DEDICATED TO

DEAREST “KRISHNA CHANDRAN”

- GOKUL RAJARAM
Function 3
Load line convention
Draw cargo hold smoke detector
What is uptake fire – u know
What is scavenge fire – motor file
What is NOX technical code and why required
EXPLIAN EEDI ?
EXPLAIN SEEMP?
WHAT‟S SOLAS CHAP II – 2 ? – fss code !

*Draw DB Tank cross-section

*What is Free Surface Effect? Result of it?
What is the purpose of dead rise or rise of floor ?
*Ballast Water Management. Different methods of reducing harmful effects
What is enhanced survey programme
What is conditional assessment scheme?
*Regulations for Incinerator in Marpol
What is dead rise or rise of floor?
*In which annex does Info about Incinerator come?– annex VI
*Hyper mist System principle and diagram
*Different types of Bulkheads
*Pump room ventilation arrangement
*Explain Inclining Experiment. Why is it done?
How is bilge keel attached ?

ship stability booklet

How do you know if your ship is following ism

CAT. A MACHINERY SPACE

*Incinerator regulations(REF ANNEX VI – under marpol in this page)
*ORB entry rules. Example of an entry made with Code etc
*Hypermist system- what types of sensors. When does pump cut in. (flame and smoke)
electromagnetic brake
ISM CODE
safety mgmt. certificate ( issued to the ship on compliance with SMS(safety mgmt. system))
Document of compliance – what „s it?
mast riser

what is RO/RSO
DIFFERENCE B/W BCH CODE AND IBC CODE ?
CERT AND DOCS REQUIRED TO BE CARRIED ON BOARD ?
HV vent
PV VALVE
Other questions

conformity n non-conformity?
BUNKER DELIVERY NOTE
WHAT IS MARPOL LINE
WHAT DOES LOAD ON TOP MEAN?
CSR – CONTINUOUS SYNOPSIS RECORD

SOPEP – EVERY THING ABOUT IT

BATTERY ROOM SAFTIES

ENCLOSED SPACE ENTRY

 AMENDMENTS TO MARPOL

ANNEX I –

Chapter 8 - Prevention of pollution during transfer

of oil cargo between oil tankers at sea (new)

Regulation 40: Scope of application

 Applicable to Oil Tankers, GT >= 150
 For tankers engaged in the transfer of oil cargo between oil tankers at sea (STS operations)

 Not apply to oil transfer operations associated with fixed or floating platforms including drilling rigs

 The regulations contained in this chapter shall not apply to bunkering operations

 Does not apply, if done to save life at sea or safety of ship

 Does not apply to Naval Ship

Regulation 41: General rules on safety and

environmental protection
 Every vessel must carry a STS Ops plan. This must be in working language of the ship.
 It must be presented before first, annual or intermediate survey when held >= 1 Jan 11
 The STS Plan may be incorporated in the SMS of the vessel as per SOLAS Ch IX
 The person in overall advisory control of STS operations shall be qualified to perform all relevant duties, taking

into account the qualifications contained in the best practice guidelines for STS operations

Regulation 42: Notification

 Each oil tanker subject to this chapter that plans STS operations within the territorial sea, or the exclusive

economic zone of a Party to the present Convention shall notify that Party not less than 48 h in advance of the

scheduled STS operations.

 The notification must include the following info:

1. Name, flag, call sign, IMO Number and estimated time of arrival of the oil tankers involved in the STS operations
2. Date and Time of Ops including the geographical location
3. Whether STS Ops to be done at anchor/underway
4. Type of oil to be transferred
Chapter 9 - Special requirements for the use
or carriage of oils in the Antarctic area

Regulation 43: Special requirements for the use or carriage of

oils in the Antarctic area
1 With the exception of vessels engaged in securing the safety of ships or in a search and rescue operation,

the carriage in bulk as cargo or carriage and use as fuel of the following:

.1 crude oils having a density at 15°C higher than 900 kg/m3;

.2 oils, other than crude oils, having a density at 15°C higher than 900 kg/m3 or a kinematic viscosity

at 50°C higher than 180 mm2/s; or

.3 bitumen, tar and their emulsions,

shall be prohibited in the Antarctic area, as defined in Annex I, regulation 1.11.7.

2 When prior operations have included the carriage or use of oils listed in paragraphs 1.1 to 1.3 of this
regulation, the cleaning or flushing of tanks or pipelines is not required.

ANNEX IV :

It had only 4 chapters, 12 regulations.

Now Regulation 13 has been added under chapter 5 – “PORT STATE CONTROL”

1. A ship when In port of another party is subjected to inspection by duly authorised persons
if there are grounds to believe that the ship‟s master or crew are not familiar with
essential shipboard procedures relating to prevention of pollution by sewage.
2. The party shall take all the measures to ensure that the ship leaves port until all the
situation has been brought to order in accordance with the requirement of this annex

ANNEX VI

NOX :-
TIER N < 130 rpm 130<n<2000 N > 2000 YEAR
TIER 1 17 g/KW hr 45 x n -.2 9.8 2000
TIER 2 14.4 44 X n -.23 7.7 2011
TIER 3 3.4 9 x n -.2 1.96 2016
(eca)

SOX
GLOBAL YEAR ECA YEAR
4.5% 2000 1.5% 2000
3.5% 2010.07 – 2020 1% 2010.07 – 2015
0.5% > 2020 0.1% >2015
North American ECA MARPOL amendments enter into force on 1
August 2011

North American ECA

Amendments to MARPOL Annex VI (Prevention of air pollution from ships) will formally establish
a North American Emission Control Area, in which emissions of sulphur oxides (SOx), nitrogen
oxides (NOx) and particulate matter from ships will be subject to more stringent controls than the
limits that apply globally. The ECA will take effect 12 months after the amendments enter into
force, thereby taking effect on 1 August 2012.

The entry into force will mean there are currently three designated ECAs, the other two being
sulphur oxide ECAs: the Baltic Sea area and the North Sea area.

In July 2011, IMO adopted MARPOL amendments to designate certain waters adjacent to the
coasts of Puerto Rico (United States) and the Virgin Islands (United States) as another ECA
(United States Caribbean Sea ECA). The MARPOL amendments adopted in July 2011 are
expected to enter into force on 1 January 2013, with the new ECA taking effect 12 months later.

NEW CHAPTER -4 – “REGULATIONS ON ENERGY EFFICIENCY FOR SHIPS”

Adoption, entry into force & date of taking effect of Special Areas

Date of Entry into

Special Areas Adopted # In Effect From
Force

Annex I: Oil

Mediterranean Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983

Baltic Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983

Black Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983

Red Sea 2 Nov 1973 2 Oct 1983 *

"Gulfs" area 2 Nov 1973 2 Oct 1983 1 Aug 2008

Gulf of Aden 1 Dec 1987 1 Apr 1989 *

Antarctic area 16 Nov 1990 17 Mar 1992 17 Mar 1992

North West
25 Sept 1997 1 Feb 1999 1 Aug 1999
European Waters

Oman area of the 15 Oct 2004 1 Jan 2007 *

Arabian Sea

Southern South
13 Oct 2006 1 Mar 2008 1 Aug 2008
African waters

Annex II: Noxious Liquid Substances

Antarctic area 30 Oct 1992 1 Jul 1994 1 Jul 1994

Annex IV: Sewage

Baltic Sea 15 Jul 2011 1 Jan 2013 **

Annex V: Garbage

Mediterranean Sea 2 Nov 1973 31 Dec 1988 1 May 2009

Baltic Sea 2 Nov 1973 31 Dec 1988 1 Oct 1989

Black Sea 2 Nov 1973 31 Dec 1988 *

Red Sea 2 Nov 1973 31 Dec 1988 *

"Gulfs" area 2 Nov 1973 31 Dec 1988 1 Aug 2008

North Sea 17 Oct 1989 18 Feb 1991 18 Feb 1991

Antarctic area (south

of latitude 60 16 Nov 1990 17 Mar 1992 17 Mar 1992
degrees south)

Wider Caribbean
region including the
4 Jul 1991 4 Apr 1993 1 May 2011
Gulf of Mexico and
the Caribbean Sea

Annex VI: Prevention of air pollution by ships (Emission Control Areas)

Baltic Sea (SOx) 26 Sept 1997 19 May 2005 19 May 2006

North Sea (SOx) 22 Jul 2005 22 Nov 2006 22 Nov 2007

North American
(SOx, and NOx and 26 Mar 2010 1 Aug 2011 1 Aug 2012
PM)
United States
Caribbean Sea ECA 26 Jul 2011 1 Jan 2013 1 Jan 2014
(SOx, NOx and PM)

