply cool, clean, pressurized, monitored and controlled
inert gas.
Gas freeing:
Opposite to Inerting and is the replacement of an inert atmosphere with one of fresh air.
Purging-
This is the introduction of inert gas into an Inerted space to:
Further reduce O2 content
Reduce hydrocarbon level in the inert gas so that air may be introduced without the mix entering
the flammable range.
The various construction parts of an Inert Gas system are explained below:
Boiler Uptake Valve:
It controls the flow of exhaust gas from the boiler to IG System. Boiler
uptake valves are of butterfly type and of heat resistance material.
Air sealing of this valve is provided to avoid the exhaust gases from
entering the system when it is not in use.
Soot blowing device is also provided to prevent the accumulation of
carbon deposits.
Scrubber Unit:
The Scrubber unit is used to cool and clean exhaust gases.
It combines three scrubbing principles; a venturi scrubber, a wet
filter and a spray section for high efficiency cooling and cleaning of
boiler flue gases.
Concentric arrangement with demister section and mesh type wet
filter gives independence of ships pitching and rolling without loss of efficiency.
The scrubber unit is internally GRP coated and venturi tube in corrosion and heat resistant steel.
Blower Units:
The blower units are of a single stage centrifugal type with motors and
each unit is arranged on a rigid steel base frame equipped with resilient
mountings.
The blower house is of mild steel and internally GRP coated.
The impeller is manufactured from corrosion resistant steel.
Their total capacity is 25% more than the discharge rate of IG system.
Pressure/Vacuum Breaker:
The Pressure/Vacuum Breaker is another device of importance for the
ships safety releasing excessive pressure or vacuum from the cargo
tanks, thus avoiding exploding or collapsing of cargo tanks.
The unit is internally coated with epoxy.
Control System:
The control system is based on a Programmable Logical Control (PLC).
The control panel is of the touch screen type. Several mimic flow diagrams are implemented as well
as the controls required for safe and easy operation with a minimum of operator supervision.
Additional functions like user manuals and condition monitoring can also be included.
The capacity is remotely controlled from a panel in the cargo control room.
O2 Analyzer:
It measures the Oxygen content in Inert Gas and if it is more than specified,
it opens the vent to atmosphere and closes the supply of gas to IG main line.
Deck Water Seal:

The Deck water seal acts as a non-return safety valve to avoid the
hazardous cargo vapors from entering back the IG system.
It is of displacement semi-dry type internally GRP coated.
Upon loss of positive flow, the water immediately closes the seal.
The mesh demister effectively prevents the carry-over of water
droplets under all flow conditions. Wet Type Deck Water Seal
The picture below shows the construction of a wet type deck
water seal and its functioning.
Basically it consists of a chamber semi-filled with water and two
pipes for inlet and outlet of flue gases while another two small pipes denote inlet and outlet for
sealing water.
There is a demister pad to remove water droplets from gas.
The operation of this device is pretty simple and the two diagrams shows conditions where the
inert gas is flowing from the plant to the distribution area and the right hand side showing a
condition where back pressure tends to push cargo gases into the IG system and is prevented by the
water seal.
Semi Dry Type Deck Water Seal

The construction of this type of seal as well as the functioning under both conditions is shown in the
diagram below.
The main difference with the previous type of seal is that it uses venture action to draw water when
there are chances of backflow of the gases thus reducing if not completely eliminating water carry
over to the cargo tanks.
Dry Type Deck Water Seal
This seal totally eliminates any water carry over and uses automated valve control to deliver water
to the seal in case there is any back flow but the only disadvantage is that if automation system fails
then there is a danger of blow back of cargo gases.
The only alarm is Deck water seal low level alarm.
SCHEMATIC DIAGRAM OF IG SYSTEM

Working:
Exhaust gases enter the system through Boiler Uptake valve and then are sprayed with water in
Scrubber unit.
Water cools the exhaust gases and also dissolves the impurities in exhaust gases.
This washing water is then drained to overboard (in IG generator unit, in case of flame failure, the
water is transferred to bilge holding tank).
Then the exhaust gases pass through a demister, which traps the moisture content from gases.
The two blowers are provided in the system (out of which one is standby) to force the exhaust gases
for transfer.
The capacity of blower is 125% more than incoming exhaust gases ensuring the positive direction
transfer of gases.
The flue gases are now analyzed for oxygen content by Oxygen analyzer provided just before the
Deck water seal.
If O2 content is more than 8%, the flue gases are vented out to atmosphere through an air vent.
IF O2 content is 8% or less, the flue gases are passed to the deck water seal arrangement, which acts
as a non-return safety valve. A Pressure/Vacuum breaker is provided on discharge line, to release
the pressure or reduce the vacuum if excess to avoid exploding or collapsing of cargo tank
separately.
Oxygen-Control
Theoretically any mix with less than 11.5% oxygen will not support combustion,
However, for safety the level is reduced to 8% vol. This allows for calibration errors in monitoring
equipment as well as any lack of homogeneity in the tanks.
The tank is kept at positive pressure to ensure no ingress of air. (Say 100mmwg at the deck).
Hydrocarbon-Control
The principle means of ensuring safe operation is the reduction in oxygen, high levels of HC should
not affect the safe operation and may in fact aid by producing an over rich atmosphere.
If it is required to gas free then the level of HC must be reduced to prevent the mix entering the
flammable range, then the HC level is reduced by purging.
Gas-Replacement
There are two principle means of gas replacement, these are; Dilution-The important factors for
these is that the vent is situated at the top of the tank and the inlet gas stream must have sufficient
velocity to reach the bottom of the tank
Displacement-
This requires a stable interface between the heavier and lighter gas, if the replacement gas is
heavier it enters at the top with low velocity, the lighter gas is vented up a purge pipe reaching the
base of the tank.
Q 27: Explain about FIRE PLAN? Location? Content inside? Approved by?
A 27:
FIRE CONTROL & SAFETY PLAN
Location:
Entrance of the ship on both side.
On bridge
In ECR
In ships office.
Symbol:
It will give the details of all the firefighting appliances are located of that particular ship, either
may be Fixed type, Portable type or Semi Portable type.
It is located inside the RED COLOR container.
Importance to locate outside is if in case of fire in ship, so any external agency come from the
port they can easily understand about appliances and the way to reach near by the fire and
escape way from there.
It include:
Fire detection and alarm system
Sprinkler installation
CO2 nozzle installation Location of all extinguisher.
Ventilation system.
Position of damper.
Detail of escape route from E/R.
All detector location.
EEBD location.
Total no. of Fire Hose, Nozzle etc.
Life raft and immersion suit location.
IT IS CONFIDENTIAL DOCUMENT APPROVED BY ADMINSTRATION
Q 28: Explain about MUSTER LIST?

A 28:
SOLAS CHAPTER =3, SECTION 5, REGULATION 37
Muster list and emergency instructions:
The muster list shall specify details of the general emergency alarm and public address system
The muster list shall also specify how the order to abandon ship will be given.
The muster list shall show the duties assigned to the different members of the crew including:
Closing of the watertight doors, fire doors, valves, scuppers, sidescuttles,
skylights, portholes and other similar openings in the ship.
Equipping of the survival craft and other life-saving appliances.
Preparation and launching of survival craft.
General preparations of other life-saving appliances.
Muster of passengers.
Use of communication equipment.
Manning of fire parties assigned to deal with fires.
Special duties assigned in respect to the use of fire-fighting equipment and
installations.
The muster list shall specify which officers are assigned to ensure that life-saving and fire
appliances are maintained in good condition and are ready for immediate use.
The muster list shall specify substitutes for key persons who may become disabled, taking into
account that different emergencies may call for different actions.
The muster list shall show the duties assigned to members of the crew in relation to passengers in
case of emergency.
These duties shall include:
Warning the passengers.
Seeing that they are suitably clad and have donned their lifejackets correctly.
Assembling passengers at muster stations.
Keeping order in the passageways and on the stairways and generally controlling
the movements of the passengers.
Ensuring that a supply of blankets is taken to the survival craft.
The muster list shall be prepared before the ship proceeds to sea.
After the muster list has been prepared, if any change takes place in the crew which necessitates an
alteration in the muster list.
The master shall either revise the list or prepare a new list.
Q 29: Flooding in engine room, what will be your action?
A 29:
Inform bridge & Chief engineer.
Raise engineers call / emergency alarm.
Before starting bilge pump note down the position of vessel & time of starting.
Other engineers will in between try to locate the hole or burst of pipe and repair.
If ingress of water very high, start another pump.
Reduce the engine r.p.m.
Change over main seawater suction to emergency bilge suction.
If level is still coming up try to protect the motor from short-circuiting,
If situation is not coming in control, prepare lifeboat for lowering.
SECTION: 3
NAVAL ARCHITECTURE & SHIP CONSTRUCTION

Q 1: Basic definition which are generally asked by the surveyor?
Answer:
1. Length overall: The distance from the extreme fore part of the ship to a similar point aft and is the
greatest length of the ship. This length is important when docking.
2. Length between perpendiculars: The fore perpendicular is the point at which the Summer Load
Waterline crosses the stem.
The after perpendicular is the after side of the rudder post or the center of the rudder
stock if there is no rudder post.
The distance between these two points is known as the length between perpendiculars,
and is used for ship calculations.
3. Breadth extreme: The greatest breadth of the ship, measured to the outside of the shell plating.
4. Breadth moulded: The greatest breadth of the ship, measured to the inside of the inside strakes of
shell plating.
5. Depth extreme: The depth of the ship measured from the underside of the keel to the top of the
deck beam at the side of the uppermost continuous deck amidships.
6. Depth moulded: The depth measured from the top of the keel.
7. Draught extreme: The distance from the bottom of the keel to the waterline. The load draught is
the maximum draught to which a vessel may be loaded.
8. Draught' moulded: The draught measured from the top of the keel to the waterline.
9. Freeboard: The distance from the waterline to the top of the deck plating at the side of the deck
amidships.
Freeboard represents the safety margin showing to what depths a ship may be loaded under
various service conditionse.g., the type of cargo, the waters to be navigated, and the season of
the year.
Purpose of Freeboard
To ensure that she cannot be loaded beyond her strength.

