Safety - Most Important Oral Questions For Quick Revision - Part-II.

1. What is a shipboard pollution emergency plan?

Ans: Marpol Annex 1- Regulation 37 - Shipboard oil pollution emergency plan

1. Every oil tanker of 150 gross tonnages and above and every ship other than an oil tanker of 400 gross tonnages and above shall carry on board a shipboard oil pollution emergency plan approved by the Administration.

2. Such a plan shall be prepared based on guidelines developed by the Organization and written in the working language of the master and officers. The plan shall consist of at least of:

(i) the procedure to be followed by the master or other persons having charge of the ship to report an oil pollution incident, as required in article 8 and Protocol I of the present Convention, based on the guidelines developed by the Organization;

(ii) the list of authorities or persons to be contacted in the event of an oil pollution incident;

(iii) a detailed description of the action to be taken immediately by persons on board to reduce or control the discharge of oil following the incident; and

(iv) the procedures and point of contact on the ship for coordinating shipboard action with national and local authorities in combating the pollution.

3. In the case of ships to which regulation 17 of Annex II (shipboard marine pollution emergency plan for noxious liquid substances) of the present Convention also applies, such a plan may be combined with the shipboard marine pollution emergency plan for noxious liquid substances required under regulation 17 of Annex II of the present Convention. In this case, the title of such a plan shall be ''Shipboard marine pollution emergency plan''.

4. All oil tankers of 5,000 tonnes deadweight or more shall have prompt access to computerized shore-based damage stability and residual structural strength calculation programs.

2. NOx Reduction Methods

Ans: To comply with this Tier III requirement ships shall have to be installed or retrofitted with equipment/systems which can reduce NOx below Tier III standards. Mentioned below are seven technologies available to meet these criteria.

1. Selective Catalytic Reduction (SCR):

In this system urea or ammonia is injected into the exhaust gas before passing it through a unit, which consists of a special catalyst layer, at a temperature between 300 and 400 Deg C. Chemical reaction between Urea/ammonia and NOx in exhaust gases reduces NOx (NO and NO2) to N2. SCR unit is installed between the exhaust manifold/receiver and the turbocharger.
A highly efficient turbocharger is required for this system as there is pressure drop across SCR Reactor, Engine load should be 40% and above, as NOx is reduced to N2 within a specific temperature window ( 300-400 Deg C).
If the temperature is above 400 Deg C, ammonia will burn rather than reacting with NOx which will lead the system to be ineffective. If the temperature is below 270℃. the reaction rate will be low and the ammonium sulphates formed will destroy the catalyst.

Some B&W engine uses DeNOx or SiNOX system using SCR technology.

Some Wartsila engines also has NOR (NOx Reduction) system that uses SCR technology.

More than 90% reduction is achieved by using SCR technology to comply with Tier III emission standards.

2. Exhaust Gas Recirculation (EGR): NOx is reduced up to 60%. 20% exhaust gas is recirculated which reduces oxygen and thus NOx reduction takes place. Exhaust from engine and turbocharger is tapped, filtered, cooled and fed to blower inlet.

In this technology, part of the exhaust gas after the turbocharger is recirculated to scavenge the air receiver after passing it through the scrubber (exhaust gas washing ) unit. Around 50-60% NOx reduction from tier I is claimed by making use of EGR. However, discharge of cleaning water requires treatment like purification and separating exhaust gas cleaning sludge. As some countries are against the discharge of this water, re-using this water poses a corrosion problem.

NOx reduction takes place due to reduction in excess air (oxygen content) used for combustion addition of CO2, and water vapour reduces peak temperatures as both have higher specific heat than air. EGR system along with a combination of one of the technologies such as altered (delayed) injection method, new design fuel valve, common rail injection principle, electronic engines, Scavenge Air Moisturizing can be used to comply with Tier III standards.

3. Scavenge Air Moisturizing: Air from the turbocharger after passing through the compressor, has high-temperature Seawater is injected into this high-temperature air for cooling and making it saturated. The distillation process makes it possible to use seawater instead of freshwater. Humidification of air is controlled by maintaining scavenge air temperature between 60-70℃. Water in saturated air reduces the peak temperature as water has higher heat carrying capacity than air.

Around 60% NOx reduction is achieved by this method. By using a combination of other technologies such as EGR with Scavenge Air Moisturizing, NOx Tier III standards can be achieved.

4. Miller Cycle: By making use of the Miller cycle in 4-Stroke engines along with high-efficiency turbocharger, that is, early closing of inlet valves before BDC, causes expansion and cooling of intake air which reduces NOx production. This NOx reduction method will require two turbochargers (2-Stage turbocharging). This method along with the Direct Water injection (DWI) Principle and other methods such as fuel-water emulsion can bring NOx well below Tier III standards.

5. Use of Low-Pressure Gas Engines: New marine engines using low-pressure LNG as a marine fuel will have greater importance in meeting Tier III standards. Wartsila has developed a 2-stroke DF technology engine that makes use of low-pressure LNG as fuel. It is based on the lean-bun principle (relatively high air/fuel ratio) in which the premixed air/fuel charge is ignited by pilot fuel. One of the most important aspects of this engine is that the emission is below the NOx Tier limit, and this is achieved without the use of an exhaust gas treatment system.

6. CSNOx : 

Ecospec has developed a system known as CSNOx which uses fresh water or seawater to pass through the Ultra Low-Frequency Electrolysis system. This treated water is further mixed with to react with the exhaust gas to reduce NOx content. The system reduces CO2, SOx and NOx in one compact equipment. This technology along with other NOx reducing methods mentioned above can be used for compliance with Tier III standards. CSNOx has the advantage of achieving high efficiency with low maintenance and power consumption.