MARPOL
WHAT IS MARPOL LINE

- After cargo discharge operations, the cargo pipe lines have to be drained and then given
ashore
- Now, this can be done in two ways

- One is by dropping the lines to slop tanks and then discharging it ashore via Marpol line
- Second is, by directly draining the line to stripping pump and then discharging it ashore

The reason this called Marpol line is this

- By draining the cargo lines, the amount of oil remnants is reduced
- Thus leading to lesser discharge of oil via ODMCS overboard, thus aiding in preventing
pollution

LOAD ON TOP
- In the earlier days after cargo was discharged from oil tankers, the same cargo tanks will
be loaded with ballast
- And tanks will be cleaned using hot sw jets.
- The dirty water will then be collected to slop and then discharged

1954 OIL POL

- 1954 OIL POL saw this problem and in order to reduce it, rules were laid in discharging
slops
not less than 50 Nm from the nearest land
And in special areas not less than 100 Nm
- But this didn‟t seem to reduce oil pollution

Then in 1960‟s a concept called LOAD ON TOP came into picture

- Here, after tanks are cleaned, the water is transferred to slop
- Then allowed to settle
- Only the water is pumped out
- The oil residues are pumped back to the main cargo tank
- Then cargo is loaded on top of it ! - HENCE THE NAME “LOAD ON TOP”
- A great profit was seen as large amount of cargo was retained

In 1970‟s came another invention

- CRUDE OIL WASHING , that replaced load on top and sea water washing systems
- Both of the systems, involved in pumping certain amount of oil into the sea
 - But here in COW, the amount of residue in the tank is greatly reduced, thus leading to
lesser pollution due to oil
COMPULSORY FOR ALL TANERS > 20,000 GT

ANNEX 1

BILGE PUMPING REG (PG 68 MARPOL)

OUSTIDE SPECIAL AREA AND INSIDE SPECIAL AREA
 Ship should be enroute
 The oily mixture is processed through an admin approved Oil Filtering Equip
 The oil content of the effluent without dilution doesn‟t exceed 15 ppm
 If oil tanker – should not contain cargo pump room bilges
 And should not be mixed with cargo residues

Antarctica – forget about discharging

ORB – ENTRIES

A – BALLASTING / CLEANING OF F.O TANKS

B- DISCH OF DIRTY BALLAST

C- COLLECTION11 AND DISPOSAL12 OF OIL RESIDUES

D- NON AUTOMATIC DISCH OF BILGE WATER ACCUMULATED IN E/R

E- AUTOMATIC DISCH OF BILGE WATER ACCUMULATED IN E/R

F- CONDITION OF OIL FILTERING EQUIPMENT

G- ACCIDENTAL OR OTHER EXCEPTIONAL DISCHARGES OF OIL

H- BUNKERING OF F.O OR L.O IN BULK

I – ADDITIONAL OPERATIONAL PROCEDURE FOR GENERAL REMARKS

FOR C - COLLECTION AND DISPOSAL OF OIL RESIDUES

COLLECTION – 11 DISPOSAL – 12

.1 - W.O TK TANK NAME .1 –RECEPTION

.2 – 3 m3 CAP OF TK .2 – TO OTHER TANK
.3 – 2.0 m3 TOTAL QTY RETAINED .3 – INCINERATED
.4- OTHER MEANS (LIKE BURNT IN BLR )
FOR D – NON AUTOMATIC DISCH OF BILGE WATER ACCUMULATED IN E/R

13 – QTY DISCHARGED

14- START /STOP TIME

15 .1 through 15 ppm equip

.2 Reception facility

.3 Other tank

FOR E

FOR I
 ANNEX II – REGULATIONS OF CONTROL OF POLLUTION BY NOXIOUS LIQUID
SUBSTANCE

INTERNATONAL POLLUTION PREVENTION CERTIFICATE FOR CARRIAGE OF NOXIOUS

LIQUID SUBSTANCES IN BULK

BCC – bulk chemical codeCode for construction and equipment for ships that carry dangerous
chemicals in bulk. Adopted by MEPC.
IBCC – International bulk chemical code.- code for const and equip for ships carrying dangerous
Chemicals in bulk – adopted by MEPC
NOXIOUS SUBSTANCE – any substance indicated in IBCC in chap 17/18
Or, if it falls in cat x,y or z
SOLIDIFYING SUBSTANCE - in case of a substance with a melting point less than 15‟c is
Kept at a temp 5‟ above the m.p at the time of unloading
-
In case of a substance with a melting point greater than or
equal to 15 „c . and it s kept at a temp 10‟ below the mp at the
time of unloading
CHEMICAL TANKER – ship s which carry liquids listen in chapter 17 of IBCC code in bulk.
HIGH VISCOSITY – x/y cat substance with viscosity =/> 50 Mpa.s at unloading temp

EXCEPTIONS –
-Safety of life
- damage to ship
- master or owner acted with intent

(WE SAW – CHEM tanker s can carry NLS in bulk., now ., for gas carrier‟s to carry NLS the foll.
Is the criteria)

GCC- GAS CARRIER CODE :-

A Gas carrier can carry noxious liquid substances in bulk(those substances provided in GCC)
Provided it satisfies the following

1.Hold a certificate of fitness in accordance with GCC

2.Hold an IPPC for carriage of NLS in bulk. – and in which its listed that what types of liquid s can
that gas carrier carry. – should be listed in GCC (gas carrier code)
3.To be provided with SBT
4.Piping arrangements is such that after unloading residue is not greater than that‟s required by
the regulation
5.No cargo residue s to remain in the tank after applying ventilation procedures.

CATOGORISATION :
NLS - Is classified into four categories

Cat – X – these are NLS , if discharged poses a threat to marine environment and humans.
Hence its strictly PROHIBITED
Cat –Y – these are also NLS , but if discharged poses harm to marine environment or human s
Or other legitimate amenities – hence a limitation on quantity is imposed..
Cat –Z – these if discharged, present a minor hazard. Hence less stringent rules is imposed in
This category
OTHER SUBSTANCES – subs which doesn‟t fall into cat. X,Y,Z. termed as “OS”. Need not be
Subject to any requirements of this annex

SURVEYS AND CLASSIFICATION

- INITIAL
- RENEWAL
- ANNUAL
- INTERMEDIATE
- ADDITIONAL

PUMPING, PIPING AND UNLOADING ARRANGEMENTS

< I JULY 1986 X,Y = 300 lts / Z = 900 lts

1 JULY 1986 < JAN 2007 X,Y = 100 lts /Z = 300 lts
>JAN 2007 X,Y,Z = 75 lts max
 The discharge pipe should be under water (needn‟t be underwater if only z cat is being
carried)
 Dia of pipe = d = (Qs/(5Ls))
d = dia of pipe
Qs = rate of discharge
Ls = length from the fwd perpendicular
 The disch should be such that the liquid is not being sucked by ship‟s sw suction
 And the liquid should not pass through boundary layer.

OPERATIONAL DISCH RESIDUES OF NOXIOUS LIQUID SUBSTANCES

DISCHARGE STANDARDS
- Atleast 7 Knots , if self propelled
- At least 4 knots – if not self propelled
- 12 nm from nearest land and 25 m depth (min)
DISCHARGE OF CAT X (RESIDUES):
 After unloading, before leaving port, the tank is prewashed until the concentration of the
substance in the effluent is measured to be </= 0.1% by weight. And given to the
reception facility.
 Entries of these operations shall be made in CARGO RECORD BOOK
 And endorsed by the surveyor

DISCHARGE OF CAT – Y,Z (RESIDUES)

  Same as x. (prewash until substance in the effluent is </= 0.1% and then handed over to
reception facility, or next port reception facility)

After a prewash, a cargo tank can be used as a ballast tank – dischr of this water as specified
above ( 7 knots, 4 knots , 25 m depth, 12 nm)

DISCH IN ANTARTIC – STRICTLY PROHIBITED

P AND A MANUAL - procedure and arrangement manual

Every ship which is entitled to carry x, y, or z cat substances shall have onboard a P and A
manual approved by the admin.