To provide ship with adequate Reversed Buoyancy
To keep the deck high enough from water, to enable the crew to navigate and handle her in
all-weather condition.
10. Camber or round of beam: The transverse curvature of the deck from the centerline down to the
sides. This camber is used on exposed decks to drive water to the sides of the ship. Other decks are
often cambered. Most modern ships have decks which are flat transversely over the width of the
hatch or center tanks and slope down towards the side of the ship.
11. Sheer: The curvature of the deck in a fore and aft direction, rising from midship to a maximum at
the ends. The sheer forward is usually twice that aft. Sheer on exposed decks makes a ship more
seaworthy by raising the deck at the fore and after ends further from the water and by reducing the
volume of water coming on the deck.
12. Rise of floor: The bottom shell of a ship is sometimes sloped up from the keel to the bilge to
facilitate drainage. This rise of floor is small, 150 mm being usual.
13. Bilge radius: The radius of the arc connecting the side of the ship to the bottom at the midship
portion of the ship.
14.Tumble home: In some ships the midship side shell in the region of the upper deck is curved slightly
towards the center line, thus reducing the width of the upper deck and decks above. Such tumble
home improves the appearance of the ship.
15. ARCHIMEDES' PRINCIPLE: If a solid body is immersed in a liquid there is an apparent loss in
weight. This loss in weight is the up thrust exerted by the liquid on the body and is equal to the
weight of the volume of liquid which the body displaces.
16. Displacement: When a ship is floating freely at rest the mass of the ship is equal to the mass of the
volume of water displaced by the ship and is therefore known as the displacement of the ship.
17. T.P.C: The tonne per centimeter immersion (TPC) of a ship at any given draught is the mass
required to increase the mean draught by 1 cm.
T.P.C: A w (water plane area) X
-------------------------------------
100
18. Metacenter: The point where a vertical line through a center of buoyancy of an inclined ship
intersects the vertical line through the center of gravity when it is floating in equilibrium.
19. Water plane area coefficient: (Cw): is the ratio of the area of the water plane to the product of the
length and breadth of the ship.
20. Midship section area coefficient (Cm): the ratio of the area of the immersed portion of the
midship section to the product of the breadth and the draught.
21. Block coefficient (Cb): is the ratio of the volume of displacement to the product of the length,
breadth and draught.
22. Prismatic coefficient (Cp): is the ratio of the volume of displacement to the product of the length
and the area of the immersed portion of the midship section.
23. Wetted surface area: The wetted surface area of a ship is the area of the ship's hull which is in
contact with the water. This area may be found by putting the transverse girths of the ship, from
waterline to waterline, through Simpson's Rule and adding about f per cent to allow for the
longitudinal curvature of the shell. To this area should be added the wetted surface area of
appendages such as cruiser stern, rudder and bilge keels.
DENNY s EQUATION
TAYLOR s EQUATION
24. Centre of gravity: The center of gravity of an object is the point at which the whole weight of the
object may be regarded as acting. If the object is suspended from this point, then it will remain
balanced and will not tilt.
25. Centre of buoyancy: the point through which the total force of buoyancy is considered to act.
26. Metacentric height: distance between C.O.G and transverse metacenter (M).
27. Pitch of propeller: one revolution of the shaft the propeller will move forward a distance.
28. Diameter of propeller: diameter of the circle or disc cut out by the blade tips.
29. Pitch ratio: it is the face pitch divide by diameter.
30. Theoretical speed (Vt): distance the propeller would advance in unit time if working in an
ungielding fluid. Thus if the propeller turns N rev/min.
Vt=P x N m/min
= P x N x 60 knots 1852
31. Wake: Water which is in motion at the stern of a ship as a result of a ships movement, the moving
water known as wake.
32. Wake fraction: ratio of the wake speed to the speed of advance.
33. Speed of advance: speed of ship relative to the wake is termed the speed of advance Va.
34. Real slip or True slip: difference between theoretical speed and the speed of advance.
35. Real slip = Vt -- Va X 100%
Vt
36. Skew: offset of a propeller blade from the vertical in the plane of rotation, it is always a distance in
the direction opposite to rotation.
37. Slip: the difference between the actual distance travelled by a ship and the theoretical distance
given by the product of the propeller pitch and the no. of revolution. It is usually expressed as a
percentage and can have a negative value if a current or following wind exists.
38. Apperent slip: the propeller work in water the ship speed V will normally be less than theoretical
speed, or the difference between the two speed known.
39. Longitudinal Centre of Flotation: it is the point about which the ship will Trim when weight are
loaded or discharged, if the weight added at L.C.F point, trim will not change only draft change.
39.Permeability (): ratio of volume with the space which is assumed to be occupied by water to the
total volume of that compartment. for M/C space: 85%, for accommodation: 95%, for cargo hold
average: 60%
40. Buoyancy: The upthrust exerted by the water on the ship. If the ship float freely the buoyancy is
equal to the weight of ship.
41. Reserve buoyancy: it is the potential buoyancy of a ship and depends upon the intact watertight
volume above the waterline of ship. If the mass added to ship or buoyancy lost due to bilging the
reserve buoyancy is converted into buoyancy by increasing draught.
42. Strake: external hull of a ship consists of bottom shell, side shell and deck which are formed by
longitudinal strips plating called strake. Or continue range of plate forming the side of vessel, or
metal plate extending ships hull from stem to stern .
43. Bilge strake: strake at the turn of the bilge called.
44. Stealer strake: No.of adjacent strakes fitted at the end of ship called.
45. Garboard strake: strake adjacent to the keel on each side of ship called.
46. Sheer strake and its importance: it is largest continue strake at the top of the side of vessel on
main deck. Or uppermost strake of side plating which meet the upper deck. It is 10-20% thicker
than other side plating.
IMPORTANCE: when vessel is bending to forces from tension to compression and sheer strake is
subjected to maximum compressive and tensile stress. Which is contribute to the strength of the
hull.
47. Stringer: the stiffeners used to strengthening the sides surface of the ship called, without stringer
the hull shape does not formed.
48. Coffin plate: used to connect stern frame to the flat plate keel.
49. Shoe plate: used to connect stem to the flat plate keel.
50. Margin plate: at bilges, the tank top may be either continued straight out to the shell by means of
a tank margin plate. Which is water tight and set an angle of about 450 to the tank top and meeting
the shell almost at right angle.
51. Bulwark: It is solid wall that extends above the weather deck or any other deck to exposed to
weather and fitted for the safety of the crew. Atleast 1 m in height spacing of stays and is not exceed
1.2 m on the forecastle.
52. Freeing port: the area of freeing port on each side depend on the length of well deck, the lower edge
of the port must be as near to the deck as possible and opening are to be protected by rails spaced
approx. 230 mm apart. When hinged flaps are fitted the hings must be of non-corrodible.
53. Gunwale: The upper edge of a ship s side here the sheer strake meets the deck plating called.
54. Margin line: is a line drawn at least 76 mm below the upper surface of the bulkhead deck at side.
It is the imaginary line, which is drawn 76mm below the uppermost continuous deck. It
denotes the limit, up to which ship can be flooded/ loaded without sinking.
For a ship which has a continuous bulkhead deck, the margin line is to be taken as a line drawn
not less than 76 mm below the upper surface of the bulkhead deck at side, except that where there is
a variation in the thickness of the bulkhead deck at side the upper surface of the deck should be taken
at the least thickness of deck at side above the beam.
If desired however, the upper surface of the deck may be taken at the mean thickness of the
deck at side above the beam as calculated for the whole length of the deck, provided that the thickness
is no greater than the least thickness plus 50 mm.
55. Transom space: situated in S.G. room there you can find manhole door near Rudder Trunk this
purpose is to inspect Rudder Trunk condition, Lubrication etc.. you can enter inside this place for
carried out inspection in Port only and in calm weather or sea.
56. Buttock line: It is equidistant transverse section line from the midship to fwd of the ship, such
that they give you the cross section are at various station at all possible draft and trim.
They are mainly used for knowing the light weight displacement at the time of end of
construction phase of a ship.
Q 31: Explain inclining experiment? Why it is carried out? Define calculation? Draw tender
and stiff ship?
A 31:
INCLINING EXPERIMENT
This is a simple experiment which is carried out on the completed ship to determine the
metacentric height, and hence the height of the center of gravity of the ship.
If the height of the center of gravity of the empty ship is known, it is possible to calculate its position
for any given condition of loading.
It is therefore necessary to carry out the inclining experiment on the empty ship (or as near to empty
as possible).
The experiment is commenced with the ship upright.
A small mass m is moved across the ship through a distance d. This causes the center of gravity to
move from its original position G on the centerline to G1.
If A = displacement of ship
Then GG1 = m x d
A
The ship then heels to angle , when the center of buoyancy moves from B to B1, in the same vertical
line as G1. But the vertical through B1 intersects the centreline at M, the transverse metacentre.
GG1 = GM tan
GM tan = m x d

GM= m x d
tan
To determine the angle of heel it is necessary to suspend a pendulum from, say, the underside of a
hatch.
The deflection a of the pendulum may be measured when the mass is moved across the deck.
Thus if L = length of pendulum
tan = __ a__
L
and GM = m x d x L
x a
The height of the transverse metacentre above the keel may be found from the metacentric diagram
and hence the height of the centre of gravity of the ship may be determined.
KG = KM GM
How to conduct this experiment on board?

For this experiment we can use STABILOGRAPH
The experiment must be carried out very carefully to ensure accurate results.
At least two pendulums are used, one forward and one aft. They are made as long as possible and
are suspended from some convenient point, e.g. the underside of the hatch.
A stool is arranged in way of each pendulum on which the deflections are recorded.
The pendulum bobs are immersed in water or light oil to dampen the swing.
Four masses A, B, C and D are placed on the deck, two on each side of the ship near midships, their
centres being as far as possible from the centreline.
The mooring ropes are slackened and the ship-to-shore gangway removed. The draughts and
density of water are read as accurately as possible.
The inclining masses are then moved, one at a time, across the ship until all four are on one side,
then all four on the other side and finally two on each side.
The deflections of the pendulums are recorded for each movement of mass.
An average of these deflections is used to determine the metacentric height.
The experiment should be carried out in calm weather.
Q 32: Draw and explain equilibrium, tender, stiff ship?
In the upright position , the weight of the ship acts vertically

down through the centre of gravity G, while the upthrust acts
through the centre of buoyancy B. Since the weight is equal
to the upthrust, and the centre of gravity and the centre of
buoyancy are in the same vertical line, the ship is in
equilibrium.
1) When the ship is inclined by an external force to
an angle , the centre of gravity remains in the same
position but the centre of buoyancy moves from B to B1.
The buoyancy, therefore, acts up through B1 while the
weight still acts down through G, creating a moment of
g x GZ which tends to return the ship to the upright. g x
GZ is known as the righting moment and GZ the righting
lever.
Since this moment tends to right the ship the vessel is
said to be stable or tender ship.
Tender ship: small metacentric height GM, will have small

Righting lever GZ, at any angle and will roll easily.
GM is said to be POSITIVE when G is lies below M and vessel is
stable.
2). If the centre of gravity lies above the transverse

metacenter the moment acts in the opposite direction,
increasing the angle of heel. The vessel is then unstable and
will not return to the upright, the metacentric height being
regarded as negative.
Stiff ship: large metacentric height GM, will have large righting
lever GZ, at any angle resistance to rolling.
Q 33: what is Free Surface Effect? And method to reduce it? How it will effect on GM?
A 33:
Free Surface Effect: When a tank on board a ship is not completely full of liquid, and the vessel
heels, the liquid moves across the tank in the same direction as the heel.
C.O.G moves away.
Reduce metacentric height GM.
Reduce righting lever GZ.
Increase angle of heel.
RESULT: SHIP is UNSTABLE.

Without division
GG2 = LB3
12
With transverse division
GG2 = LB3
12
With longitudinal division
GG2 = 1 x LB3
4 X 12
It may be seen that the F.S.E is still further reduced by

the longitudinal division
If a tank is subdivided by N longitudinal division
forming equal tank, than
GG2 = 1 X LB3
(n+1)2 12
Another method for reducing F.S.E
POCKETING
Free Surface Effect can be reduced, to some extent, by creating pocketing. Pocketing occurs when
the surface of the liquid contacts the top or bottom of the tank, reducing the breadth (B) of the
free surface area.
Pocketing with top of tank. Pocketing with bottom of tank.

