WHAT ALL ENTRIES ARE ENTERED IN BDN (BUNKER DELIVERY

NOTE)?

A. NAME OF BARGE/PORT
B. POSITION OF VESSEL.
C. DELIVERY DATE
D. IMO NUMBER
E. GROSS TONNAGE OF VESSEL
F. VESSEL NAME
G. TIME OF STARTING
H. TIME OF STOPPING
I. PRODUCT NAME & CODE
J. VISCOSITY AT 50 DEGREE C
K. DENSITY @ 15°C
L. WATER CONTENT % V/V
M. FLASH POINT ° C
N. SULPHUR CONTENT % M/M
O. POUR POINT °C
P. QUANTITY TAKEN @ 35°C

WHAT ALL EQUIPMENTS ARE CARRIED IN A LIFE BOAT OF A SHIP?

1. SUFFICIENT BUOYANT OARS

2. 2 BOAT HOOK
3. 2 BUCKETS
4. 6 HAND FLARES
5. 2 ROCKET PARACHUTES
6. 2 SMOKE SIGNALS.
7. EPIRB
8. SART
9. FOOD RATION.
10. 1 KNIFE AND 3 TIN OPENER.
11. HAND PUMP
12. TOW LINE
13. ANTI-SEA SICKNESS TABLETS
14. 1 SET OF FISHING TACKLES.
15. WATERPROOF TORCH
16. DAY LIGHT SIGNALING LAMP.
17. RADAR REFLECTOR
18. FIRST AID KIT
19. TOOLS
20. COMPASS
21. SEA ANCHOR
22. 1 WHISTLE
23. PORTABLE FIRE EXTINGUISHER
24. THERMAL PROTECTIVE AID

PROCEDURE FOR LOWERING OF A LIFE BOAT?

1. MINIMUM OF 5 PERSONS ARE REQUIRED TO LOWER THE L/B.
2. ONE PERSON GOES INSIDE THE L/B AND PASSES THE END OF
TOGGLE PAINTER AND PLUGS THE DRAIN.
3. CHECK ALL LIFELINE AND FALLS ARE CLEAR OF L/B.
4. MAKE FAST THE OTHER END OF TOGGLE PAINTER ON A STRONG
POINT FORWARD OF THE SHIP.
5. REMOVE FORWARD AND AFT GRIPES AND BOTH PERSON STAND BY
FOR PASSING BOWING TACKLE AND TRICING PENDANT.
6. REMOVE HARBOUR SAFETY PIN.
7. MAKE SURE THE SHIP’S SIDE IS FREE OF EVERYTHING, NO WATER
OR GARBAGE IS THERE.
8. NOW, ONE PERSON LIFT’S THE DEAD MAN’S HANDLE SLOWLY
WHICH RELEASES THE BRAKE.
9. THE BOAT ALONG WITH CRADLE SIDES DOWNWARD TILL IT COMES
TO THE EMBARKATION DECK.
10. BY PULLING TRICING PENDANT, BRING IT ALONGSIDE THE
EMBARKATION DECK.
11. PERSONS EMBARK INSIDE THE BOAT.
12. NOW, TRICING PENDANT IS REMOVED AND THE WHOLE LOAD
COMES ON FALLS.
13. NOW, BOAT IS FURTHER LOWERED WITH DEADMAN’S HANDLE.
14. AS SOON AS THE BOAT COMES AROUND 1METER ABOVE THE
SEA-WATER, IT CAN BE RELEASED.
EXPLAIN EMERGENCY FIRE PUMP ON BOARD SHIP LOCATION,
CAPACITY AND HOW TO CHECK ITS PERFORMANCE

LOCATION OF EMERGENCY FIRE PUMP: - THE SPACE CONTAINING

THE PUMP SHOULD NOT BE CONTIGUOUS TO THE BOUNDARIES OF
MACHINERY SPACE OR THOSE SPACES CONTAINING MAIN FIRE
PUMPS.

NORMALLY LOCATED AT : STEERING GEAR COMPARTMENT, AFT OF

COLLISION BULKHEAD, SHAFT TUNNEL, FORWARD PART OF SHIP.