English , French or Spanish – should be in one of these languages

Main purpose of this manual is to identity the ship‟s officer regarding

- cargo handling
- tank cleaning
- physical layout
- ballasting and deballasting
- slops handling

which must be followed in order to comply with annex II

CARGO RECORD BOOK

 Every ship that this annexes applies to is provided with a cargo record book.
 Operations to be duly recorded
 Any accidental disch – entry to be made in CRB
 Entry to be signed by officer in charge and page by master
 Readily available for inspection

MEASURE S OF CONTROL BY PORT STATES

 If prewash exempted – then cargo record book - surveyor – enter

 Crb entries should be endorsed by surveyor
 If tanks and relevant piping s are emptied of residues, prewash is over, then if the same
given to reception facility , then the party may accept

SHIP BOAD MARINE POLLUTION EMERGENCY PLAN FOR NOXIOUS LIQUID

SUBSTANCES (SMPEP – NLS)

- ALL SHIPS > 150 GT to carry NLS – SMPEP should be carried

- Such guidelines should be written in working language
- Should contain as in – whom to report
- Person to be contacted
- Action to be taken by all the individuals
- Procedures for coordinating with national and local authorities in combating the pollution

RECEPTION FACILITIES
 - Should have adequate reception facilities – for ports handling NLS – ships.
-

EXEMPTION FOR A PREWASH

- if same subst is going to be loaded again
- if prewash is promised to carry out in another port
- cargo residues will be removed by ventilation
ANNEX IV – REGULATIONS OF PREVENTION OF POLLUTION BY SEWAGE

INTERNATIONAL SEWAGE POLLUTION PREVENTION CERTIFICATE

SUBJECTED TO SHIPS > 400 GT and above

Initial survey
Renewal survey
Additional survey ( repair )

CHAP 3 – EQUIPMENT AND CONTROL OF DISCHARGE

1. Plant should be admin approved

2. If ship is < 3 nm from the nearest land then sewage should be stored in a holding tank
3. the holding tank thus in use should be able to indicate the level of constituents

STANDARD DISCHARGE CONNECTIONS :

OD – 210 mm
Id – according to pipe od
Bolt circle dia – 170
Slots in flange – 4 holes , 18 mm dia , slotted to flange periphery. Slot width = 18 mm
Flange thickness – 16 mm
Bolt and nut – 4 , each 16 mm dia of suitable length

DISCHARGE OF SEWAGE
Comminuted and disinfected sewage - > 3 nm
Non comminuted sewage - > 12 nm
In any case , the ship must be enroute – min 4 knots .

RECEPTION FACILITIES
PORT STATE CONTROL – NEW *
ANNEX V – REGULATIONS OF PREVENTION OF POLLUTION BY GARBAGE

CAN COOKING OIL BE BURNT IN THE INCINERATOR OR STORED IN WO TANKS ?

IF NOT WHERE CAN IT BE STORED ? AND WHAT ENTRIES TO BE MADE , WHERE ?

Regarding the question above on cooking oil.

MEPC.201(62), Regulation 3, par.3 clearly states that “Except as provided in regulation 7 of this
Annex, the discharge into the sea of cooking oil is prohibited.” (Regulation 7 allows discharge in
cases of emergency ONLY or accidental losses due to ship damage)

So since cooking oil is prohibited to be discharged at sea you should still exercise the same practice
as you state and discharge cooking oil to shore facilities.

BUT the following guideline should be kept also in mind:

MEPC.219(63) section 5 par. 5.2 states “It should be noted that, due to differences in port reception
procedures and additional treatment among ports, port reception facilities may require the separation
on board of .2 cooking oil (animal derived products and by-products because of risk of animal
diseases)”

Meaning cooking oil should be stored separately (e.g. separate drums) from other garbage/wastes
prior being discharged ashore, if possible.

In addition MEPC.201(62), Appendix par. 4.2 states “The amount of garbage on board should be
estimated in cubic metres, if possible separately according to category.”

Therefore it should be best to keep cooking oil stored separately (if possible), and discharge it
ashore.

Finally by keeping cooking oil stored separately it is easier to record its quantities to IMO‟s “Record of
Garbage Discharges” only.

Nevertheless, another practice is the one mentioned above: “dumped cooking oil into the sludge tank
and discharged it to shore facilities” which is a compliant practice as long as an entry to the Oil
Record Book is being made. Additionally another practice could be to burn the cooking oil in the
incinerator.
My version

Cooking oil OVBD

- CANNOT BE DISCHARGED OVBD
- Except in case of emergency to save the ship or life
of personnel on board

STORAGE AND DISCHARGE ASHORE

- Cooking oil is to be stored in separate drums
NOTE: some ports demand cooking oil to be
separated from
1. Animal derived products or biproducts (risk of
animal disease)
2. Vegetable oils
- The amount stored is recorded in GRB (m3)
- Then discharged ashore
- After discharging it ashore, entry to be made in
“RECORD OF GARBAGE DISPOSAL”
STORAGE IN E/R AND INCINERATION
- Cooking oils can be stored in w.o tanks
Ensure an entry made in orb PART 1 – Machinery
space operations
“code “c”
11.1 – WASTE OIL TANK
11.2 – 3 M3
11.3 – 2.5 M3
- This oil can be discharged to shore facilities or can be
incinerated

- If incinerated then record that too in ORB -1

code “c”
- 12.3 – 1 m3 of waste oil incinerated
- (start/stop : 0400 – 1200 hrs)

- -if discharge to shore facilities

Code “c”
- 12.1 – 2.8 m3 of waste oil discharged to shore
facilities from waste oil tank 1 ( 0.2 m3 – retained)
port – Majishan (china)
THEN WHAT ABOUT PLASTICS?

Plastic in general is not prohibited for incineration. On the other hand for certain types of plastic it is
prohibited. More specifically as per MARPOL Annex V Regulation 16 item 6 the incineration of
polyvinyl chlorides (PVCs) is prohibited, except in shipboard incinerators for which IMO Type
Approval Certificates have been issued.

Regarding shipboard incineration you can find more information in MEPC.219(63) paragraph 2.11
“Incineration”. Moreover, par. 2.11.6 of MEPC.219(63) states that “The incineration of garbage that
contains a large amount of plastic involves very specific incinerator settings such as higher oxygen
injection and higher temperatures (850 to 1,200°C). If these special conditions are not met,
depending on the type of plastic
and conditions of combustion, some toxic gases can be generated in the exhaust stream, including
vaporized hydrochloric (HCl) and hydrocyanic (HCN) acids.”. So whether or not you can incinerate
plastics depends on the incinerator installed onboard. For your reference some manufacturers clearly
state that their incienrators can burn plastics
e.g.http://teamtec.no/products/incinerators and http://www.miuraz.co.jp/en/marine/bgw-n.html .

It should be noted that incinerator ash may still be subject to local quarantine, sanitary or health
requirements. Advice should be sought from local authorities regarding requirements that are in
addition to MARPOL.
ANNEX VI – REGULATIONS FOR PREVENTION OF AIR POLLUTION

INTERNATIONAL AIR POLLUTION PREVENTION CERTIFICATE

+ supplement to IAPPC ( RECORD OF CONSTRUCTION AND EQUIPMENT)

GENERAL

CONTINUOUS FEEDING :- Process where by waste is fed to an incinerator without human

Assistance maintaining the temp bet 850 – 1200 „c
NOX TECH CODE : technical code on control of emission of nitrous oxides from marine diesel
Engines.
OZONE DEPLETEING SUBSTANCES : substances defined in Montreal protocol that depletes
Ozone.
ODS :-
HALON 1211 – BROMO DI FLUORO METHANE
HALON 1301 – BROMO-TRI FLUORO METHANE
HALON 2402 – DI BROMO TETRA FLUORO ETHANE.

CFC 11 – TRI CHLORO FLUORO METHANE

CFC 12 - DI CHLORO DI FLUORO METHANE
CFC 113 – TRI CHLORO TRI FLUORO ETHANE
CFC 114 – TRI CLORO TETRA FLUORO ETHANE
CFC 115 – CHLORO PENTA FLUORO ETHANE

SOX EMISSION CONTROL AREA :- (SECA)

Its means , areas where special mandatory procedures are adopted to prevent pollution of air by
sox. Some of SECA include :-
Baltic sea
North sea

GENERAL EXCEPTIONS
 Emission necessary to save life at sea or ship.
 Any emission resulting from a damage to ship or its equipment , provided all the
necessary precautions have been taken after occurrence of damage to control the same.
 Or either master or owner acted with intent to damage and with knowledge that damage
would probably result.

CHAPTER 2
Surveys
Applies to every ship > 400 GT

Initial survey
Renewal survey
Intermediate survey (2nd and 3rd anniversary - </> 3 months – just to ensure its in good condition)
Annual survey ( </> 3m of each anniversary date (every yr))
Additional survey (repairs – if any )
FORM OF CERTIFICATE – IAPPC should be at least in English , Spanish or French

CHAPTER – 3 – Requirements of control of emission from ships

1.ods
2.nox
3.sox
4.voc
5.incinerators

1.OZONE DEPLETING SUBS :

New installations containing ods is prohibited on all ships., except HCFC are permitted unitl 1 jan
2020.
Ods equipment should be given to appropriate reception facilities when removed from ships.