Since the effects of pocketing can not be calculated, it is an indeterminate safety factor.
The Free Surface correction will therefore indicate less overall stability than actually exists.
SURFACE PERMEABILITY
Impermeable objects (engines, pumps, piping
systems, etc) inside a flooded space project through
and above the liquid surface.
These objects inhibit the moving water and the
"shifting of the wedge" may or may not be complete,
thus reducing Free Surface Effect.
The impermeable objects also occupy volume,
reducing the amount of flooding water (movable
weight) that can fill the space.
SWASH BULKHEADS (BAFFLE PLATES)

In addition to some structural support, these
bulkheads are designed to reduce Free Surface Effect.
They are longitudinal bulkheads that hinder, but do not
prevent, the flow of liquid from side to side as the ship
rolls or heels.
They are found in tanks, voids, double bottoms, bilges,
etc.
SLUICE VALVES
Sluice valves allow opposing tanks to be
cross-connected.
When large, partially filled tanks are
connected, free surface effect increases,
and the vessel becomes less stable.
Ships like oilers and tenders use these
valves to create long, slow roll periods
during ammunition handling and refueling
Sluice Valve Closed: Sluice Valve Open:
Q 34: Explain Angle of loll? How you will correct it? And lot more question asking from this
theory.
A 34:
ANGLE OF LOLL
ANGLE OF LOLL:
It is the angle at which the ship with initial negative
Metacentric height will lie at rest in still water. If the
ship is further inclined to an angle less than angle of
loll, the ship will sink.
An initially unstable ship heels to a certain angle and
ends up in neutral stability. That angle is called angle
of loll
At angle of loll ., GM = 0 OR KG = KM
CORRECTIVE ACTION
First check if the vessel is listed or lolled.
Always presume it is lolled for safety and work
accordingly.
Calculate the vol of all tanks check for any slack tanks if
any for the reason listed.
If the port and starboard listing moments are same then
confirm its lolled
In a listed condition always try to lower the center of
gravity by discharging the high side of the ballast first
Start filling low side of the tanks (prefer smaller tanks
to minimize free surface effect during filling) (coz if you
fill the other side of the tank, the listing moment will be
enough to capsize).
Gradually start filling the mid tank and then the port
side tank.
Now the vessel should be upright , even if it is not ., try
ballasting other tanks in the same method
WHERE DOES ANGLE OF LOLL OCCUR

Occurs in timber carriers, - timber s on the deck absorb moisture and increases the COG.
Moreover, while sailing, consumption of fuel and water from the lower tanks also increases the COG.
NOTE :- DURING LOLL NEVER BALLAST THE HIGH SIDE OF THE TANK , BECOZ , THE SHIPS
LISTING MOMENT TO THE OTHER SIDE IS ENOUGH FOR IT TO CAPSIZE
Q 35 : GZ and GM curves. Explain stability in it, at what angle will vessel lose its stability?
A 35:
Cross curve of stability:

To draw static stability curve with the help of Cross curve of stability, to plot Static stability curve
we required value of GZ at various angle of heel.
Cross curve of stability is nothing but curve by GZ angle of heel at various displacement.
GZ cross curves of stability:

These are the set of curves from which the righting lever about an assumed center of gravity for any
angle of heel at any particular displacement may be found by inspection.
The curves are plotted for an assumed KG and if the actual KG of ship differs from this, a correction
must be applied to the righting levers taken from the curves.
KN cross curves of stability:

It has already been shown that the stability cross curves for a ship are constructed by plotting the
righting levers for an assumed height of the centre of gravity above the keel.
In some cases the curved are constructed for an assumed KG of zero.
The curves are then referred to as KN curves, KN being the righting lever measured from the keel.
STATIC STABILITY REQUIREMENTS :

The initial metacentric height GM should not be less than 0.15 m
GZ should not be less than 0.2m at heel = 30
Max righting lever could occur at angle of heel >30 (in any ways not less than 25)
The area under the GZ curve should be
0.055m rad upto heel=30
0.09m rad upto heel =40
0.03m rad between 30<heel<40 or 30<heel<angle of down flooding.
(angle of downflooding means = angle at which deck immersion takes place )
CURVES OF STATIC STABILITY :

This curve is plotted for every voyage and its for a particular KG and displacement.
From this curve you can find initial gm
A tangent drawn to the curve at initial point where it meets at 1 rad ( that h = Initial Metacentric
height)
ANGLE OF CRONTRAFLEXURE:
The angle till which the rate of GZ increases with increase in heel. Though after this GZ may increase,
the rate of increase is slower ANGLE AT WHICH MAX GZ occurs.
ANGLE OF VANISHING STABILITY:
Beyond which the vessel will capsize
RIGHTING MOMENT AT ANY ANGLE CAN BE FOUND
- GZ x Displacement
MOMENT OF DYNAMIC STABILITY AT ANY PARTICULAR ANGLE

= Disp X A where Displacement in tons and A in meter
(DYNAMIC STABILITY: Its nothing but the work done in heeling the ship to a particular angle)
CHAIN LOCKER
Q 36: Explain about chain locker? Location of it?

Q 36 a: Explain bitter end and its location? How it is connected?
Q 36 b: Spurling pipe and Haws pipe location?
A 36, 36 a, 36 b:
Location:
Fitted between upper and second deck, below second deck or in forecastle.
Usually FWD of the collision bulkhead.
It is not carried out to ship side.
It must have sufficie nt volume to allow adequate head room when the anchor are in the stowed
position.
Connection and Construction:

Spurling pipe or Chain pipe connected chain locker to the deck.
Haws pipe runs from deck to hull of the ship. When anchor chain remove from the S.W, mud
will stuck on it, so a fire hose line is in haws pipe to clean anchor chain.
Top of the chain or spurling pipe have Canvas Sleeve to keep the water from enterning into chain
locker.
Any fluid accumulated in chain locker is removed by educator for directly discharge overboard.
Chain stopper is fasting with hinged lever, used to lock the chain in any desired position and it
will release the load from the windlass either when it is out or stowed.
Cable lifter are arranged over to the spurling pipe to ensure a direct lead for the cable onto locker.
The end of a chain secured in the chain locker of a vessel which is attached to the hull by a quick
release mechanism known as the BITTE END .
End of the cable connected to deck or B/H in chain locker.
Existing stiffners fitted to the fore side of the collision B/H, two similer section are fitted
horizontally back to back reverted to the B/H and welded to the stiffners.
Stiffeners are fitted outside the locker to prevent damage from the chains.
A space allowed between the horizontal bars to allow the end link of the cable to slide in and be
secured be a bolt.
Centerline division fitted to separate the two chains (port & stbd).
If the locker fitted in forecastle the B/H may be used to support the windlass.
Hinged door is fitted in FWD B/H giving access to the locker from the store space.
Locker fitted with false floor to allow drainage of water and mud with help of drain plug in
FWD B/H.
Q 37 : Explain Bulbous Bow? How it improve propulsion efficiency?

A 37:
BULBOUS BOW
LOCATION: Just below the water line and in front of the ships hull.
WORK:
It reduce the hull wave making resistance of a ship, which is the major residuary frictional
resistance of a ship.
When water will be cut by Bulbous bow there is two type of wave will generate.
Primary wave which formed by bow just in front of Bow will cut the Secondary Wave formed by
ship hull and will reduce dragging.
So hull wave making resistance is reduced so more efficient and lesser fuel oil consumption.
ADVANTAGE OF BULBOUS BOW:

Increase propulsion efficiency.
Reduce pitching.
Increase stability.
Increase buoyancy.
Reduce dragging
Increase the ship speed.
Reduce fuel oil consumption.
It works as robust BUMPER in the event of collision.
Allow the installation of the bow thruster at a foremost position making it more efficient.
Extra protection for panting and pounding effect.
Increase range fuel efficiency.
Q 38 : How many type of keel used in ship construction? Explain all of them?
A 38:
Runs along the centerline of the bottom plate.
For most ships it is of flat plate construction
Centre Girder a watertight longitudinal division which runs along the centerline from fore peak to
aft peak bulkhead.
Types Of Keel:
FLAT KEEL
BAR KEEL
DUCT KEEL
FLAT KEEL:
Used in all types of sea going vessels
Flat keel would basically mean a single bottom
In the olden days, above the floors, a wooden plank was placed to facilitate cargo carriage.
Keel Plate may be 1-2 m wide.

Must be of full thickness for 3/5th L amidships may be gradually reduced towards the ends of ship
Centre girder is connected to keel plate and inner bottom plating
BAR KEEL:
A bar is placed in the center of the keel called bar keel.
These consist one or more solid bar which are supported by frames running around the vessel.
The either side of the hull attached to the bar keel is called Garboard strake
These types of keels are incorporated in ferries or boats that are to be grounding.
Keelson plate: longitudinal beam on top of the keel of a vessel for strength & stiffeners.
-
DUCT KEEL:
Some double bottoms have a duct keel fitted along the centerline
Internal watertight passage running along the length of the ship, usually from collision bulkhead
/forepeak to for the machinery space bulkhead.
Used to carry pipework along the length of the ship to various holds/tanks.
Prevent any construction which could occurs if pipe rupture with cargo.
Usually accessed by watertight manhole at the forward end of the machinery space.
Not required in machinery space or further aft pipework runs along top of E/R double bottom and
along shaft tunnel
Two longitudinal girders not more than 1.83 m apart. Ensures girders rest on docking blocks
Keel Plate and tank top above duct keel must have increased scantlings to compensate for
reduced strength of the transverse floors
Stiffeners are fitted to shell and bottom plating at alternate frame spaces and are bracketed
to the longitudinal girders
Also called as BOX KEEL, allows pipes and other services throughout the keel length.
This is fitted from the FWD of the E/R bulkhead to the aft of the collision bulkhead.
AFT side we cant require Duct keel because pipe will pass through to the SHAFT TUNNEL.
This keel facilitates pipe passing through the cargo holds and thus isolating piping from cargo
contact
This enables lines to pass through that facilitate draining.
BILGE KEEL
Q 39 : Explain Bilge Keel? How it is connected? How much length it is? Purpose of it?
PURPOSE:
Dump the rolling motion of the vessel.
Protected of bilge on grounding.
Increase the longitudinal strength.
LOCATION & CONSTRUCTION:
Bilge keel are about one half of length of ship.
Runs over the midship portion of hull
extended FWD & AFT of a midship
These projections are arranged at the bilge to lie
above the line of the bottom shell and within the
breadth of the ship, thus being partially protected
against damage.
The depth of the bilge keels depends to some
extent on the size of the ship but there are two
main factors to be considered;
a. The web must be deep enough to penetrate the
boundary layer of water travelling with the ship
b. If the web is too deep the force of water when
rolling may cause damage.
Bilge keels 250 mm to 400 mm.in depth are fitted to oceangoing ships.
keel tapered gradually at the ends to prevent stress concentration can cause bilge plating to
crack
Bilge keel not directly welded to bilge plate but ground bar is attached to bilge plate.
Connection of ground bar to shell is by continuous fillet welds.
Ground bar thickness is at least that of bilge plate or 14 mm whichever is less.
Material is same as bilge plating.
Q 40: What is frame spacing? Any example of it?