CAPACITY:- SHALL HAVE CAPACITY NOT LESS THAN 25 M3/HR &

PUMP SHOULD BE ABLE TO DELIVER WATER AT FOLLOWING
PRESSURE WITH TWO HYDRANTS OPENS:
PASSENGER SHIP ABOVE 4000 GRT :- 4 BAR
PASSENGER SHIP BELOW 4000 GRT :- 3 BAR
CARGO SHIP ABOVE 6000 GRT :- 2.7 BAR
CARGO SHIP BELOW 6000 GRT :- 2.5 BAR

THE THROW AT THE TOP MOST DECK SHOULD NOT BE LESS 12

METER.

EMERGENCY GENERATOR- LOCATION & SERVICES OR POWER

SUPPLIED
LOCATION:- SHOULD BE ON THE UPPERMOST CONTINUOUS DECK
OUTSIDE FROM THE ENGINE ROOM BUT NOT LOCATED AT THE
FORWARD COLLISION BULKHEAD.

SERVICES SUPPLIED:-
(A) FOR A PERIOD OF 3 HRS AT EMERGENCY LIGHTING AT EVERY
MUSTER & EMBARKATION STATION.

(B) FOR A PERIOD OF 18 HRS AT:-

(I) IN ALL SERVICE & ACCOMMODATION ALLEYWAYS,
STAIRWAYS & EXITS, PERSONAL LIFT CARS & PERSONNEL LIFT
TRUNKS.
(II) IN THE MACHINERY SPACES & MAIN GENERATING STATIONS
INCLUDING THEIR CONTROL POSITIONS.
(III) IN ALL CONTROL STATIONS, MACHINERY CONTROL ROOMS,
AND AT EACH MAIN & EMERGENCY SWITCHBOARD.
(IV) AT ALL STOWAGE POSITIONS.
(V) AT THE STEERING GEAR.
(VI) AT THE FIRE PUMP & IN ALL CARGO PUMP ROOMS.
(VII) THE NAVIGATIONAL LIGHTS.
(VIII) VHF & MF RADIO INSTALLATION.
(IX) THE SHIP EARTH RADIO STATION.
(X) AT ALL INTERNAL COMMUNICATION EQUIPMENT
(XI) THE FIRE DETECTION & FIRE ALARM SYSTEM.
(XII) INTERMITTENT OPERATION OF THE DAYLIGHT SIGNALLING
LAMP & ALL INTEGRAL SIGNALS THAT ARE REQUIRED IN AN
EMERGENCY.

EXPLAIN REGULATIONS OF AIR POLLUTION - NOX, SOX, ODS AND

VOLATILE SUBSTANCE

MARPOL ANNEX VI: - REGULATION FOR THE PREVENTION OF

POLLUTION BY AIR FROM SHIPS.

REGULATION 12: - OZONE DEPLETING SUBSTANCE

ANY DELIBERATE EMISSIONS OF OZONE DEPLETING SUBSTANCE

SHALL BE PROHIBITED. DELIBERATE EMISSIONS INCLUDE EMISSIONS
OCCURRING IN THE COURSE OF MAINTAINING, SERVICING,
REPAIRING OR DISPOSING OF SYSTEMS OR EQUIPMENTS.

NEW INSTALLATIONS WHICH CONTAIN OZONE DEPLETING

SUBSTANCE SHALL BE PROHIBITED ON ALL SHIPS, EXCEPT THAT
NEW INSTALLATIONS CONTAINING HCFCS ARE PERMITTED UNTIL
JANUARY 2020.

THE SUBSTANCES & EQUIPMENT CONTAINING SUCH SUBSTANCES

SHALL BE DELIVERED TO APPROPRIATE RECEPTION FACILITIES
WHEN REMOVED FROM SHIPS.
REGULATION 13:- NITROGEN OXIDE (NOX)

THIS REGULATION APPLIES TO THE DIESEL ENGINE WITH A POWER

OUTPUT OF MORE THAN 130 KW WHICH IS INSTALLED ON A SHIP
CONSTRUCTED ON OR AFTER 1ST JANUARY’2000. & TO DIESEL
ENGINES WITH A POWER OUTPUT OF MORE THAN 130 KW WHICH HAS
UNDERGONE MAJOR CONVERSION ON OR AFTER 1ST JANUARY’2000.
THIS REGULATION DOES NOT APPLY TO EMERGENCY DIESEL
ENGINE, ENGINES INSTALLED IN LIFEBOATS & ANY DEVICE
INTENDED TO BE USED SOLELY IN CASE OF EMERGENCY.