2.NOX – NITROGEN OXIDES :

Shall apply to engines > 130 KW
Shall not apply to any equipment‟s meant for emergency purpose.

Operation of diesel engines are prohibited until the emissions are within these limits
1. 17 g/kwhr – n < 130 rpm
2. 45 x n – 0.2g/kwhr : 130 < n <2000
3. 9.5 g/kwhr : n >2000

N = crank shaft revolutions per min (engine speed)

SOx – SULPHUR OXIDES

Sulphur content of fuel < 4.5% m/m

SECA –
Baltic sea, north sea
1. In this area sulphur content should not be > 1.5% m/m
2. Exhaust gas cleaning system approved by admin – so that emission of SOx for ships is
6 g SOx/kw hr or less. (including both main and aux engine)
3. Sulphur content of fuel should be supplied by the supplier
4. Before entering into SECA , the engine should be fully flushed with 1.5% sulphr fuel oil.
The date, time of change over should be noted.

VOLATILE ORGANIC COMPOUNDS

1. This regulation shall only apply to gas carriers when type of loading and storage system allow
safe retention of non-methanevoc‟s on board, on their safe return ashore
2. All tankers which are subjected to vapour emission control system shall be provided with a
vapour collection system approved by admin.
3. Terminals which has vapour collection system shall accept tankers which do not have this
system for a period of 3 yrs after the effective date.

SHIPBOARD INCINERATION
Incinerator – admn approved
All these are prohibited from burning
 Annex I, II, III cargo residues
 PCB (Poly chlorinated biphenyls)
 Garbage containing more traces of heavy metals
Should not burn inside ports
PVC incineration shall be prohibited except in shipboard incinerators for which IMO type approval
certificates have been issued
 Batch loaded incinerators,it‟s designed as to reach 600‟c within 5 mins after start up.

INCINERATOR OPERATIONAL LIMITS

O2 - 6-12%
CO in flue gas – 200 mg/MJ
Soot number - Bacharach 3 or Ringleman 1 (ie. 20% opacity)
(during starting a higher soot number is acceptable for a particular time)
Unburnt comp - 10% by weight
Temp flue gas outlet – 850- 1200‟c

RECEPTION FACILITIES

FUEL OIL QUALITY

1. No inorganic acid is included to increase the efficiency ,which might
 Jeopardise the safety of ship and personnel
 Cause air pollution
2. F.o derived other than petroleum refining methods should ensure
 Sulphur content not more than 4.5%
 Nox = 17, 45 X N-0.2 , 9.5 g/kwhr
3. The bunker delivery note should be retained for atleast 3 yrs

WHAT IS NOX TECHINCAL CODE AND WHY „S IT REQUIRED ?

It‟s a technical code on control of emission of nitrous oxides from marine diesel engines.
Its with this code that the engines and equipment‟s are surveyed to find out if the emission is
within limits.

What are the harful effects if nox is released ?

NOx reacts with ammonia, moisture, and other compounds to form nitric acid vapor and related
particles. Small particles can penetrate deeply into sensitive lung tissue and damage it, causing
premature death in extreme cases. Inhalation of such particles may cause or worsen respiratory
diseases, such as emphysema or bronchitis, or may also aggravate existing heart disease.[8]
NOx reacts with volatile organic compounds in the presence of sunlight to form Ozone. Ozone can
cause adverse effects such as damage to lung tissue and reduction in lung function mostly in
susceptible populations (children, elderly, asthmatics). Ozone can be transported by wind
currents and cause health impacts far from the original sources. The American Lung Association
estimates that nearly 50 percent of United States inhabitants live in counties that are not in ozone
compliance.[9]
NOx destroys ozone in the stratosphere.[10] Ozone in the stratosphere absorbs ultraviolet light,
which is potentially damaging to life on earth.[11] NOx from combustion sources does not reach
the stratosphere; instead, NOx is formed in the stratosphere from photolysis of nitrous oxide.[10]
NOx also readily reacts with common organic chemicals, and even ozone, to form a wide variety
of toxic products: nitroarenes, nitrosamines and also the nitrate radical some of which may cause
biological mutations. Recently another pathway, via NOx, to ozone has been found that
predominantly occurs in coastal areas via formation of nitryl chloride when NOxcomes into
contact with salt mist.[12]

EXPLAIN EEDI

The member states of IMO have agreed on certain key principles on development on regulations
from ships so that they will effectively reduce CO2 emissions, be cost effective and at the same
time be based on sustainable development without restricting trade and growth. Thus came into
being the EEDI developed by IMO.

The Marine Environment Protection Committee (MEPC) of the IMO has prescribed certain
technical considerations and measures for reducing the CO2 emissions, with an agreed
timetable for adoption. This is what comprises the Energy Efficiency design Index
EEDI = (Power • Specific Consumption • Carbon Conversion) / (Capacity • Speed)
This essentially translates into (number of grams of CO2 emissions) per tonne per nautical mile.
The EEDI is essentially a measure of efficiency of ships in transportation, such that maximum
cargo carried with minimal fuel consumption and therefore minimal CO2 emissions will give a
vessel a good index.
What the EEDI predominantly emphasizes upon is to enforce power limits for new ships, thus
reducing their operational speeds and reduce carbon emissions. Hence this may necessitate the
reduction in speed for bulkers and tankers in the near future. But before passengers, RO-ROs
and other special ships come under the purview of the rule, the EEDI requires additional
parameters for accuracy with regard to these vessels.

Also the comparison between Attained EEDI and Required EEDI is made in which the Attained
EEDI <= Required EEDI= (1-x/100)*Reference Line Value
X and Ref Line Values for all types of ships are tabulated and provided in the EEDI technical file.
Upon satisfaction The IEEC is issued to the ship and subsequent surveys are made for re-
validation.

EEDI MY VERSION SUMMARY – MARINE INSIGHT

 shipping contriubes 3% of world emissions. Its said to increase by 75 % in the next 15

years. To prevent this MEPC under IMO has come up with some tech considerations on
reduction of co2 emissions from ships. Thus came into being EEDI.
 The empirical formula summarises to gms of co2 emitted / ton / nm
formula = power x sfoc x carbon conversion / (speed x capacity)
 This mainly imposes limits on power. Thus reducing co2 emissions, which might lead to
slower ships in the near future for tankers and bulk carriers
 Why not ro ro ? – bcoz., since speed is also taken into account , the result will not
produce a good index. Thus roro, steam propulsion, hybrids are not taken into account
yet.

Calculating_and_Comparing_CO2_Emissions_from_Ships_-_May_2013_-
_with_weighted_GHG.pdf – in downloads file
SEEMP

Carrying a Ship Energy Efficiency Plan is mandatory for all ships > 400 GT from 1st Jan 2013..
A SEEMP can be a part of the Safety Management System as well.. but not necessarily. The
Basic principle applies regarding any management plan. It contains Policies.
Policies as to how to plan, implement, monitor, self-evaluate and improve the Energy Efficiency
plan of the ship.
Energy Efficiency Measure and Practices of a ship may comprise the followin:
1) Fuel Efficiency Measures.
2) Optimised ship handling
3) Hull and propeller optimisation.
4) Machinery and equipment optimisation.
5) Cargo handling optimisation.
6) Energy conversion and awareness.

Basically any and every possible method that can help in optimising energy resources and
increasing overall output and/or decreasing overall energy requirement is adopted and
accounted for via the SEEMP

NEXT QUESTION WOULD BE HOW ARE SEEMP N EEDI RELATED.

Well the answer is quite simple. EEDI is nothing but an Index designed (so as to speak) to keep
the CO2 emissions in check from any Ship/Engine. Such a design would be usueful in keeping
the emissions to lowest possible. Any machine that runs on any kind of fuel emits CO2. Following
a well-constructed and planned SEEMP would minimise the total energy spent in propulsion
machinery( and auxiliaries) and hence lead to reduction in overall fuel consumption and
subsequently in overall CO2 emissions.