A 40:
Frame spacing: In the main body of the ship, frame spacing may not exceed 1 meter between collision
bulkhead and a point one fifth of length abaft the stem. It must not exceed 700mm.In peak tank and
cruiser sterns it must not exceed 610 mm.
CANT FRAME & CANT BEAM:
A cant frame is one which is set at an angle to the centerline of the ship.
Such frames are fitted 610 mm apart, thus dividing the perimeter of the cruiser stem into
small panels.
At the top, these frames are bracketed to cant beams which also lie at an angle to the centerline.
The forward ends of the cant beams are connected to a deep beam extending right across the
ship.
At the lower ends, the cant frames are connected to a solid floor.
Q 41 : Draw and Explain Cruiser Stern and Transom Stern?

Ans:
As the cruiser stern overhang may be subjected to large slamming forces a substantial
construction with adequate stiffening is required.
Solid floors are fitted at every frame space, and a heavy centre line girder is fitted right aft at the
shell and decks.
The stern plating is stiffened by cant frames or webs with short cant beams supporting the decks
and led to the adjacent heavy transverse deck beam.
Further stiffening of the plating is provided, or adopted in lieu of cant frames, by horizontal
stringers extending to the first transverse frame.
Cant frames are not required where the transom stern is adopted, as the flat stern plating
may be stiffened with vertical stiffeners.
Deep floors and a center line girder are provided at the lower region of the transom stern
construction.
Stern is flat which reduce the production costs, while at some time reducing the bending moment
on the after structure.
COLLISION BULKHEAD
Q 42: Explain Collision bulkhead? In detail?

Ans:
Purpose: - Avoids flooding of ship in case of damage to bows.
Location & Construction:-

Location is such that it is not so much forward as to get damaged on impact , Neither it should be too
far aft so that compartment flooded forward causes extensive trim by head.
As a rule located at minimum distance to get maximum space for cargo.
For Passenger ship, the collision bulkhead is placed aft of the forward perpendicular, at a
distance of not less than 0.05L and not more than 0.05L + 3 m. For cargo ships, the distance
should not be less than 0.05L, where L is the overall length of the ship.
Minimum at 1/20 of ships length from forward perpendicular.
The collision bulkhead is continuous to upper most continuous deck.
The collision bulkhead is 20% stronger than other bulkheads.
Collision bulkhead is 5 to 8 percent of ships length from forward.
All ships are required to have a watertight collision bulkhead which rises up to the uppermost
continuous deck.
No opening is allowed in the collision bulkhead except ballast line for the forepeak. This line
should have a valve for isolation
The collision bulkhead is stiffened by 180 mm vertical bulb plates spaced about 600 mm
apart inside the peak. It is usual to fit horizontal plating because of the excessive taper on
the plates which would occur with vertical plating.
The structure in the after peak is similar in principle to that in the fore peak, although the stringers
and beams may be fitted 2.5 m apart. The floors should extend above the'stern tube or the frames
above the tube must be stiffened by flanged tie plates to reduce the possibility of vibration.
The collision bulkhead, as the forepeak bulkhead, and the aft peak bulkhead are tested for
water tightness by filling the peaks with water to the level of the load waterline.
Where the bulkheads form the boundaries of deep tanks, they are tested by filling them with water
up to the top of the air pipe.
Q; Why collision B/H kept at L/20 of the ship?

In the event of collision and grounding standard of subdivision has to give good chance that the
ship remains afloat under such emergencies.
Transverse B/H are reliable in this case and classification society requires a watertight collision
b/h within reasonable distance from forward.
If the ship supposed to have Wave Through a midship there will be excess weight a midships and
excess buoyancy at the ends, hence the ship will be sagging.
If the ship is supposed to have Wave Crest a midships there will be excess weight at the ends and
excess buoyancy a midship hence ship will be hogging.
B Tro hoidal Theor Wa e height fro through to rest is 1/20 of the wave length.
Therefore maximum shearing force usually occurs at about L/20 of the ship from each end.
For this reason collision B/H located L/20 of the ship length.
Q 43 : Explain Corrugated Bulkhead in detail?

A 43 :
CORRUGATED BULKHEAD
By using plain B/H lot of extra strengthening is needed

to added to a withstand hydrostatic pressure.
By using Corrugated B/H the strength is inherently
formed in construction this result in a large reduction in
weight.
Mostly in Dry Cargo ships, often in oil tanker used.
These are the bulkheads constructed on some ships for
avoiding the frames. These have tool spaces and shedder
plates within them. Sounding plates and hold ladder pass through them.
The edge of B/H which join shell plating may have stiffened flat plate fitted to increase transverse
strength.
A corrugated plate is stronger than a flat plate if subject to a bending moment or pillar load along
the corrugations.
Corrugations (or swedges) are formed on a corrugated bulkhead to eliminate the need to fit the
vertical stiffener, as in those of the plain bulkhead.
The elimination of vertical stiffeners also results in saving in steel weight and cost of stiffeners.
The angle of corrugation is normally about 45 degrees.
The troughs are vertical on transverse bulkheads but must be horizontal on continuous
longitudinal bulkheads, which form part of the longitudinal strength of the ship.
Diaphragm plates or horizontal stringers are fitted on the bulkhead to keep the corrugation
in place.
This B/H form very smooth surface in oil tanks allowed improve drainage and easy of
cleaning.
Q 44 : Explain Watertight B/H in Detail?

A 44:
WATERTIGHT BULKHEAD
FUNCTION:
They divide the ship into watertight compartments and thus restrict the volume of water
which may enter the ship if the shell plating is damaged.
In passenger ships, complicated calculations are carried out to ensure an arrangement of bulkheads
which will prevent the ship sinking if the ship is damaged to a reasonable extent.
The watertight compartments also serve to separate different types of cargo and to divide
tanks and machinery spaces from the cargo spaces.
In the event of fire, the bulkheads reduce to a great extent the rate of spread.
The transverse strength of the ship is increased by the bulkheads which have much the same
effect as the ends of a box.
They prevent undue distortion of the side shell and reduce racking considerably.
CONSTRUCTION:
Longitudinal deck girders and deck longitudinals are supported at the bulkheads which therefore
act as pillars, while at the same time they tie together the deck and tank top and hence reduce
vertical deflection when the compartments are full of cargo.
It is found that a bulkhead required to withstand a load of water in the event of flooding
will readily perform the remaining functions.
The number of bulkheads in a ship depends upon the length of the ship and the position of the
machinery space.
In ships more than 90 m in length, additional bulkheads are required, the number
depending upon the length. Thus a ship 140 m long will require a total of 7 bulkheads if the
machinery is amidships or 6 bulkheads if the machinery is aft, while a ship 180 m in length
will require 9 or 8 bulkheads respectively.
Each ship must have a collision bulkhead at least one twentieth of the ship's length from the
forward perpendicular, which must be continuous up to the uppermost continuous deck.
The stern tube must be enclosed in a watertight compartment formed by the stern frame and the
after peak bulkhead which may terminate at the first watertight deck above the waterline.
A bulkhead must be fitted at each end of the machinery space although, if the engines are
aft, the after peak forms the after boundary of the space. In certain ships this may result in
the saving of one bulkhead.
These bulkheads must extend to the freeboard deck and should preferably be equally spaced in
the ship.
The bulkheads are fitted in separate sections between the tank top and the lowest deck, and in the
'tween decks.
Watertight bulkheads are formed by plates which are attached to the shell, deck and tank top by
welding.
Since water pressure increases with the head, and the bulkhead is to be designed to withstand
such a force, it may be expected that the plating on the lower part of the bulkhead is thicker than
that at the top.
The bulkheads are supported by vertical stiffeners spaced 760 mm apart. Any variation in
this spacing results in variations in size of stiffeners and thickness of plating.
The ends of the stiffeners are usually bracketed to the tank top and deck although in some cases
the brackets are omitted, resulting in heavier stiffeners.
The bulkheads are tested for water tightness by hosing them using a pressure of 200 kN/m2.
If hose test is not practicable beacuse of possible damage to M/C, Electrical equipment
insulation, it may be replaced by careful visual examination of welded connection.
Tank which are intended to hold liquids, and which form part of the watertight subdivision
of the ship shall be tested for tightness and structural strength with water head. The water
head is in no case to less than top of the air pipes or to a level of 2.4 m above the top of the
tank whichever is greater.
We can do by dye penetrant test or an ultrasonic test.
The test is carried out from the side on which the stiffeners are attached.
It is essential that the structure should be maintained in a watertight condition.
If it is found necessary to penetrate the bulkhead, precautions must be taken to ensure
that the bulkhead remains watertight.
The after engine room bulkhead is penetrated by the main shaft, which passes through a
watertight gland, and by an opening leading to the shaft tunnel.
This opening must be fitted with a sliding watertight door. When pipes or electric cables
pass through a Bulkhead , the integrity of the bulkhead must be maintained.
NON-WATERTIGHT BULKHEADS
Q 45 : Explain NON-Water tight B/H?

Ans:
Any bulkhead which does not form part of a tank or part of the watertight subdivision of the ship
may be non-watertight.
Many of these bulkheads are fitted in a ship, forming engine casings and partitions in
accommodation. 'Tween deck bulkheads fitted above the freeboard deck may be of non-watertight
construction, while many ships are fitted with partial center line bulkheads if grain is to be carried.
Center line bulkheads and many deck-house bulkheads act as pillars supporting beams and deck
girders, in which case the stiffeners are designed to carry the load. The remaining bulkheads are
Lightly stiffened by angle bars or welded flats.
HATCH COVER
Q 46 : Explain Hatch Cover and Hatch Coaming?

Ans:
FUNCTION:
Cargo holds are fitted with hatch covers to prevent the contact of cargo with outer atmosphere i.e.
air, moisture, weather and water and to avoid cargo from getting wet.
Another important function of hatch cover is to maintain the water tight integrity of the ship at all
sea going condition by not allowing any ingress of water inside the cargo hold and disrupting the
stability of the ship.
Large hatches must be fitted in the decks of dry cargo ships to facilitate loading and discharging of
cargo.
It is usual to provide one hatch per hold or 'tween deck, although in ships having large holds two
hatches are sometimes arranged.
The length and width of hatch depend largely upon the size of the ship and the type of cargo likely to
be carried.
General cargo ships have hatches which will allow cargoes such as timber, cars, locomotives and crates
of machinery to be loaded.
A cargo tramp of about 10 000 tonne deadweight may have five hatches, each 10 m long and 7 m wide,
although one hatch, usually to No. 2 hold, is often increased in length.
Large hatches also allow easy handling of cargoes. Bulk carriers have long, wide hatches to allow the
cargo to fill the extremities of the compartment without requiring trimming manually.
Maintenance for Hatch Covers:

Hatch covers of cargo hold are generally made from light weight steel or high tensile steel.
They are fitted over a steel bar of the hold with a rubber packing inserted in between them to avoid
water ingress.
A proper routine maintenance to be performed by qualified officer on ship which must includes.
Examination of hatch cover,
hatch beams for corrosion,
cracks and material failure Keep Cleats,
hauling wire, rollers
chains and wedges in operational condition at all time Keep clean hatch cover tops and
all drainage holes to be kept clear
Look for any broken or missing gasket and replace it immediately.
The length of renewed gasket must be minimum 1 m
Before renewing rubber gasket, check and rectify steel to steel fault
Gasket rubber to be of approved type by class
Grease all the moving parts
Check for any hydraulic system leakage if cover is oil operated
Oil test to be performed for hydraulic system
Call surveyor after any major repair in the cover and its concerned parts
,
Testing of Hatch Covers:
After maintenance procedure it is advised to test the water tight integrity of the hatch cover by
different methods. The three methods to check water tightness of hold covers are:
1. Hose water Test:
In this test a water spray from a nozzle of 12mm diameter is sprayed over the joint of
hold and cover from a distance of 1m to 1.5 m with a pressure of 0.5 m/ second water jet.
The limitation or drawbacks of this test is that it requires two persons and hatch cover to be
tested must be empty.
The leakage if very minimal cannot be identified by naked eye and cannot be performed in sub
zero or cold weather.
2. Ultrasonic Test:
The Ultrasonic testing is a more accurate method of testing water tightness of hold and its cover.
In this system an ultrasonic generator is kept inside a closed and intact cargo hold.
A sensor of that unit is passed all over the compression joint and any low pressure area or point
detected by the instrument can be a leakage point.
An ultrasonic test is carried out using type-approved, efficient and reliable testing equipment.
This equipment consists of two parts: an ultrasound multi-transmitter and a hand-held detector.
The multi-transmitter is placed in the hold in a central position. It produces a uniformly
distributed omnidirectional sound throughout the hold space.
The sound energy is measured by the hand-held detector.
The transmitter sound is produced in a narrow frequency (kHz) band, and the detector is only
tuned to filter out this band. As inspectors wear headphones and read data off a digital display,
they are not hampered by surrounding noise and can detect any leaks.
The dete tor s uilt-in memory function also records the dB values, making the data
downloadable to a PC, so that it can be safely logged for reports.
For swift, clean and easy testing, ultrasonic technology can be used to check any opening on
board a ship that needs to be sealed
Few drawbacks of this instrument is it is not normally kept onboard and qualified person
is required to perform this test.
3. Chalk Test:
This is the oldest or most traditional method for testing hold cover compression, but it cannot
test the water tight integrity of the hold.
A layer of chalk powder is applied all over the steel back of the hatch and then the hatch cover
is closed and tightened to its normal values.
The impression of chalk on the rubber packing is then studied to check lack of compression
point shown by gap in the chalk marks.
HATCH COAMING
The hatches are framed by means of hatch coamings which are vertical webs forming
deep stiffeners.
The heights of the coamings are governed by the International Load Line Rules.
On weather decks they must be at least 600 mm in height at the fore end and either 450 mm
or 600 mm aft depending upon the draught of the ship.
Inside superstructures and on lower decks no particular height of coaming is specified.
it is necessary, however, for safety considerations, to fit some form of rail around any deck
opening to a height of 800 mm.
It is usual, therefore, at the weather deck, to extend the coaming to a height of 800 mm.
In the superstructures and on lower decks portable stanchions are provided, the rail being in
the form of a wire rope.
These rails are only erected when the hatch is opened.
The weather deck hatch coamings must be 11 mm thick and must be stiffened by a moulding
at the top edge. Where the height of the coaming is 600 mm or more, a horizontal bulb angle
or bulb plate is fitted to stiffen the coaming which has additional support in the form of stays
fitted at intervals of 3 m.
Q 47: What is Dye Penetration test? Why it is done? & How?

Ans:
This is the most common test method used to detect cracks in components on board ship.
Penetrant is same penetrating oil used to loose a rusted nut & bolt except it contains a Dye which will
find its way in to the smallest of cracks, even those invisible to the naked eye.
Some of them are FLUORESCENT DYE, which then used in conjunction with an ULTRAVIOLET LIGHT,
which makes the cracks Glow Green when ordinary lighting is reduced.
Some of them are DEVELOPER which makes the Dye stand out as a Red line.
This type usually comes in 3 aerosols
FIRST IS CLEANER, WHICH IS SPRAYED ON IT.
THEN THE COMPONENT IS ALLOWED TO DRY.
THEN THE PENETRATING DYE IS SPRAYED ON & AFTER 5 MINUTES THE EXCESS
COATING ON SURFACE IS WIPED OFF.
THE DEVELOPER IS SPRAYED ON WHICH WILL HIGHLIGHT ANY CRACK PRESENT.
Q 48 : Explain Deep tank? Where it is located? and function of it?

A 48:
DEEP TANK
FUNCTION:
Used to carry certain amount of water ballast.
Used to carry Dry cargo normally but water ballast when ship is light.
Used to carry Oil cargo provided that its Flash point not less than 600 c.
LOCATIN & CONSTRUCTION:

Tank extending from bottom or inner bottom up to higher than lowest deck.
It is FWD of M/C space to provide sufficient ballast capacity.
They are fitted with Hatches so they also may be used for Dry cargo, vegetable oil, as cargo.
Hatches prevent water to enter.
A wash plate must be fitted at the centerline to reduce the Free surface effect.
B/H stiffeners must be spaced not more than 600 mm apart and must be bracketed at the head and
foot.
Deck plating which forms the tank top must be at least 1 mm thicker than that boundary of B/H.
The tank structure is designed to a head of water up to top of the overflow pipe.
The tank being tested to this head or to height of 2.45 m above the top of the tank whichever is
higher.
Q 49: Draw and explain Double Bottom Tank?
A 49:
DOUBLE BOTTOM TANK
TRANSVERSELY FRAMED DOUBLE BOTTOM
If the double bottom is transversely framed, then transverse solid plate floors, and bracket floors with
transverse frames, provide the principal support for the inner bottom and bottom shell plating.
Solid plate floors are fitted at every frame space in the engine room and in the pounding region.
Also they are introduced in way of boiler seats, transverse bulkheads, toes of brackets supporting
stiffeners on deep tank bulkheads, and in way of any change in depth of the double bottom.
Where a ship is regularly discharged by grabs, solid plate floors are also fitted at each frame.
Elsewhere the solid plate floors may be spaced up to 3.0m apart, with bracket floors at frame
spaces between the solid floors.
The plate brackets of bracket floors are flanged and their breadth is at least 75 percent of the
depth of the center girder at the bracket floors.
To reduce the span of the frames, which should not exceed 2.5 meters, at the bracket floor,
vertical angle or channel bar struts may be fitted.
Vertical stiffeners usually in the form of welded flats will be attached to the solid plate floors, which are
further strengthened if they form a watertight or oil tight tank boundary.
One intercostal side girder is provided port and starboard where the ships breadth exceeds
10m but does not exceed 20m and two are fitted port and starboard where the ships breadth is
greater.
In way of the bracket floors a vertical welded flat stiffener is attached to the side girder.
Additional side girders are provided in the engine room, and also in the pounding region.
LONGITUDINALLY FRAMED DOUBLE BOTTOM

In a longitudinally framed double bottom, solid plate floors are fitted at every frame space
under the main engines, and at alternate frames outboard of the engine seating.
They are also fitted under boiler seats, transverse bulkheads, and the toes of stiffener brackets on deep
tank bulkheads.
Elsewhere the spacing of solid plate floors does not exceed 3.8m, except in the pounding region where
they are on alternate frame spaces.
At intermediate frame spaces brackets are fitted at the tank side, and at the center girder where
they may be up to 1.25 m apart.
Each bracket is flanged and will extend to the first longitudinal.
One intercostal side girder is fitted port and starboard if the ships breadth exceeds 1 4mtr , and
where the breadth exceeds 21 m two are fitted port and starboard.
These side girders always extend as far forward and aft as possible.
Additional side girders are provided in the engine room, and under the main machinery, and
they should run the full length of the engine room, extending three frame spaces beyond this
space.
Forward the extension tapers into the longitudinal framing system. In the pounding region there will
also be additional intercostal side girders.
As the unsupported span of the bottom longitudinal should not exceed 2.5m, vertical angle or
channel bar struts may be provided to support the longitudinal between widely spaced solid
floors.
Q 50: Panting and Pounding effect? How to resist Panting and Pounding? Draw Sketch?
A 50:
PANTING
As the waves pass along the ship they cause fluctuations in water pressure which tend to create
an in-and-out movement of the shell plating. The effect of this is found to be greatest at the ends
of the ship, particularly at the fore end, where the shell is relatively flat.
Such movements are termed panting and, if unrestricted, could eventually lead to fatigue of the material
and must therefore be prevented. The structure at the ends of the ship is stiffened to prevent any undue
movement of the shell.
ARRANGEMENTS TO RESIST PANTING
The structure of the ship is strengthened to resist the effects of panting from 15% of the ship's length
from forward to the stem and aft of the after peak bulkhead.
In the fore peak, side stringers are fitted to the shell at intervals of 2 m below the lowest deck.
Panting beam are fitted FWD of the Collision B/H below the lowest deck. Panting beam connected to
Beam knee.
Panting beam fitted alternate frame.
Beam space not more than 2 m apart vertically and supported by pillars.
Panting stringer are laid on each beam.
POUNDING
Pounding:
When a ship meets heavy weather and commences heaving and pitching, the rise of the fore end
of the ship occasionally synchronize with the trough of a wave. The fore end then emerges from
the water and re-enters with a tremendous slamming effect, known as pounding.
While this does not occur with great regularity, it may nevertheless cause damage to the bottom of the
ship forward. The shell plating must be stiffened to prevent buckling.
Pounding also occurs aft in way of the cruiser stern but the effects are not nearly as great.
ARRANGEMENT TO RESIST POUNDING:

Pounding effect expected in Bottom of ship 30% ship length abaft the stem.
So this 30% area pounding region are additionally strengthened in ships exceeding 65 m in
length.
Transversely framed:
Plate floor are fitted at every frame space and are connected to the outer bottom plating by continue
weld.
Longitudinal girder are fitted 2.2 m apart, extending vertically from the shell to the tank top.
Intermediate half height girder are fitted to shell.
Solid floor are fitted at every frame space and are attached to the bottom shell by continue welding.
Longitudinal framed:
If bottom shell of a ship longitudinally frame the spacing between longitudinal are reduced 700 mm and
are continue as FWD as practicable to the collision B/H.
Transverse floor are fitted alternate frame.
Side girder fitted not more 2.1 m apart.
WATER TIGHT DOOR
Q 51: Explain different type of Water tight door?