​LIMITS OF NOX:-
A. 17.0 G/KW-H WHEN N LESS THAN 130 RPM.
B. 45.0 X N -0.2 G/KW-H WHEN IS 130 OR MORE BUT LESS THAN 2000
RPM
C. 9.8 G/KW-H WHEN N IS 2000 RPM OR MORE

REGULATION 14:- SULPHUR OXIDE (SOX)

THE SULPHUR CONTENT OF ANY FUEL USED ON BOARD SHIPS SHALL

NOT EXCEED 4.5% M/M.

IN SECA AREA THE SULPHUR CONTENT SHOULD NOT EXCEED 1.5%

M/M. IF IN SECA AREA FUEL USED IS HAVING SULPHUR CONTENT
MORE THAN 1.5 % M/M, THEN EXHAUST GAS CLEANING SYSTEM TO
BE PROVIDED TO LIMIT EMISSION OF SOX TO 6.0 G SOX / KW-H OR
LESS.

REGULATION 15:- VOLATILE ORGANIC COMPOUND

REGULATION 16:- SHIPBOARD INCINERATION

ALARMS AND TRIPS OF BOILER AND IG SYSTEM

ALARMS IN IG SYSTEM
A. SCRUBBER HIGH LEVEL
B. SCRUBBER LOW LEVEL
C. DECK SEAL HIGH LEVEL
D. DECK SEAL LOW LEVEL
E. HIGH O2 CONTENT
F. HIGH BLOWER CASING TEMP
G. LOW LUBE OIL PRESSURE ALARM

TRIPS IN IG SYSTEM
A. HIGH CASING TEMP. TRIP
B. LOW LUBE OIL PRESSURE TRIP
C. LOW/ NO FLOW SCRUBBER WATER
D. LOW / NO FLOW DECK SEAL WATER
E. HIGH BOILER PRESSURE TRIP
 F. LOW BOILER PRESSURE TRIP

ALARMS IN BOILER
A. LOW WATER LEVEL ALARM
B. TOO LOW WATER LEVEL ALARM
C. HIGH WATER LEVEL ALARM
D. HIGH FUEL OIL TEMP. ALARM
E. LOW FUEL OIL TEMP. ALARM
F. LOW BOILER PRESSURE ALARM

TRIPS IN BOILER
A. LOW LOW LEVEL WATER TRIP
B. HIGH BOILER PRESSURE TRIP
C. FLAME FAILURE
D. LOW FUEL OIL PRESSURE TRIP

WHAT ARE THE ENTRIES IN A OIL RECORD BOOK? (MARPOL ANNEX 1.

REGULATION 17)

AS PER MARPOL ANNEX 1 REGULATION 17 REGULATION FOR THE

PREVENTION OF POLLUTION BY OIL. ENTRIES DONE IN OIL RECORD
BOOK ARE: -
A. BALLASTING OR CLEANING OF FUEL OIL TANKS.
B. DISCHARGE OF DIRTY BALLAST OR CLEANING WATER FROM FUEL
OIL TANKS.
C. COLLECTION & DISPOSAL OF OIL RESIDUES, SLUDGE & BILGE OIL.
D. BUNKERING OF FUEL OR BULK LUBRICATING OIL.
E. ANY FAILURE OF THE OIL FILTERING EQUIPMENT.
F. DATE & TIME OF THE OPERATION.

WHAT IS RUDDER WEAR DOWN, RUDDER DROP, JUMPING

CLEARANCE? WHAT IS ITS PURPOSE AND HOW IT IS MEASURED?

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 TRAMMEL. WHEN THE
VESSEL IS BUILT A DISTINCT CENTRE 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
CENTRE 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
WHAT IS CAS (CONDITION ASSESSMENT SCHEME)?