WHAT IS BUNKER DELIVERY NOTE:

- It‟s a pre delivery document through which an agreement is recorded on

- The operational procedures for transfer
- This doc originates from the seller‟s representatinve
- It has the details of the oil with reference to ISO 8217
which requires to define
Viscosity @ 50‟c
Density @ 15‟c
Sulphur content

After this, its also agreed on

- Sign languages on contingency plans

- Pumping rate initially and later
- Spill prevention plan
- Proper means of communication (walkitakies and recogonised hand signals)

A key to this communication is the check list, which ensures‟ that no points are missed
As per annex VI, A BDN must contain

NAME AND IMO NUMBER OF RECIEVENG SHIP

PORT
NAME, ADDRESS, TEL NUMBER OF SUPPLIER
DATE OF TRANSFER
TIME AND PLACE

PRODUCT NAME:
QUANTITY IN (METRIC TONNES)
DENSITY @ 15‟C
VISCOSITY @ 50‟C
SULPHUR CONTENT

ALONG WITH A DECLARATION

- I fuel oil supplier‟s representative, here by declare that the fuel oil is in accordance with
Marpol annex VI
- Sign and seal with date

What is the GMDSS?

The Global Maritime Distress and Safety System (GMDSS) is an integrated communications
system using satellite and terrestrial radiocommunications to ensure that no matter where a ship
is in distress, aid can be dispatched. Under the GMDSS, all passenger ships and all cargo ships
over 300 gross tonnage on international voyages have to carry specified satellite and
radiocommunications equipment, for sending and receiving distress alerts and maritime safety
information, and for general communications. The GMDSS became fully effective from 1
February 1999.

BALLAST WATER MANAGEMENT :-

BWMP
All ships which carries ballast should have – BWMP
BWMP should be ship specific
This should be included in ships operational procedures

Should contain:
 Approved sampling points for BW
 Approval documentation requ for treatment equipment (treatment equip such as –
filtration, disinfection using uv, thermal methods etc)
 All records required
 Guidelines

RECORDING AND REPORTING

SHIPS
 If BW exchange Is not done due to impracticability then, the master should asap inform
the port state authority prior entering under its jurisdiction
 An officer should be designated for BWM
  During BW exchange, these must be recorded
Temp, salinity, quantity, position, date etc

BW EXCHANGE –two methods

1. SEQUENTIAL METHOD
2. FLOW THROUGH METHOD ( thrice the vol is pumped into the tank)

If ballast water cannot be discharged due to weather conditions, then it should retain the ballst
water in tanks or holds, should this be not possible, then it should disch min amount of ballast as
per port contingency plans.

PORTS
The ports should provide info to ships such as
 Details of their BW requirements
 Port contingency plans
 Availability, location, fees, facilities should be provided

SHOULD NOT TAKE BW FROM

- Infested areas
- Where dredging is happening
- Where ther‟s sewage outfall
- Shallow waters
- During night (when microorganisms tend to come to the surface)
- Where propellers can stir up the sediment
- Areas where tidal flushing is not proper
PUMP ROOM VENTILATION ARRANGEMENT

1. NORMAL SUCTION – 0.5 m / EMCY SUCTION – 2m

2. Blower mesh size should not exceed 13 mm
3. Blades of non sparking type – like al alloy
4. Space between impeller and casing – 2 mm
5. Gas thus sucked released to a safe area
6. Blower „s capacity should be atleast 20 gas changes/hr – depends on the gross vol of
space
i/e as per regulation 2000 m3/hr

PUMP ROOM SAFTIES:

1. Pump room ventilation arrangement (ref above)

2. Intrinsically safe electrical fittings
3. Bilge level alarms (audio and visual in ECR, BRIDGE , CCR)
4. Fixed fire fighting system
5. Portable fire fighting equip at accessible places
6. Fixed gas detection system and arrangements to be made to detect the alarms on open
deck or other easiliy accessible arrangements
7. General alarm is provided in pump room
8. Vibration monitors for rotating parts like (cargo pumps, blowers)
9. Temperature monitoring (pump casing, glands etc)

FOR ADDITIONAL INFO – READ BELOW

RECOMMENDATIONS FOR EQUIPMENT AND FITTINGS - NEW SHIPS

Although the provision of deep well pump systems may serve to "design out" the pumproom on
certain tankers, for themajority, the conventional pumproom system will probably continue to
offer the most effective means of handlingcargo. This being the case, the following
recommendations have been developed for application to new ships.a)
Gas Detection
New ships should be provided with a fixed gas monitoring and detection system capable of
continuously monitoring,as a minimum, the oxygen and hydrocarbon content of the atmosphere
within the pumproom.The system should be provided with sample points located strategically
both below the floor plates and above them.Smoke dispersion tests should be undertaken during
commissioning of all installations to ensure the optimum placingof sensors. Sample points should
also be located within the exhaust fan trunking.The system should be provided with alarm
functions which, in the case of hydrocarbon detection, could be linked to anautomatic pump shut
down function.
Temperature Monitoring
All cargo pump glands or seals, bearings and casings should be provided with a temperature
monitoring system withremote read-outs, alarm and shut-down functions.Consideration should
also be given to monitoring the temperature of the bulkhead seals of pumproom ventilation
fandrive shafts.
Vibration Monitoring
It is recommended that fixed vibration monitoring equipment is provided on all centrifugal cargo
pumps. Theequipment should include a remote alarm facility. Consideration should also be given
to monitoring other rotatingelements within the pumproom, such as ventilation fans.
Cargo Pump Leakage Detection
All centrifugal cargo pumps should be equipped with a double seal arrangement designed to
contain any leakage fromthe shaft seal and to provide remote alarm indication of its occurrence.
Bilge Alarms
All pumprooms should be provided with bilge level monitoring devices together with
appropriately-located alarms.

Cargo System Draining Arrangements

Cargo systems shall be provided with a comprehensive stripping arrangement to enable all lines
and pumps to beeffectively drained to a cargo tank, slop tank or dedicated reception tank for
subsequent discharge ashore.

HYPER MIST SYSTEM PRINCIPLE

Water mist systems produce a drop size distribution with a range of drop sizes under 1000 μm,
while the more conventional sprinkler systems produce much coarser particles.
The smaller particle sizes have greater cooling efficiencies because evaporation and cooling are
controlled by surface area, and the surface area of a large number of small droplets is greater
than that of a small number of large droplets of the same total volume.
SPRINKLER SYSTEM

 Has a quartzoid bulb

RED – 68‟C

YELLOW- 80‟C

GREEN - 93‟C

 Has a pressurised tank with fresh water and compressed air. - the pressure is
maintained in such a way that the highest sprinkler head is supplied with a pr of not less
than 4.8 bar
 Should be able to cover an area of 16 m2 with rate of 5 litres /min
 It has different sections with individual alarm system and 200 sprinkler heads in each
system
 Used in accommodation , paint room etc
New regulation regarding life boat free fall system?

An amendment to SOLAS regulation III concerns provisions for the launch of free-fall lifeboats
during abandon-ship drills. The amendment will allow, during the abandon-ship drill, for the
lifeboat to either be free-fall launched with only the required operating crew on board, or lowered
into the water by means of the secondary means of launching without the operating crew on
board, and then maneuvered in the water by the operating crew. The aim is to prevent accidents
with lifeboats occurring during abandon-ship drills. The amendment is expected to enter into
force on 1 July 2008.

What is the buoyancy required in the construction of life boat?

All lifeboats shall have inherent buoyancy or shall be fitted with inherently buoyant material
which shall not be adversely affected by seawater, oil or oil products, sufficient to float the
lifeboat
with all its equipment on board when flooded and open to the sea.

Additional inherently buoyant material, equal to 280 N of buoyantforce per person shall be
provided for the number of persons the lifeboat is permitted to accommodate. Buoyant material,
unless in addition to that required above, shall not be installed external to the hull of the lifeboat
as per LSA code

WHAT IS RO/RSO

Recognisedorganisation – eg. Classification society – this is a RO appointed by administration

to carry out surveys

Recognised security organisation - RSO are the authority who deal withship and port security
plans, these RSO are administration appointed.

Marine Environment Protection Committee (MEPC), it is one of the five committees under
IMO. Stands second where the first is MSC(MARITIME SAFTEY COMMITTEE) deals with
regulations to reduce pollutions through MARPOL.

Maritime Safety Committee (MSC),

.There are five committies under IMO ., Amongst which the first one is MSC. The leader of all
committees under IMO. Deals with all the safety aspects like

- safety of life at sea

- construction
- equipment s
- coreg
- isps
etc !

FIVE COMMITIES UNDER IMO:-

1.MSC- MARITIME SAFTEY COMMITTEE

2.MEPC – MARITIME ENVIRONMENT PROTECTION COMMITTEE

3. LEGAL COMMITTEE

4. TECHNICAL COMMITTEE

5.FACILITATION COMMITTEE

WHAT IS P AND A MANUAL ?