Ans:
Watertight door is fitted to any access opening in a watertight bulkhead. Such openings must be cut
only where necessary for the safe working of the ship and are kept as small as possible, 1.4 m high and
0.75 m wide being usual.
The doors may be mild steel, cast steel or cast iron, and either vertical or horizontal sliding, the choice
being usually related to the position of any fittings on the bulkhead.
The means of closing the doors must be positive, i.e., they must not rely on gravity or a dropping
weight.
Vertical sliding doors:

These are closed by means of a vertical screw thread which turns in a gunmetal nut secured to the door.
The screw is turned by a spindle which extends above the
bulkhead deck, fitted with a crank handle allowing complete
circular motion.
A similar crank must be fitted at the door. The door runs in
vertical grooves which are tapered towards the bottom, the
door having similar taper, so that a tight bearing fit is
obtained when the door is closed.
Brass facing strips are fitted to both the door and the frame.
There must be no groove at the bottom of the door to collect
dirt which would prevent the door fully closing.
An indicator must be fitted at the control position above the
bulkhead deck, showing whether the door is open or closed.
Horizontal sliding door:

It is operated by means of an electric motor A which turns a
vertical shaft B.
Near the top and bottom of the door, horizontal screw shafts C are turned by the vertical shaft through
the bevel gears D.
The door nut E moves along the screw shaft within the nut box F until any slack is taken up or the
spring G is fully compressed, after which the door
moves along its wedge-shaped guides on rollers
H.
The door may be opened or closed manually at
the bulkhead position by means of a hand wheel
J, the motor being automatically disengaged
during this operation.
An alarm bell gives warning 10 seconds before
the door is to close and whilst it is being closed.
Opening and closing limit switches K are built
into the system to prevent overloading of the
motors.
A de-wedging device may be fitted to release the
door from the wedge frame and to avoid
overloading the power unit if the door meets an
obstruction.
As the door-operating shaft turns, the spring-
loaded nut E engages a lever L which comes into
contact with a block M on the door frame.
As the nut continues to move along the shaft, a
force is exerted by the lever on the block,
Easing the door out of the wedge. Should a solid
obstruction be met, the striker N lifts a switch
bar P and cuts out the motor.
Hinged watertight doors:

it may be fitted to watertight bulkheads in
passenger ships, above decks which are 2.2 m or
more above the load waterline.
Similar doors are fitted in cargo ships to weather
deck openings which are required to be
watertight.
The doors are secured by clips which may be
fitted to the door or to the frame.
The clips are forced against brass wedges. The hinges must be fitted with gunmetal pins.
Some suitable packing is fitted round the door to ensure that it is watertight., six clips being fitted to the
frame.
WATERTIGHT DOOR WEATHERTIGHT DOOR
A watertight door prevents the A weather tight door is designed to be located

passage of water when exposed to on the deck of a ship/boat above the waterline,
a head of water. A typical head of where they can be subject to the adverse
water for a ship could range from weather conditions experienced offshore.
3-10 meters (tested up to 20
meters resistance).
Watertight doors are tested using a Weather tight doors are also designed to
pressure tank where a hydrostatic withstand brief submersion experienced from
pressure can be applied to the green seas. This means a weather tight door
door. can withstand a small head of water (generally
no higher than the height of the door).
The door is generally pressurized A weather tight door is generally tested with a
form the inside as this is worst high pressure hose, which is directed at the
case scenario. seal.
BOW THRUSTER
Q 52: Explain about Bow Thruster?

Ans:
BOW THRUSTERS FUNCTION:
Many ships are fitted with bow thrust units to improve their maneuverability.
They are an obvious feature in ships working within, or constantly in and out of harbor where close
control is obtained without the use of tugs.
They have also proved to be of considerable benefit to larger vessels such as oil tankers and bulk
carriers, where the tug requirement has been reduced.
CONSTRUCTION:
In all cases the necessity to penetrate the hull forward causes an increase in ship resistance and hence
in fuel costs, although the increase is small.
A popular arrangement is to have a cylindrical duct passing through the ship from side to side, in which
is fitted an impeller which can produce a thrust to port or to starboard.
The complete duct must lie below the waterline at all draughts, the impeller acting best when subject to
a reasonable head of water and thus reducing the possibility of cavitation.
The impeller may be of fixed pitch with a variable-speed motor which is reversible or has reverse
gearing.
Alternatively a controllable pitch impeller may be used, having a constant-speed drive.
Power may be provided by an electric motor, a diesel engine or a hydraulic motor.
Q 53: Explain Propeller Shaft with diagram?
Ans:
The propeller shaft is bolted to the main engine flywheel, passing through the thrust block then along
the shaft tunnel. Here it is supported by the shaft bearings before passing through the stern tube to
drive the ship's propeller.
The shaft is manufactured from forged steel, complete with coupling flanges. It is machined leaving a
larger diameter at the location of the shaft bearings; this section has to have a fine finish to run within
the white metal bearing.
The shaft coupling flange faces are accurately machined and the bolt holes reamed to accept fitted
bolts. They are bolted together using high tension bolting, which is tightened using hydraulic
tensioning gear.
The supporting bearings are cast in two halves and are usually white metal lined.
These have oil scrolls cut into them to distribute the splash lubrication. Nowadays ball bearing shaft
supports are being used, but they have been reported as being quite noisy with a tendency to run hot.
A typical prop shaft white metal bearing with splash lubrication is shown here.
Propeller drop.
the propeller shaft in the after peak tank is provided with inboard and outboard seals.these seals
contain nitrile rubber or Viton lip seal which seals against the bronze liner shrunk fit around the cast
iron propeller shaft.
After a few years it creates grooves on them and naturally loses sealing and sea water can easily find
its way inside. This reduces the lubrication effect and creates wear if the bronze liner.
Now as there is enough clearance the shaft will come down by certain amount because of the propeller
weight. This drop in propeller shaft is termed as propeller drop and is measured by POKERS gauge.
Q 54: Explain Rudder Carrier Bearing with diagram?
Ans:
The rudder carrier bearing takes the weight of the rudder on a grease lubricated thrust face.
The rudderstock is located by the journal, also grease lubricated. Support for the bearing is provided by
a doublers plate and steel chock.
Wedge type side chocks, welded to the deck stiffening, locate the base of the carrier bearing. The carrier
is of meehanite with a gunmetal thrust ring and bush.
Carrier bearing components are split as necessary for removal or replacement. Screw down
Lubricators is fitted, and the grease used for lubrication is of a water resistant type (calcium soap
based with graphite)
Wear down
A small allowance is made for wear down,
which must be periodically checked.
This may be measured either between pads
welded on top of the rudder and onto the
rudder horn, or between the top of the rudder
stock and a fixed mark on the inner structure of
the steering gear flat.
The latter generally involves the use of a
'Trammel gauge' which takes the form of a 'L'
shaped rod made to fit the new condition of the
gear.
As wear down occurs it can easily be checked
with this gauge.
The rudder is prevented from jumping by
rudder stops welded onto the stern frame.
These limits refer to rudders of traditional design and are governed by both the physical layout of the
rudder and actuator but also due to the stall angles of the rudder. I.e. the angle at which lift (turning
moment) is reduced or lost with increasing angle of attack.
There are designs of rudder such as Becker flap which have increased stall angles up to 45o
Rudder wear down measurement: (Ram type Steering Gear)

At sea:
1) Jumping clearance or bouncing clearance, measured between swivel block and upper ram fork end.
(Limit is 19mm)
2) Wear down clearance, measured between swill block and bottom ram fork end.
(Limit is 12-19mm)
At docking:
1) Bouncing clearance: measured between top of rudder and jumping bar.
2) Wear down clearance: between the bottom of rudder and reference mark.
Reasons for critical contouring of thrust face;

I. For lubrication ii. Conical in order to prevent sideslip and centralize
rudder iii. Projected area gives greater bearing area allowing smaller
diameter bearing
Rudder wear
Down refers to the measurements taken generally during a docking period to indicate excessive wear
in the steering gear system particularly the rudder carrier.
This wear down or rudder drop is measured using a special L shaped instrument called Tramel.
When the vessel is built a distinct center punch mark is placed onto the ruder stock and onto a
suitable location on the vessels structure, here given as a girder which is typical.
The trammel is manufactured to suit these marks As the carrier wears the upper pointer will fall
below the center punch mark by an amount equal to the wear down.
Rudder Clearance
Pads are welded to the hull and rudder. A clearance is given (sometimes referred to as the jumping
clearance). As the carrier wears this clearance will increase
Q 55: Explain Shaft tunnel?
A 55:
SHAFT TUNNEL
When the machinery space is divided from the after peak by one or more cargo holds, the
main shafting must be carried through the holds.
A tunnel is then built round the shaft to prevent contact with the cargo and to give access to the
shaft at all times for maintenance, inspection and repair.
The tunnel is watertight and extends from the after machinery space bulkhead to the after
peak bulkhead.
It is not necessary to provide a passage on both sides of the shaft, and the tunnel is therefore built
off the centerline of the ship, allowing a passage down the starboard side.
The top of the tunnel is usually circular except in a deep tank when it is more convenient to
fit a flat top.
The tunnel stiffeners or rings are fitted inside the tunnel although in insulated ships and in
tunnels which pass through deep tanks, the rings are fitted outside the tunnel.
The rings may be welded to the tank top or connected by angle lugs.
The plating is attached to the tank top by welding or by a boundary angle fitted on the opposite
side of the plating to the stiffeners.
The stiffeners and plating must be strong enough to withstand a water pressure without
appreciable leakage in the event of flooding.
The scantlings are therefore equivalent to those required for watertight bulkheads. Under the
hatches the tunnel top plating is increased by 2 mm unless wood sheathing is fitted.
One of the side plates is arranged so that it may easily be removed, together with the stiffeners, to
allow the main shafting to be unshipped.
The shaft tunnel is used as a pipe tunnel, the pipes being carried along the tank top with a
light metal walking platform fitted about 0.5 m from the tank top.
The shaft is supported at intervals by bearings which are fitted on shaft stools.
The tops of the stools are lined up accurately to suit the height of the shaft, although adjustments to
the height of bearings are made when the ship is afloat.
The stools are constructed of 12 mm plates, riveted or welded together, the latter being the
most usual.
They are attached to the tunnel rings to prevent movement of the bearings which could lead to
damage of the shaft.
The loads from the bearings are transmitted to the double bottom structure by means of longitudinal
brackets.
Manholes are cut in the end plates to reduce the weight and to allow inspection and
maintenance of the stools.
Q 56: Explain different type of method to reduce Rolling?
Ans:
Various Methods of Reducing Rolling are:-
1) Fin stabilizer
These work very much like aircraft wing in that they provide lift, positive or negative depending upon
their aspect relative to water flow.
Fins are of aero foil cross section and are provided with tail flaps which can be moved relative to the
main fin.
This is accomplished automatically as the main fin is rotated. Main fins usually have a maximum
movement of 20 degrees up or down whilst the tail can move a further 30 degrees relative to the
main flap.
Two fins extend from the ship side at about bilge level.
They are turned in opposite directions as the ship rolls.
The forward motion of the ship creates force on each fin and hence produces a moment opposing the
roll. When the fin is turned down, the water exerts an upward force.
When the fin is turned up, the water exerts a downward force.
The fins are usually rectangular, having aero foil cross-section, and turn through about 20".
Many are fitted with tail fins which turn relative to the main fin through a further 10".
The fins are turned by means of an electric motor driving a variable delivery pump, delivering oil
under pressure to the fin tilting gear.
The oil actuates rams coupled through a lever to the fin shaft.
Most fins are retractable, either sliding into fin boxes transversely or hinged into the ship. Hinged.
fins are used when there is a restriction on the width of ship- which may be allocated, such as in a
container ship.
2) Bilge keel
When ships were first built of iron instead of wood a bar keel was fitted, one of its advantages being
that it acted as an ant rolling device.
With the fitting of the flat plate keel the ant rolling properties were lost. An alternative method was
supplied in the form of bilge keels which are now used in the majority of ships.
These projections are arranged at the bilge to lie above the line of the bottom shell and within the
breadth of the ship, thus being partially protected against damage.
The depth of the bilge keels depends to some extent on the size of the ship but there are two main
factors to be considered;
(a) the web must be deep enough to penetrate the boundary layer of water
travelling with the ship
(b) if the web is too deep the force of water when rolling may cause damage.
Bilge keels 250 mm to 400 mm.in depth are fitted to oceangoing ships.
The keels extend for about one half of the length of the ship amidships and are tapered gradually at the
ends.
3) Tank stabilizer
There are three basic systems of roll-damping using free surface tanks:
(a) Passive Tanks
(b) Controlled Passive Tanks
(c) Active Controlled Tanks
These systems do not depend upon the forward movement of the ship and are therefore suitable for
vessels such as drill ships.
In introducing a free surface to the ship, however, there is a reduction in stability which must be
considered when loading the ship.
(a) Passive Tanks
Two wing tanks are connected by a duct having a system of baffles .