CAS- CONDITION ASSESSMENT SCHEME

TANKER TYPE 1:- OIL TANKERS ABOVE 20000 DWT, NOT HAVING
SEGREGATED BALLAST TANK (SBT)
TANKER TYPE 2:- OIL TANKERS ABOVE 20000 DWT HAVING SBT.
TYPE 1 TANKERS HAVE ALREADY BEEN PHASED OUT BY 2005.
CAS APPLIES TO ONLY TYPE 2 TANKERS. WHICH ARE TO BE PHASED
OUT IN SEGREGATED MANNER BY APRIL 2015.
CAS IS A METHOD OF CHECKING STRUCTURAL INTEGRITY OF SHIP, &
IT’S CERTIFICATION BY REGULAR INSPECTION BY AUTHORITY. THE
SAID INSPECTIONS ARE CARRIED ON ANNUALLY BY AUTHORITIES.

ISM CODE, IT'S PURPOSE AND CERTIFICATES ISSUED FOR ISM CODE

ISM CODE: - AS PER SOLAS CHAPTER IX. MANAGEMENT FOR THE

SAFE OPERATION OF SHIP.
ISM IS INTERNATIONAL SAFETY MANAGEMENT CODE FOR SAFE
OPERATION OF SHIPS & FOR POLLUTION PREVENTION AS ADOPTED.
PURPOSE OF THIS CODE IS TO PROVIDE AN INTERNATIONAL
STANDARD FOR SAFE MANAGEMENT AND OPERATION OF SHIPS AND
FOR POLLUTION PREVENTION.
THE OBJECTIVE IS TO ENSURE SAFETY AT SEA, PREVENTION OF
HUMAN INJURY OR LOSS OF LIFE & AVOIDANCE OF DAMAGE TO THE
ENVIRONMENT, IN PARTICULAR TO MARINE ENVIRONMENT AND TO
PROPERTY.

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

SAFETY SYSTEM IN A FIRE LINE OR WHY FIRE LINE FITTED WITH

RELIEF VALVE AND DRAIN VALVE

RELIEF VALVE: - 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 OVER PRESSURE 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.
 MAINTENANCE ON A CO2 FIRE FIGHTING SYSTEM ONBOARD A SHIP

1. CHECK THE HINGES OF THE CO2 ROOM DOOR & GREASE IT.
2. CHECK THE PRESSURE GAUGE.
3. CHECK THE CONDITION OF THE BLOWER.
4. CHECK ALL LIGHTINGS ARE PROPERLY WORKING.
5. IF MANUAL PULL CABLES OPERATE THE REMOTE RELEASE
CONTROLS, THEY SHOULD BE CHECKED TO VERIFY THE CABLES &
CORNER PULLEYS ARE IN GOOD CONDITION AND FREELY MOVE
AND DO NOT REQUIRE AN EXCESSIVE AMOUNT OF TRAVEL TO
ACTIVATE THE SYSTEM.
6. CHECK THE WEIGHT OF THE CO2 BOTTLES.
7. THE DISCHARGE PIPING & NOZZLES SHOULD BE TESTED TO VERIFY
THAT THEY ARE NOT BLOCKED. THE TEST SHOULD BE PERFORMED
BY ISOLATING THE DISCHARGE PIPING FROM THE SYSTEM &
FLOWING DRY AIR OR NITROGEN FROM TEST CYLINDER OR
THROUGH ANY OTHER SUITABLE MEANS.
8. THE HYDROSTATIC TEST OF ALL THE CYLINDERS SHOULD BE DONE
ONCE IN 10 YEARS ATLEAST.
9. THE ALARM TO BE TESTED.
10. THE CO2 LINES SHOULD BE BLOWN THROUGH WITH SERVICE AIR.

TESTING PROCEDURE
A. CLOSE THE SECTION ISOLATING VALVE, THIS WILL RAISE AN
ALARM INDICATING ZONE ISOLATION.
B. NOW, OPEN THE TEST VALVE, IF NO WATER COMES OUT, AND
THEN IT MEANS THE NR VALVE PLACED AFTER THE SECTION
ISOLATING VALVE IS NOT LEAKING.
C. 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.​
D. 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.
E. ALL THE ABOVE ALARMS WILL BE INDICATED ON THE
NAVIGATION BRIDGE, E/ROOM AS WELL AS IN THE FIRE CONTROL
ROOM. THE ALARM WILL ALSO INDICATE THE PARTICULAR ZONE
FROM WHERE IT HAS RISEN.
F. 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.

MARKINGS ON LIFE BOAT AND LIFE RAFT OF A SHIP AS PER LSA

CODE BOOK CHAPTER 4
AS PER LSA CODE BOOK CHAPTER 4.