P & A manual :----

Every ship which is entiltled to carry x, y, or z cat substances shall have onboard a P and A
manual approved by the admin.

Or MARPOL Annex II requires that each ship which is certified for the carriage of Noxious Liquid
Substances in bulk shall be provided with a Procedures and Arrangements Manual- approved by
admin

English , French or Spanish – should be in one of these languages

Main purpose of this manual is is to identity the ship‟s officer regarding

- cargo handling
- tank cleaning
- physical layout
- ballasting and deballasting
- slops handling

which must be followed inorder to comply with annex II

HOW DO YOU KNOW IF YOUR SHIP IS FOLLOWING ISM ?

The ship will be carrying a Safetymanagement certificate and a copy of document of compliance
issued to the company

DOCUMENT OF COMPLIANCE – WHAT‟S IT ?

It is issued by the admin to shipping companies upon successful fulfilment of SMS(safety mgmt.
system ) implementation

Doc is given based on ship type. Ie if a company has 5 oil tanker and 5 container carriers , then
the ship is issued with 2 types of DOC

 Its valid for – 5 yrs

 Its subjected to annual audit
 Original copy – in the company
 Duplicate – placed on board

There are Three types of DOC:

1. INTERIM DOC
2. SHORT TERM DOC
3. DOC ( in other words main DOC)

INTERIM DOC

1. given to new shipping companies or companies which has deployed new ships
2. having given this interim doc, the shipping company should undergo an internal auit and
additional audit < 12 m

3. should submit < 12 m the SMS plan and implementation

- upon satisafaction of all this DOC will be issued

SHORT TERM DOC

- Issued on the day of audit by the auditor as a proof on completion of audit process
- Valid – 5 months

DOC:

- Upon completion or fulfilment of INTERIM DOC, DOC is issued

What certificate issued for ISM code. ?

DOC- Document of Compliance . Valid for 5 years
SMC- Safety Management Certificate. Valid for 5 Years
Interim DOC- Valid for 12 months.
Interim SMC- Valid for 6 months
ELECTROMAGNETIC BRAKE
 SOLAS
WHAT IS CONDITIONAL ASSESMENT SCHEME (CAS) ?
CONDITIONAL ASSESMENT SCHEME(CAS)
 Its applicable to old tankers (type 2 tankers - > 20000 T DWT WITH SBT)
 Its conducted by classification society concurrently with Enhanced survey program during
renewal or intermediate survey
 The owner submits the survey plan with the past sct records of the ships to the
classification society‟s surveyors
 These surveyors verify the survey plan and then start the analysis
 They check the sct integrity of the ship , thickness of plate, tank coatings, corrosion
devices etc.
 They make their own reports with supporting documents , pictures and past records
 They send it to the head office of classification society. The head of the classification
society will review the records and send it to the admin for further approval.
 On satisfaction , the admin issues a “STATEMENT OF COMPLIANCE”. The admin then
informs IMO about the details of SOC issued or denied

WHAT‟S ESP – ENHANCED SURVERY PROGRAMME

It‟s a guideline for shipping companies and owners to prepare their ship for a special survey
program, to maintain the ship safe at all times !
These survey programs are created by owners and are submitted to classification society 6
months prior survey.
It comes under annex 11. – SPECIAL MEASURES TO ENHANCE MARITIME SAFTEY

Annex A – bulk carrier

Annex B – Oil tanker

conformity n non-conformity?
Conformity: an observed situation where objective evidence indicates the fulfilment of a specified
requirement
Non-Conformity: an observed situation where objective evidence indicates the non- fulfilment of a
specified requirement

Major NC.......in simple language..... serious threat to safety of personnel or ship or to

environment that require s immediate corrective action..........observation means statement of fact
made during audit and sustained by objective evidence..........objective evidence means
quantitative or qualitative info, records or statement of fact pertaining to safety or to existence or
implementation of safety management system element, which is based on observation,
measurement or test and which can be verified.....
WHAT‟S SOLAS CHAP II – 2 ? FSS CODE
Stands for “ FIRE SAFTEY SYSTEM CODE”
MSC -> SOLAS-> FSS CODE chap II – 2
Came into force 2002 , became mandatory by resolution 99(73)
 It provides standards for engineering specification for fire safety system present on board
 It has 15 chapters
Like,
- General
- Ppe
- Portable fire fighting equip
- Fixed fire fighting
- Fixed foam
- Fixed water pressure
- Sprinkler system
- Smoke detection system and alarms
- Low location lighting
- Means of escape
- Inert gas system

ISM – INTERNATIONAL SAFTEY MANAGEMENT CODE

Set of guidelines to shipping companies and ships to ensure both of them operate under the
guidelines of SOLAS.

i.e. safety is not compromised at any cost and pollution prevention awareness is always present

MSC(maritime safety committee)----SOLAS----- ISM code (1994 – incorporated in SOLAS

under chapter IX - International safety management of operations)

Made strict to all ship in 2002

ISM CODE – contains

- A procedure manual(also known as safety mgmt. manual) as to what s to be done during

1. Normal operations of the ship and 2. Emcy operations of ship.
- A DPA (designated person ashore) is employed to communicate between shipping
company and the ship
- He „s the one who ensures that the SMS(safety management system-ie. If work is being
carried out as per procedure manual) is being followed
- So , to ensure the ship has a functioning SMS (saf mgmt. system) there are 2 audits
1. Internal audit (conducted by company)
2. External audit (done once in 3 yrs by flag state)
- Upon satisfaction the ship is issued with SAFTEY MGMT CERTIFICATE by admin.
- And the company is issued with DOC (document of compliance) by admin
ABOUT SOLAS
 Called as SOLAS 1974 – becoz new convention was adopted only then
 Most important of all, ensures safety in construction, equipment and operation

Has 12 chapters , chapter 5 – called as SOLAS V – is applicable to all ships

Chapters
1 General
.1 Construction – subdivision and stability,
-equipments and electrical fittings
2
.2 Fire protection , fire prevention and fire
extingustion (FSS CODE)
3 LSA requirements (LSA CODE)
4 Radio communication
5 Safety of navigation
6 Carriage of cargo
7 Carriage of dangerous cargo (IMDG CODE)
8 Nuclear ships
International safety management of operations
9
(ISM CODE)
HSC – HIGH SPEED CRAFT special
10
measures
.1 special measures to enhance maritime
Safety (CSR –cont., synopsis record etc)
11
.2 special measure to enhance maritime
Security (ISPS CODE)
12 Additional safety measures for bulk carriers

DIFFERENCE B/W BCH CODE AND IBC CODE ?

BCH AND IBC CODE :- both stands up for the same cause
" international code for const and equip for ships carrying dangerous chemicals in bulk"

the difference b/w these two is this

- BCH code came first into picture , this is subject to all ships which carry dangerous chemicals
constructed b/w

1972 to 1986

this regulation doesn‟t state for ships constructed after 1986

Hence IBC CODE was developed .

for all ships carrying dangerous chemicals constructed after 1986 is subject to IBC CODE !.,
when ships constructed before 1986 is subject to BCH code !
CSR – CONTINUOUS SYNOPSIS RECORD

continuous synopsis of ship include

Name of the ship
The port at which the ship is registered
Ship‟s identification number
Date on which ship was registered with the state
Name of the state whose flag the ship is flying
Name of registered owner and the registered address
Name of registered bareboat charterers and their registered addresses
Name of the classification society with which the ship is classed
Name of the company, its registered address and the address from where safety management
activities are carried out
Name of the administration or the contracting government or the recognized organization which
has issued the document of compliance, specified in the ISM code, to the company operating the
ship.
Name of the body which has carried out the audit to issue the document of compliance
Name of the administration or the contracting government or the recognized organization which
has issued the safety management certificate (SMC) to the ship and the name of the body which
has issued the document
Name of the administration or the contracting government or the recognized organization which
has issued the international ship security certificate, specified in the ISPS code, to the ship and
the name of the body which has carried out the verification on the basis of which the certificate
was issued
The date of expiry of the ship‟s registration with the state

Any changes made related to the above mentioned points should be mentioned in the continuous
synopsis record. Officially, the record should be in English, Spanish, or French language;
however, a translation in the language of the administration may be provided.

The continuous synopsis record shall always be kept on board ship and shall be available for
inspection all the time.

The Continuous Synopsis Record (CSR) is mentioned in SOLAS –Chapter XI-1.