The tanks are partly-filled with water.
When the ship rolls, the water moves across the system in the direction of the roll. As the ship
reaches its maximum angle and commences to return, the water, slowed by the baffles, continues
to move in the same direction.
Thus a moment is created, reducing the momentum of the ship and hence the angle of the
subsequent roll.
The depth of water in the tanks is critical and, for any given ship, depends upon the metacentric
height.
The tank must be tuned for any loaded condition by adjusting the level, otherwise the movement
of the water may synchronize with the roll of the ship and create dangerous rolling conditions.
Alternatively the cross-sectional area of the duct may be adjusted by means of a gate valve.
(b) Controlled Passive Tanks
The principle of action is the same as for the previous system, but the transverse movement of the
water is controlled by valves operated by a control system similar to that used in the fin stabiliser.
The valves may be used to restrict the flow of water in a U-tube system, or the flow of air in a fully-
enclosed system.
The mass of water required in the system is about 2% to 2+% of the displacement of the ship.
(c) Active Controlled Tanks

In this system the water is positively driven across the ship in opposition to the roll. The direction
of roll, and hence the required direction of the water, changes rapidly.
It is therefore necessary to use a uni-directional impeller in conjunction with a series of valves.
The impeller runs continually and the direction of the water is controlled by valves which are
activated by a
Careful design of the tank in terms of its shape, water capacity and vertical positioning in the ship
allows control to be exercised with respect to rolling.
With correct design of tank the water oscillating period will equal the roll period of the ship but its
motion will lag behind that of the ship by one quarter of the roll period and behind the wave by
half of the roll period.
Water in the tank thus opposes the wave action producing the roll. Water movement between the
tanks is regulated to some extent by the air valves.
With the valves closed the system is put out of action. With this arrangement, known as the
controlled passive system, the mass of water to about 2 to 2.5% of the ships displacement.
Q 57: Explain & Draw Torsion Box? Location of it? (Most imp question for container ship)
a: what is Racking and how to resist it?
b: Why in Tanker there is no Torsion Box?
A 57, a, b:
TORSION BOX
LOCATION: Runs from Collision B/H to AFT peak B/H in both PORT & STBD side.
PREVENT:
Torsional bending on ships due to the torsional moment on ship caused by the dynamic
movement of the wave.
To avoid Racking Effect caused by the Sheer Stress on the vessel.
RACKING EFFECT:
When a ship is rolling, the deck tends to move laterally relative to the bottom structure, and
the shell on one side to move vertically relative to the other side. This type of deformation is
referred to as racking .
When a ship rolls there is a tendency for the ship to distort transversely in a similar way to that
in which a picture frame may collapse. This is known as racking.
It is reduced or prevented by the beam knee and tank side bracket connections together with the
transverse bulkheads, the latter having the greatest effect.
Transverse bulkheads primarily resist such transverse deformation, the side frames contribution
being insignificant provided the transverse bulkheads are at their usual regular spacings.
THEORY:
TORSION: When anybody is subject to a twisting moment which is commonly referred to as torque,
that body is said to be in torsion.
A ship heading obliquely (45) to a wave will be subjected to righting moments of opposite direction
at its ends twisting the hull and putting it in torsion .
In most ships these torsional moments and stresses are negligible but in ships with extremely wide
and long deck openings they are significant.
A particular example is the larger container ship where at the topsides a heavy torsion box girder
structure including the upper deck is provided to accommodate the torsional stresses.
OIL TANKER has many transverse bulkheads which act as a main stiffening member as a racking
and twisting along with we have the uppermost continue deck which doesnt have any opening
hatch compare to dry cargo ship. So Oil Tanker didnt have additional stiffening member like
Torsion box.
IN BULK CARRIER have small hatch opening and it has sufficient deck space or deck stiffening
member which are sufficient to counteract the twisting moment.
Q 58: What is Standard Fire test? Explain Class of Bulkhead also called Thermal Bulkhead?
Ans :
STANDARD FIRE TEST
A standard fire test is a test in which specimens of the relevant bulkheads or decks are exposed in a
test furnace to temperatures corresponding approximately to the standard time-temperature curve in
accordance with the test method specified in the Fire Test Procedures.
Specimen shall have an expose surface not less than 4.65 m2 and height 2.44 m including at
least one joint.
CLASS A BULKHEAD:
A" class divisions are those divisions formed by the bulkheads and decks which comply with the
following criteria:
they are constructed of steel or other equivalent material;
they are suitably stiffened;
they are insulated with approved non-combustible materials such that the average
Temperature of the unexposed side will not rise more than 140C above the original
temperature, nor will the temperature, at any one point, including any joint, rise more than
180C above the original temperature, within the time listed below:
Class A-60 60min
Class A-30 30Min
Class A-15 15Min
Class A-0 0Min
They are constructed as to be capable of preventing the passage of smoke and flame to the end
of the one-hour standard fire test.
CLASS B BULKHEAD:
"B" class divisions are those divisions formed by bulkheads, decks, ceilings or linings which comply
with the following criteria:
They are constructed of approved non-combustible materials and all materials used in the
construction and erection of "B" class divisions are non-combustible.
They have an insulation value such that the average temperature of the unexposed side will
not rise more than 140C above the original temperature, nor will the temperature at any one
point, including any joint, rise more than 225C above the original temperature, within the
time listed below:
Class B-15 15 min
Class B-0 0 min
They are constructed as to be capable of preventing the passage of smoke and flame to the end
of the first half hour standard fire test.
CLASS C BULKHEAD:
"C" class divisions are divisions constructed of approved non-combustible materials. They need meet
neither requirements relative to the passage of smoke and flame nor limitations relative to the
temperature rise.
He can ask you some definition from this:

Non-combustible material: is a material which neither burns nor gives off flammable vapours in
sufficient quantity for self-ignition when heated to approximately 7500 C, this being determined in
accordance with the Fire Test Procedures.
Flashpoint is the temperature in degrees Celsius (closed cup test) at which a product will give off
enough flammable vapour to be ignited.
ANTI-HEELING SYSTEM
Q 59: Explain Anti heeling system? How it will work?

Ans:
When the ship tilts any of its sides, i.e. port and starboard and doesnt return back to its
upright position, it is known as heeling of the vessel.
Heeling is unsafe for ship, its machineries and people onboard.
The main reasons of ships heeling are strong winds, hard and speedy turns and uneven cargo loading.
Out of the three reasons, the most common cause is uneven cargo loading and unloading.
Anti-heeling System
The anti-heeling system of a ship automatically detects the heeling angle of the ship and compensates
the same.
This allows the vessels to have continues loading and unloading cargo operation without stopping in
between for list correction.
This saves considerable amount time on the port.
In this system, ballast tanks are internally connected to each other by means of pipe lines, automatic
valves and control systems.
When the ship heels to any of the sides, the heeling sensor sends the signal for change of ships angle
with respect to the ships upright position to the master control panel.
This change in heeling angle is compensated by methods of auto transferring the water from the
heeled side to the other side of the ship, making the vessel upright.
Level control switches are also installed in the ballast tank involved with the anti-heeling system to
avoid low level or over filling and hence over pressurizing of the tanks.
Types of Anti Heeling System

There are two widely used anti heeling system on board ships:
1) Pneumatic system:
This system comprises of air purging arrangement and regulating valve system to force the air on the
top of ballast tank.
The air is forced on one tank and purged from the other, making the water rapidly flow from
pressurized to purged tank.
This transfer of water is used to upright the vessel in quick time.
2) Water pump system:
The pump system consists of electrical motor driven water pump, which can be a reversible or
non-reversible pump, connected with remote controlled valves that can direct ballast water flow
in between the tanks.
Advantages of Anti Heeling System:

Allows safer and rapid cargo loading and unloading.
Shortens harbor time and saves port dues.
Reduces damage to ramp, rolling cargo and containers. Ensures safety of the ship and personals
Safety of the system:

Limit switch only
ENCLOSED SPACE ENTRY
Q 60: How you will enter in ENCLOSED SPACE with safety?

Ans:
Risk assessment carried out by 2/E or C/O.
Meeting discussing the possible of hazards situation.
A list of work, which is should be done is made for easy and fast work.
Risk assessment includes rescue operation work done etc.
Assuming about Toxic gas present.
Opening and securing the enclosed space cover with precaution.
(CHECK IF SPACE IS PRESSURISED OR NOT)
All fire hazards risk should minimize if hot work is carried out.
(THIS CAN BE DONE BY EMPTY FUEL OR CHEMICAL TANK NEARBY HOTWORK)
The space should be well ventilated
Space should be check for sufficient O2 level and check for other gas
O2 level should 21% by volume Percentage less than that is not acceptable and more time for
ventilation should be given in such circumstances.
Enough lighting and illumination should be present in the enclosed space before entering.
A proper permit to work has to be filled out and checklist to be checked so as to prevent any accident
which can endanger life.
Permit to work is to be valid only for a certain time period. If time period expires then again new permit
is to be issued and checklist is to be filled out.
Permit to work has to be checked and permitted by the Master of the ship in order to work in confined
space.
Proper signs and Men at work sign boards should be provided at required places so that person should
not start any equipment, machinery or any operation in the confined space endangering life of the
people working.
Duty officer has to be informed before entering the enclosed space.
The checklist has to be signed by the person involved in entry and also by a competent officer.
One person always has to be kept standby to communicate with the person inside the space.
The person may also carry a life line with him inside.
The person should carry oxygen analyzer with him inside the enclosed space and it should be on all
the time to monitor the oxygen content.
As soon as level drops, the analyzer should sound alarm and the space should be evacuated quickly
without any delay.
No source of ignition has to be taken inside unless the Master or competent officer is satisfied.
The number of persons entering should be constrained to the adequate number of persons who are
actually needed inside for work.
The rescue and resuscitation equipment are to be present outside the confined space. Rescue
equipment includes breathing air apparatus and spare charge bottles.
Means of hoisting an incapacitated person should be available.
After finishing the work and when the person is out of the enclosed space, the after work checklist has
to be filled.
The permit to work has to be closed after this
The above mentioned procedure is extremely important to entering an enclosed space. These
points are imperative to risk any crew members life while entering a confined space.
BILGE HOLDING TANK CLEANING WITH SAFETY
Q 61: How you will clean Bilge Holding tank with following safety? And what are they?
Ans:
First you make sounding of the tank.
Now inform to bridge for discharging water from the tank via OWS, and note down your position
of the ship, if should be outside of the special area.
Discharge as much as possible bilge water to overboard.
Via 15 ppm alarm testing
If not possible than transfer into SLOP tank.
Or send it to SHORE facility.
Note down entry into ORB.
Now before you went for cleaning the tank after transfer, filled Enclosed space entry first.
The space should be well ventilated
Space should be check for sufficient O2 level and check for other gas
O2 level should 21% by volume Percentage less than that is not acceptable and more time for
ventilation should be given in such circumstances.
Enough lighting and illumination should be present in the enclosed space before entering.
A proper permit to work has to be filled out and checklist to be checked so as to prevent any accident
which can endanger life.
Permit to work is to be valid only for a certain time period. If time period expires then again new
permit is to be issued and checklist is to be filled out.
Permit to work has to be checked and permitted by the Master of the ship in order to work in confined
space.
Proper signs and Men at work sign boards should be provided at required places so that person
should not start any equipment, machinery or any operation in the confined space endangering life
of the people working.
Duty officer has to be informed before entering the enclosed space.
The checklist has to be signed by the person involved in entry and also by a competent officer.
One person always has to be kept standby to communicate with the person inside the space.
The person may also carry a life line with him inside.
The person should carry oxygen analyzer with him inside the enclosed space and it should be on all
the time to monitor the oxygen content.
As soon as level drops, the analyzer should sound alarm and the space should be evacuated quickly
without any delay.
No source of ignition has to be taken inside unless the Master or competent officer is satisfied.
The number of persons entering should be constrained to the adequate number of persons who are
actually needed inside for work.
The rescue and resuscitation equipment are to be present outside the confined space. Rescue
equipment includes breathing air apparatus and spare charge bottles.
Means of hoisting an incapacitated person should be available.
After finishing the work and when the person is out of the enclosed space, the after work checklist
has to be filled.
The permit to work has to be closed after this
Q 62: How is propeller fitting done? Explain procedure? How is it secured?
A 62:
1. Check propeller shaft:

After removing the old propeller check that the shaft taper, key and thread are undamaged.
Try the propeller shaft nut on the shaft thread.
The shaft taper should be clean and dry.
Five minutes with a dial indicator while the shaft is still installed can save a lot of agony and
expense later.
Even a slightly bent shaft can ruin your boating pleasure. If you don't have a dial indicator, you
can use the following method.
Rest a pointed stick on the rudder, aligning the pointed end with the machined center of the
shaft, than rotate the shaft.
Any deviation will be apparent indicating the tapered end of the shaft may be bent.
2. Bearing check:
Before installing your new prop ensure that the shaft bearing is not worn.
A worn bearing or shaft will not be suitable for any propeller, so if it is worn, replace it. If there
is too much play of the shaft in the bearing, the bearing must be replaced or vibration and
damage to the shaft can occur.
Please note that certain types of bearings require some clearance.
If not sure contact the manufacturer and ask them what the maximum allowable clearance is.
3. Check key and keyway:

Check that the key fits the keyway. Ensure the key slides through the new props keyway
without jamming at any point or with no apparent slop.
It will be helpful to mark the direction of the key in the keyway.
4. Propeller fit:
Dry fit the propeller to the shaft, without the key in place first. Check that the propeller does
not rock on the taper.
Mark the shaft at the forward end of the propeller hub.
This is most is important - to first fit the new prop onto the shaft without the key in place and
to mark the shaft at the forward edge of the prop hub. Remove the prop and place the key into
the shaft keyway.
Slide the prop back onto the shaft and check that the forward edge of the hub comes to your
shaft mark.
If not then it is likely that the key is too large, and the propeller is not seated to the shaft taper
correctly.
Remove the prop and file the top of the key down until the prop will slide on to the shaft and
reach the mark.
This will ensure that the prop is now correctly seated on the shaft taper.
5. Fit propeller to shaft:

It is good practice to "lap" the propeller to the shaft. I
It only takes a few minutes and will improve the fit. Purchase some coarse valve grinding
compound from an automotive supply store.
Liberally coat the tapered end of the shaft and the bore of the propeller with the grinding paste.
Slide the propeller onto the shaft.
Apply gentle pressure and rotate the propeller on the shaft 90 to the right, then 90 to the left
and repeat this several times.
Occasionally remove the propeller from the shaft and wipe out the valve grinding compound
and visually inspect the bore.
Continue this until a minimum fit of 75% is achieved. Most valve grinding compounds are water
soluble and wash off easily with soap and water.
6. Check propeller position:

Carefully clean the propeller and the shaft and check the "dry fit" once more. You will probably
notice that the propeller goes to a different position on the shaft than before.
Mark this new position.
7. Install propeller:
Install the propeller with the key fitted to the shaft. Some people prefer to use a lubricant on
the shaft, we do not recommend this.
Check that the propeller goes up to the mark o the propeller shaft. If it does not, the propeller
is sitting on the key and you must reduce the height of the key to overcome this problem.
Draw the propeller up the taper using the propeller locking nut, then lock this nut with the
second nut.
Don't forget to fit a new cotter pin.
8. Painting propellers:
Painting your propeller will degrade the performance. Barnacles, on the other hand will
degrade the performance more than properly applied paint.
If you use the boat often painting is not necessary. If you have the bottom regularly cleaned then
painting is also not required.
On the other hand, if you are like most of us and use the boat not as often as you would like, then
painting may be helpful. A good alternative is the specialized silicon propeller coatings
e.g. PROPSPEED which works because they are slick;- any marine growth slides off the metal
surface when moving through the water.
Here is one procedure for painting propellers:
A. The propellers will be clean when you receive them apart from a light coat of oil. Remove
this oil film using alcohol or acetone.
B. Choose a good quality Zinc Chromate primer and lightly coat the propellers.
C. The anti-fouling paint to use o the propellers is sold under various trade names as
Outdrive Anti-fouling Paint in spray cans. Spray 2-3 light even coats of paint on the propellers
taking care not to get any paint into the bore of the hub.
D. Allow at least 48 hours drying time before putting the propellers into service.
E. It is best not to apply standard anti foul paint with a brush as it tends to "spin off" the
propellers quickly and cannot be applied as evenly as spray paint.
9. Alignment check:
After the boat has been in the water for 24 hrs, the engine alignment should be checked.
10. Shaft zinc anode:

Shaft anodes should be fitted as far forward on the shaft as possible, or as near to the cutlass
bearing as practical so it does not disturb the water flow to the propeller.
11. Vessel performance

Record your vessels performance after the hull is cleaned and while the propeller is in good
condition. Note of the top RPM and speeds achieved.
This data will be very useful when fine tuning your propellers etc.
Q 63: Type of Crude? What is Sweet and Sour crude?

A 63:
Crude: Natural or Raw state which is not yet processed or Refine.
Sweet Crude:
Crude which has Hydrogen Sulphate ( H2S ) less than 25
ppm
Crude which has sulphur is between 0.42-0.50 % .
Crude contain small amount of H2S and CO2 and is
commonly used in process into Gasoline, kerosene and High
quality diesel.
Sour Crude:
Crude which has Hydrogen Sulphate ( H2S ) more than
25 ppm Crude which has sulphur is more than 0.50 %
Crude contain small amount of H2S and CO2 but impurities
are more and to remove impurities more processing charge.
and is commonly used in process into heavy fuel oil.
Q 64: Regulation of SOUNDING PIPE?

a: Safety provided on sounding pipe?
Ans. 64,a:
SOLAS Regulation for SOUNDING PIPE:
Sounding pipe for Bilges, Coffer dams, and Double bottom tanks situated in the machinery
space.
All sounding pipe shall extend to position above ships bulkhead deck which shall at all
time accessible.
Sounding pipe diameter should not be less than 32 mm is it general required.
But where they pass through refrigerated spaces to allow for icing, a minimum
diameter is 65 mm where temp at 00 C or less.
Sounding pipe for the bilges of insulated holds shall be insulated and not less than 65 mm in
Diameter.
Safety on Sounding pipe:

A thick steel doubling or Striking plate shall be securely fixed below each sounding pipe
for the sounding rod to strike upon.
It is fitted with the parallel plug with an arrangement which gets open on being loaded and
gets automatically closed when released to avoid the damage in case a person forget to close
the sounding cap.
It is always located close to the suction pipe to get the correct sounding for the pump to take
the suction.
Q 65: Dimension of International Shore coupling, Sewage Coupling, and Bilge line coupling?
Ans :
Dimension International Bilge Coupling Sewage Coupling

Shore Coupling
( 500 GT and
above have at
least one )
O.D 178 mm 215 mm 210 mm
I.D 64 mm According to O.D of According to O.D
pipe of pipe
Bolt Circle Diameter 132 mm 183 mm 170 mm
Flange Thick 14.5 mm 20 mm 16 mm
Slot in Flange 4 6 4
Diameter of Slot 19 mm 22 mm 18 mm
Bolt & Nuts 4/4 6/6 4/4
Diameter of Bolt 16 mm 20 mm 16 mm
Length of Bolt 50 mm Suitable length Suitable length
Pipe inner diameter ----------------------- --------------------- 100 mm
-

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MEO Class 4 Function 3

Safety, Ship Construction &

Quick Reference Notes

Prepared By:- Guided By-

T.P.A: Thermal Protective Aid

LIFE BUOY SELF-IGNITING LIGHT SELF- ACTIVATING SMOKE SIGNAL

RIGID LIFE JACKET INFLATABLE LIFE JACKET LIFE JACKET LIGHT

IMMERSION SUIT ANTI EXPOSURE SUIT THERMAL PROTECTIVE SUIT

Q 3: LIFE JACKET and its SOLAS regulation?

Q 4: : What is IMMERSION SUIT? Also tell its SOLAS regulation?

Buoyant Smoke Signal

Q 8: Explain about Walkie-Talkie or Two-way VHF radio telephone?

Q 11: What is GMDSS? In which SOLAS chapter it will come?

GENERAL LIFE SAVING APPLIANCES

LINE THROWING APPLIANCES

EEBD includes the following:

The equipment consists of:

An approximate Consumption and duration table:

Light Work 12 20 100 60 150 90

Nominal Working Duration = (fully charged cylinder capacity) -10 minutes.

Additionally requires following checks to be carried out:

15 KN for more than 25 person life raft permitted to accommodate.

Equipment contain in LIFE RAFT as per SOLAS.

MARKING ON LIFE RAFT CONTAINER as per SOLAS:

MARKING ON LIFE RAFT as per SOLAS:

SAFETY ON LIFE RAFT:

LAUNCHING OF LIFE RAFT MANUALLY:

There are three types of lifeboats used on merchant vessels:

SOLAS Regulations of lifeboat.

Regulation for lifeboat engine.

Regulation for the life boat hook:

Specialty of Tanker lifeboats.

Equipment contain in LIFE Boat as per SOLAS.

MARKING on LIFE BOAT as per SOLAS ( in ROMAN alphabet)

MAINTENANCE and weekly checks.

Launching of life boat:

Before lower life boat check battery is properly charged.?

Off load mechanism:

Q 17: Explain FIRE FIGHTING APPLIANCE?

SCABA set Emergency Gen.

Fire Man s outfit Fire Alarm Quick closing valve

1. STARVATION: Cutting of FUEL.

PORTABLE FIRE EXTINGUISHER

WATER TYPE (SODA ACID TYPE) P.F.E

Working principle on =COOLING effect

Duration of working = 6 meter jet length for 60 second

Working principle on =SMOOTHERING effect

DRY-CHEMICAL POWDER TYPE

Working principle on =SMOOTHERING effect

SODIUM BICARBONATE + MAGNESIUM STEARATE

NaHCO3 + Mg ( C18 H35 O2 )2

SEMI PORTABLE EXTINGUISHERS:

HEAT DETECTOR SMOKE DETECTOR FLAME DETECTOR

FIXED TEMP BIMETAL

RATE OF RISE TEMP

FUSIBLE LINK TYPE

Types of Smoke Detector:-

Principle of this system: SMOOTHERING and COOLING, reduce O2 %

CO2 bottle assembly