MARKING ON LIFEBOAT:
A. NAME OF SHIP
B. PORT OF REGISTRY
C. IMO NUMBER
D. LIFEBOAT DIMENSION
E. CARRYING CAPACITY
F. MAKER NAME
G. SERIAL NUMBER

MARKING ON LIFE RAFT:

A. NAME OF SHIP.
B. PORT OF REGISTRY
C. IMO NUMBER
D. CARRYING CAPACITY
E. MAKER NAME
F. SERIAL NUMBER
G. DATE OF LAST SERVICING.

GARBAGE DISPOSAL REGULATION AS PER MARPOL ANNEX V FROM

SHIP
AS PER MARPOL ANNEX V, REGULATION FOR THE PREVENTION OF
POLLUTION BY GARBAGE FROM SHIP.

1. THE DISPOSAL INTO THE SEA OF ALL PLASTICS, PLASTIC GARBAGE

BAGS AND INCINERATOR ASHES FROM PLASTIC PRODUCTS WHICH
MAY CONTAIN TOXIC OR HEAVY METAL RESIDUES IS PROHIBITED.
2. THE DISPOSAL OF GARBAGE I.E., DUNNAGE, LINING & PACKING
MATERIALS TO BE MADE 25 NAUTICAL MILES AWAY FROM THE
NEAREST LAND.
3. DISPOSAL OF FOOD WASTES AND ALL OTHER GARBAGE
INCLUDING PAPER PRODUCTS, RAGS, GLASS, METAL TO BE MADE 12
NAUTICAL MILES AWAY FROM THE NEAREST LAND.
4. DISPOSAL OF FOOD WASTES CAN BE PERMITTED IF IT HAS PASSED
THROUGH A COMMINUTER OR GRINDER, DISTANCE IS MORE THAN 3
NAUTICAL MILES FROM THE NEAREST LAND. SUCH COMMINUTED OR
GROUND GARBAGE SHALL BE CAPABLE OF PASSING THROUGH A
SCREEN WITH OPENINGS NO GREATER THAN 25 MM.

WHAT IS SOPEP AND ITS PURPOSE - SHIPBOARD OIL POLLUTION

EMERGENCY PLAN (AS PER MARPOL ANNEX 1, REGULATION 37)

SOPEP :- SHIPBOARD OIL POLLUTION EMERGENCY PLAN

AS PER MARPOL ANNEX 1, REGULATION 37.

EVERY OIL TANKER OF 150GRT AND ABOVE AND EVERY SHIP OTHER
THAN OIL TANKER OF 400GRT & ABOVE SHALL CARRY ONBOARD A
SOPEP APPROVED BY THE ADMINISTRATION.

THE SOPEP CONSISTS OF:-

1. THE PROCEDURE TO BE FOLLOWED BY MASTER & OTHER PERSON
HAVING CHARGE OF THE SHIP TO REPORT AN OIL POLLUTION
INCIDENT.
2. THE LIST OF AUTHORITIES OR PERSONS TO BE CONTACTED IN
EVENT OF OIL POLLUTION INCIDENT.
3. A DETAILED DESCRIPTION OF THE ACTION TO BE TAKEN
IMMEDIATELY BY PERSONS ONBOARD TO REDUCE OR CONTROL THE
DISCHARGE OF OIL.
4. THE PROCEDURES & POINT OF CONTACT ON THE SHIP FOR
CO-ORDINATING SHIP BOARD ACTION WITH NATIONAL & LOCAL
AUTHORITIES.

EXPLAIN THE PROCEDURE TO PUMP OUT ENGINE ROOM BILGE STEP

BY STEP.

A. INFORM CHIEF ENGINEER.

B. NOTE DOWN THE V/L POSITION FROM THE BRIDGE.
C. TAKE THE SOUNDING OF THE BILGE TANK.
D. CHECK THE 15PPM ALARM FOR ITS PROPER WORKING.
E. OPEN THE OVERBOARD VALVE, OPEN SEA WATER VALVE & BILGE
PUMP INLET AND OUTLET VALVE.
F. NOTE DOWN THE TIME OF STARTING.
G. START THE BILGE PUMP & FILL THE OWS WITH SEA WATER. LET
THE OWS RUN ON SEA WATER FOR 10-15 MINS.
H. SLOWLY CLOSE THE SEA WATER INLET VALVE & START OPENING
THE OUTLET VALVE OF THE BILGE TANK.