DOCUMENTS AND CERTIFICATES THAT A SHIP REQUIRES FOR IT TO SAIL
1 GENERAL PROVISIONS
2 CONSTRUCTION
 .1 SUBDIVISION AND STABILITY
EQUIP AND ELEC FITTINGS
 FIRE PROTECTION,
PREVENTION AND
EXTINGUSHING
3 LSA REQUIREMENT
5  VOYAGE DATA RECORDER
8 NUCLEAR SHIPS
9 INTER. SAFTEY MGMT
10 HIGH SPEED CRAFT SPECIAL
MEASURES
11 .1 SPECIAL MEASURE S TO ENSURE
MARITIME SAFTEY
.2 SPECIAL MEASURES TO ENSURE
MATIRIME SECURITY
STCW – INTERNATIONAL CONVENTION
ON STANDARDS OF TRAINING ,
CERTIFICATION AND WATCHKEEPING

 INTACT STABILITY BOOKLET
 DAMAGE CONTROL PLANS
BOOKLET
 INT. TONNAGE CERT
 INT. LOAD LINE CERT
 INT. LOAD LINE EXEMP CERT
 FIRE SAFTEY TRAINING MANUAL
 FIRE CONTROL PLAN/BOOKLET
 ONBOARD TRNING DRILLS AND
RECORD
 FIRE SAFTEY OPREATIONAL
BOOKLET

 MIN SAFE MANNING DOCUMENT

SYSTEM
 CERTIFICATE OF COMPLIANCE
 NUCLEAR CARGO SHIP SAFTEY
CERT/ NUCLEAR PASSENGER
SHIP SAFTEY CERT.
 DOCUMENT OF COMPLIANCE
 SAFTEY MGMT CERTIFICATE
 HSC SAFTEY CERTIFICATE
 PERMIT TO OPERATE HSC
(CERT)
 INTER. SHIP SECURITY CERT.
 SHIP SECURITY PLAN AND
ASSOCIATED RECORDS
 CONTINUOUS SYNIPSIS RECORD
 PASSENGER SHIP SAFTEY CERT
 EXEMPTION CERT
 SEARCH AND RESCUE CO
OPERATION PLAN
 ENHANCED SURVEY REPORT

 CARGO SHIP SAFTEY CONS
CERT
 CARGO SHIP SAFTEY EQIP CERT
 SARGO SHIP SAFTEY RADIO
CERT
 CARGO SHIP SAFTEY CERT
 EXEMPTION CERT
 DOCUMENT OF AUTHORISATION
OF CARRIAGE OF GRAIN
 CERT OF INSURANCE IN RESP
OF CIVIL LIABILITY FOR OIL
POLL DAMAGE
 CERTIFICATE FOR MASTERS,
OFFICERS , RATINGS
 



MARPOL  INTERNATIONAL OIL POLLUTION
ANNEX 1 PREVENTION CERTIFICATE
IOPPC + SUPPLEMENTS
(FORM A – NON TANKERS
FORM B – TANKERS )
 DEDICATED CLEAN BALLAST
MANUAL
 COW MANUAL
 CAS STATE OF COMPLIANCE.
CAS FINAL REPORT AND
REVIEW RECORD
 HYDROSTATICALLY BALANCED
LOADING (HBL) OPERATIONAL
MANUAL
 ODMC (oil disch monitoring and
ctrl)OPERATION MANUAL

 OIL RECORD BOOK
 SOPEP PLAN
ANNEX 2  IPPC FOR NLS IN BULK
 CARGO RECORD BOOK
 P AND A MANUAL
 SMPEP – NLS
 CERTI OF FITNESS FOR
CARRIAGE OF DANGEROUS
CHEM IN BULK
 CERTIFICATE OF FITNESS OF
CARRIAGE OF LIQUEFIED GASES
IN BULK

ANNEX 5  GARBAGE MGMT PLAN
 GARBAGE RECORD BOOK



ANNEX 4  INTERNATIONAL SEWAGE POLL
PREVENTION CERT.
ISPPC


 CARGO SECURING MANUAL
 DOCUMENT OF COMPLIANCE
ANNEX 6  INTER AIR POL PREV CERT
 INTER ENERGY EFFIC. CERT
HV – VENT :-

 Pressure is built up in the tank as filling proceeds

 Releases gases from tank during loading free of deck
 Suction of air because of eductor principle dilutes the plumes
 Sends the gases at a vel of 30 m/s or 108 km/hr

PV VALVE

 In a tank , even a pr of 0.24 bar could prove disastrous when acting on a large surface
area
 To prevent this p/v valve is used which prevents the tank from getting over pressurised
and under pressurised.
 Its set limit is 0.14 bar
 Used during sailing
 Remember it cannot be used as a filling vent

THERE ARE MAST RISERS OR HIGH VELOCITY VENTS WHICH ARE USED TO VENT
DURING TANK FILLING/ LOADING
MAST RISER
SOLAS CERTIFICATES

1. PASSENGER SHIP SAFTEY CER - REG 1

2. CARGO SHIP SAFTEY CERT
3. CARGO SHIP SAFTEY CONS CERT
4. C.S.S. EQUIP CERT
5. C.S.S.RADIO CERT
6. SAFE MANNING CERT REG 5

7. DOC OF AUTHORISATION FOR REG 6

CARRIAGE OF GRAIN

8. CERT OF FITNESS TO CARRY REG 7

DANG. CHEM IN BULK

9. DOC OF COMPLIANCE WITH SPECIAL

REQU FOR SHIPS CARRYING DANGEROUS
GOODS

MARPOL CERTIFICATES

1.IOPPC
2.INTERNATIONAL POLL PREVENTION CERTI FOR CARRIAGE OF NOXIOUS LIQUID
SUBS IN BULK
3.-
4. INTER SEWAGE POLL PREVENTION CERTIFICATE
5.
6.- INTER AIR POL PREVENTION CERT
INTER ENERGY EFFICIENCY CERTFICATE

INERT GAS SYSTEM

- As per regulation IG system should be provided on all tankers above 20,000 GT

- If oxygen level is maintained < 11% , then no combustion
- In IG system, O2 level is maintained < 5%
(but not less than 2% coz – carbon monoxide would be formed which is very dangerous)
In IG system, 8% of O2 – trip
5% of o2 – alarm

Working
- Ref samath sir‟s diagram
- The IG system has to
- Suck the flue gas
- Cool it down
- Remove sparks
- Remove S02
- Ensure less 02 content and only then administer it to cargo tanks

Important parts of the system

(numbering as per the diagram) - parts identified in terms of working from boiler uptake to mast
riser
- 1 Flue gas isolation valve
- 15 gas freeing air valve
- 02 analyser (5a – vented, 5b – recirculated)
- 6 Gas flow regulating valve
- 7 deck seal
- 8 mechanical flap type non return valve
- 9 pv breaker
- 10 pv valve
- 11 Tank isolating by pass valve ( by pass to pv valve )
- 13 by pass valve to mast riser
- 12 mast riser

FLUE GAS ISOLATION VALVE

- This has an interlock, i.e. if this valve is open, soot blow cant be done. And vice versa

Scrubber tower
- The flue gas from boiler uptake is cooled in the tower (lined by rubber for corrosion
resistant against SO2)
- Gas moves upwards through a set of pall rings ( which is watered by sw and kept always
wet – reason being, pal rings when wetted has increased absorption capacity towards
So2)
- So the inert gas passes through the pal rings – thus IG is cooled ,sparks removed , solid
particles removed, so2 removed
- This passes through a demister to leave the droplets behind

Now, IG prop
- O2 - < 5%
- N2 – 77%
- CO2 around 13.5%
- H20 vapour – 1%
- So2 – 0.02 %

Blowers
- The regulation requires 2 blowers , each of 125% of a capacity higher total capacity of
cargo pumps
(capacity should be more to avoid vacuum formation in the tanks)
- IG passes through flow control valve (6) – mounted fwd of the e/r bulk head
- Under no circumstances the pr is allowed to reduced more than 200 mm of water gauge
Deck Seal
- A safety non return valve between unsafe deck and safe engine room
- Water level maintained at all times (even when not working also)

NON RETURN VALVE

- A mech flap type non return is an additional safety device placed after Deck seal

PV – Breaker
- This is palced in the IG line
- Comes into play only during loading or unloading operations
- Maintains pr not more than 1600 mm of water and 700 mm of water in vacuum
- Pr tested up to 2500 mm of water
Remember: if weather is cold- add glycol (anti freezing agent)