REGULATIONS FOR PUMPING OUT ER BILGES IN SPECIAL AREAS AND

OUTSIDE SPECIAL AREAS

PUMPING OUT ER BILGES OUTSIDE SPECIAL AREA:

AS PER MARPOL ANNEX I, REGULATION 15.
ANY DISCHARGE INTO THE SEA OF OILY OR OILY MIXTURES FROM
SHIPS OF 400 GRT & ABOVE SHALL BE PROHIBITED EXCEPT WHEN
ALL THE FOLLOWING CONDITIONS ARE SATISFIED:-
1. THE SHIP SHOULD BE PROCEEDING ENROUTE FROM POINT A TO
POINT B.
2. THE OILY MIXTURE IS PROCESSED THROUGH AN OIL FILTERING
EQUIPMENT.
3. THE OILY CONTENT OF THE EFFLUENT WITHOUT DILUTION DOES
NOT EXCEEDS MORE THAN 15PPM.
4. THE OILY MIXTURE DOES NOT ORIGINATE FROM CARGO PUMP
ROOM BILGES ON OIL TANKERS.
5. THE OILY MIXTURE, IN CASE OF OIL TANKERS, IS NOT MIXED WITH
OIL CARGO RESIDUES.

PUMPING OUT ER BILGES INSIDE SPECIAL AREA

1. THE SHIP SHOULD BE PROCEEDING ENROUTE FROM POINT A TO

POINT B.
2. THE OILY MIXTURE IS PROCESSED THROUGH AN OIL FILTERING
EQUIPMENT APPROVED BY THE ADMINISTRATION.
3. THE OIL CONTENT OF THE EFFLUENT WITHOUT DILUTION DOES
NOT EXCEEDS MORE THAN 15PPM.
4. THE OILY MIXTURE DOES NOT ORIGINATE FROM CARGO PUMP
ROOM BILGES ON OIL TANKERS.
5. THE OILY MIXTURE IN CASE OF OIL TANKERS IS NOT MIXED WITH
OIL CARGO RESIDUES.

COLLISION BULKHEAD IN A SHIP - PURPOSE, LOCATION AND

REGULATIONS

PURPOSE:-
§ AVOIDS FLOODING OF SHIP IN CASE OF DAMAGE TO BOWS.

LOCATION
§ 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.
§ 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.

WHAT IS TENDER AND STIFF SHIP?

TENDER SHIP:- THE SHIP WITH A SMALL METACENTRIC HEIGHT HAS

A SMALL RIGHTING LEVER AT ANY ANGLE & WILL ROLL EASILY IS
SAID TO BE TENDER SHIP. IN TENDER SHIP, IN IT THE CENTRE OF
GRAVITY LIES BELOW THE TRANSVERSE METACENTRE. THE GM IS
MORE THAN GZ. & THESE KIND OF SHIP ARE MORE STABLE.
STIFF SHIP:- THE SHIP WITH A LARGE METACENTRIC HEIGHT HAS A
LARGE RIGHTING LEVER AT ANY ANGLE & HAS CONSIDERABLE
RESISTANCE TO ROLLING. A STIFF SHIP IS VERY UNCOMFORTABLE.
IN IT THE CENTRE OF GRAVITY LIES ABOVE THE TRANSVERSE
METACENTRE.
 BOILER GAUGE GLASS DRILL OR DAILY MAINTENANCE

PROCEDURE:
1. MAKE SURE DRAIN LINE IS CLEAR
2. CLOSE THE STEAM OUTLET VALVE.
3. CLOSE THE WATER OUTLET VALVE.
4. OPEN THE DRAIN VALVE.
5. OPEN THE WATER OUT VALVE & LET WATER FLOW THRU IT AND
CLOSE THE VALVE AFTER BLOWING DOWN WITH WATER.
6. OPEN THE STEAM OUT VALVE AND BLOW THRU WITH STEAM.
7. CLOSE STEAM VALVE.
8. CLOSE THE DRAIN VALVE.
9. NOW, OPEN THE WATER SIDE VALVE.
10. LET WATER FILL UP 3/4TH GAUGE GLASS.
11. OPEN THE STEAM VALVE SLOWLY.
.
?
.