PV VALVE
- This protects individual tanks during voyage
- Doesn‟t have the capacity to relieve the pr developed during loading or unloading
- But during cargo operations its kept open manually
- Kept in auto mode when sailing
- 1400 mm of water / 250 mm of water on vacuum – this is the range

Tank isolating By pass valve

- This is a bypass valve for tank PV valves
- Opened during loading and unloading
- This connects the tank to the mast riser

Mast riser
- Vents the inert gas, permit‟s free flow of inert gas
- Placed at not less than 6 m from the tank deck

Mast riser Isolating valve

- Opened when discharging only

Gas freeing valve

- Opened when gas freeing has to be done

IG Cooling SW pump
- There are 2 pumps in total
- 1. To scrubber tower
- 2. To Deck seal

pr is no way less than 700 to 800 mm of water gauge

Note: 1 bar = 10.33 m of water

Alarms and trips

Alarms Trips

Scrubber Scrubber
- High sw level alarm - High sw level
- Low level alarm - Low sw level

IG temp IG temp
- High temp alarm 65‟ c - 75‟c temp blower trip

O2 CONTENT O2 CONTENT
- 5% alarm - 8% trip

Deck water seal Deck water seal

- Low level alarm - Nil

Cargo tanks Cargo tanks

- High pr – alarm - Low pr – cargo pump trips

High velocity vent

(pg mc George aux 184 , also ref diagram in samath sir‟s notes)

Working (ref diag and then read this working)

- During loading – the top cover is kept open / and during sailing its kept closed
- When the pr increases the bellow is forced to expand
- Thus this will come up against the counter weight
- A small annular space is created between the static cone and the bellow top portion
- Through this – air escapes, at a velocity not less than 30 m/s
- Because of the ejector action, the plume would immediately get diluted

As per regulation
- Placed at a distance not less than 2 m from the tank deck
- This should permit flow of vapours at not less than 30 m/s
- Vent should be atleast 10 m away from nearest air intake or deck machineries

Why not loaded with open hatch?

- Coz the hydro carbon vapours (mainly H2S) would settle on the deck and form a cloud of
HC vapours which could prove fatal
- That s the reason the vapours are thrown far high in the atm via High velocity vent or via
mast riser

INERT GAS GENERATOR

(ref mc George pg 194)

- Used for topping up Cargo tanks for product carriers

- Boiler up take cannot be used coz they contain carbon particles which could contaminate
the cargo
- Here DO is used for burning and O2 is maintained not less than 2% (due to CO
formation)
Why IG is not used for fire fighting

- As per reg, 85% of medium should be released in 2 mins which is not possible with IG
- It doesn‟t turn liquid when compressed (thus large mediums cant be stored and would
required very large tanks - not possible)
- To produce IG , either boiler or IG generator is required, since e/r is now in danger, they
would be inoperable
- Co2 doesn‟t have oxygen content at all, but this possesses oxygen content and would
require more IG to suppress the fire

SOPEP – EVERY THING ABOUT IT

WHILE SAILING
It‟s the responsibility of the master to call up

- Nearest coastal state as soon as possible

- Nearest coastal state Radio station
- Rescue co ordination centre
- Ship movement reporting station

WHILE IN PORT
LOCAL AUTHORITIES
- National response centre
- Port authorities
- Local agents

After informing them, “SHIP INTREST CONTACTS” are to be informed

- Ship owner
- Ship manager
- Company
- P and I club
- Clean up contractors

All these authorities numbers are provided in sopep plan

Any change in address is to be updated by a responsible officer designated by the master

HOW TO REPORT

- Initial report
- Follow up report
INITIAL REPORT

A MV „X„, Call Sign D..., German Flag

B 01 12 36
C 2528N 05740E
E 179
F 186
L Bound Singapore from Muscat
M Bahrain Radio 500 KHz, VHF 16, INMARSAT No. 888 888
N As required
P 650 TEU/ NO IMDG CARGO/ BUNKERS 580 IFO/ 75 MDO
Q Collision with cargo ship ..., HFO-Service tank starboard breached, no fire and all
essential shipboard systems operational
R Quantity of fuel oil lost from breached tank about 10 tons; tank now empty

Slick moving SE away from land and out of Gulf of Oman

S Weather fine, wind NNW, 3 Bft, sea state slight to moderate, no swell
T Owner Blue Horizon Co., Vorsetzen 12, 20459 Hamburg, Tel. +40 123 45, Telex 876
54
Fax +40 876 543
U Length 169 m, breadth 25 m, tonnage 23.000 tdw, type container ship
X No personnel injuries sustained; no clean-up operations possible from ship; Shipsafe
P and I Club advised; local correspondent is Miller on Tel. Dubai 54 444. Proceeding
to Dubai for survey/ repairs.

FOLLOW UP REPORT

- This report should be based on

- Info on the ship s stability , any changes in ships condition
- Any improvements
- Rate of release
- Weather
- Any personnel injuries
- Spill control

The sopep plan also states as in, how pollution is to be avoided and if accident happens, how
can it be controlled for various presumed scenarios
 SHIPBOARD OIL POLLUTION EMERGENCY PLAN – SUMMARY FLOWCHART
This flow diagram is an outline of the course of action that shipboard personnel should follow in
responding to an oil pollution emergency based on the guidelines published by the Organization. This
diagram is not exhaustive and should not be used as a sole reference in response. Consideration
should be given for inclusion of specific reference to the Plan. The steps are designed to assist ship
personnel in action to stop or minimize the discharge
Discharge of
of oil
Oil and mitigate its effects. These steps fall
into two main categories – reporting and action
Probable or Actual
Assessment of the Nature of
Incident
Actions required

Alert crew members

Identify and monitor spill

source
Personnel Protection
REPORTING ACTION TO CONTROL DISCHARGE
Spill assessment
By Master and/ or designated crew Measures to minimize the escape of oil and threat to the
When to report Vapour monitoring
NAVIGATION MEASURES SEAMANSHIP MEASURES
member marine environment
All probable and actual spills Evacuation

- Alter course/ position and/ or - Safety assessment and

speed precaution
How to report

- By quickest means to coastal - Change of list and/ or - Advice on priority

radio station trim countermeasures/
preventive measures
- Designated ship movement
reporting station or
- Anchoring
- Rescue Co-ordination Centre (at - Damage stability and
sea) stress consideration
- Setting aground
- By quickest available means to
local authorities
- Ballasting/ deballasting
-Initiate towage

Who to report
- Internal cargo transfer
- Nearest Coastal State Harbour - Assess safe haven operations
and terminal operators (in port) requirements

- Shipowner´s manager; P & I

- Emergency ship-to-ship
STEPS TO INITIATE EXTERNAL RESPONSE
insurer
- Weather/ tide/ swell transfers of cargo
- Head Charterer; Cargo owner -fore-casting
Refer to Coastal State Contact
and/ List for local
or bunker
assistance
- Refer to contact lists
- Refer to ship interest contact list
- Slick monitoring - Set up shipboard
- External clean-up resources required
response for:
ENCLOSED SPACE ENTRY

- Risk assessment by 2E /Co

- Meeting discussing the possible hazards
- Also worst case scenarios are presumed and actions to be taken are discussed
- The work done to be well instructed to people who r going to do the work

- CHECK LIST IS FILLED by 2E / CO and permit requested for a certain period of time

- WORK PERMIT TO BE SIGNED BY MASTER

- Ensure tank / be it anything, is not pressurised

- Pump out all the liquids – if applicable
- Once no pressure inside the tank
- Ventilate it thoroughly
- Adequately check for o2 content , if its less than 21% never get into
- Continue ventilation
- Now, after oxygen content in the tank is 21%
- Make sure a stby person is outside with communication means, extinguisher, all first aid
kits including Stretcher
- With BOARD saying “MEN AT WORK”
- Resuscitation and rescue equipments kept ready along with stretcher

- After all the work is finished, ensure “AFTER WORK CHECK LIST” Should be filled
- The WORK PERMIT is closed

HAZARDOUS AREA

- Potential flammable or explosive atmosphere

Eg.

Cargo tanks, Fuel oil tanks

Enclosed spaces

Coffer dam which is rusted

Sewage tanks (presence of H2S and methane due to anaerobic bacteria)

BATTERY ROOM SAFTEY

- Flame proof light fittings

- Good ventilation
- Exhaust fan Motor protruding outside
- Blades of non sparking type
- Full air change in 2 min
- Corrosion resistant paint
- Rubber coated tools used inside
- Batteries place on wooden grating
- NOTICE BOARDS CLEARLY VISIBLE STATING THE DANGER OF HYDROGEN GAS
VAPOURS