7. Combination:

Combination of Technologies having one or more combinations such as electronic engines with variable fuel timings, LNG as fuel or Direct water injection or Fuel in water emulsions etc with other NOx reducing methods that can be used to comply with Tier III emission standards. These mentioned combinations may or may not require an exhaust gas scrubber to comply with Tier III norms.

3. What in NOx Tier III?

Ans: Progressive reductions in NOx emissions from marine diesel engines installed on ships is included in MARPOL Annex VI, with a "Tier II" emission limit for engines installed on or after January 2011. NOx "Tier II" is a more stringent emission limit for engines installed on or after first January 2016 operating in ECAs.

Marine diesel engines installed on or after 1 January 1990 but prior to 1 January 2000 are required to comply with "Tier I" emission limits, if an approved method for that engine has been certified by an Administration.

NOx Tier III emission standards are 80% less than NOx Tier I emission standards. The emission value for a diesel engine is to be determined in accordance with the NOx Technical Code 2008 in the case of Tier II and Tier III limits.

As per Marpol Annex VI Tier III limits are :

NOx Emission:

TIERS	Duration	RPM n<130	130<n<1999	n>1999
TIER-I	From 01-Jan-2000 to 31-Dec-2010	17 gm/kw.hr	45xn^-0.2 gm/kw.hr	9.8 gm/kw.hr
TIER II	From 01-Jan-2010 to 31-Dec-2015	14.36 gm/kw.hr	44xn^-0.23 gm/kw.hr	7.66 gm/kw.hr
TIER-III	After 01-Jan-2016	3.4 gm/kw.hr	9xn^-0.2gm/kw.hr	1.96 gm/kw.hr

 

4. Ozone-depleting substances?

Ans: Marpol Annex VI prohibits deliberate emission of ozone-depleting substances.

Chlorofluoro Carbons (CFCs) Like R-11, R-12, & R-502 are used in refrigeration and air conditioning systems, Halons (Bromo fluoro Carbons) like halon-1211, Hanlon-1301, & Halon-2402 used extensively for fire fighting and explosion prevention.

Indestructible CFCs remain in the troposphere, When these CFC gases migrate from the Troposphere to the stratosphere, they are broken down by photolysis to release chlorine atoms. These chlorine atoms catalytically destroy ozone, the gas which acts as a filter of UV light from the sun. Ozone absorbs UV radiation without itself being consumed and convert UV light into heat.

Thus ozone gas is getting depleted in a chain reaction by the O-Atom. New installations containing Ozone-depleting substances shall be prohibited on all ships, except those containing hydro-Choloro-Fluoro Carbon (HCFCs), like R-22 are permitted until 01 January 2020.

Increased UV light on earth as a result of Ozone depletion will, amongst other possible consequences, cause skin cancer, interfere with the immune system, harm the aquatic system and crops.

Furthermore, CFCs along with other "Green House Gases" inhibit the release of heat from the earth, thereby contributing to global warming. Scientists predict that if contributing to global warming. scientists predict that if the average global temperature continues to increase, the mean sea level will rise due to the melting of ice from poles, with catastrophic flooding in certain low lying areas of the world.

The CFCs are characterised under the Montreal protocol according to the extent to which they damage the Ozone layer. The most damaging CFC is given as "Ozone Depletion Potential(ODP)" of 1 and "Global Warming Potential (GWP)" of 1 & "Greenhouse potential (GP)" of 3300, with R-11 as the base, & Others are given Values compared to base 1 of R-11.

5. Explain regulation 18 of annexe VI i.e., Fuel oil Quality?

Ans: Gaseous and condensed hydrocarbons and particulate matters are a result of incomplete combustion and/or poor quality. Poor quality is to be avoided to obviate the release of such matters.

By using an exhaust gas filter or wet electrostatic precipitator in which particles are ionised to make them stick to the electrode and the dust eventually wash out. "Electro-cyclone system of Wartsila which combines the advantages of the cyclone and electrostatic precipitators reduces particle emission by more than 60% with the engine running on heavy fuel oil.

Certificates and Other Documents Which are to be retained on board ships with the annexe in force:-

i) BDN for three years.

ii) EIAPP certificate (or statement of compliance), Technical file & IAPP certificate.

iii) Record book of engine parameters.

iv) Operational Manual for onboard direct measurement and monitoring methods.

v) Operation manual for Vapour collection system.

vi) Operational manual for a shipboard incinerator.

vii) Logbook

viii) EEDI

ix) SEEMP

6. Explain the regulations regarding Ship Board Incineration?

Ans: Regulation 16: Shipboard incineration:

The regulations do not require that an incinerator is fitted or that waste must be incinerated. The regulation only controls incinerator emission standards when an incinerator is installed on or after the 1st Jan 2000 are to be approved in accordance with IMO standards. The Incineration of certain Materials, that could result in toxic emissions will be prohibited, this includes:

i) cargo residues from Marpol Annex I, II,& III and any related contaminated Packaging.

ii) Polychlorinated biphenyl's (PCB's)

iii) Garbage Containing Traces of heavy metal

iv) Refined Petroleum Products.

Other aspects of incineration control already exist in Marpol 73/78 annexe V and the associated guidelines for the implementation of that annexe.

7. IAPP (International Air Pollution Prevention) Certificate?

Ans: Marpol Annex VI applies to all ships, and to fixed and floating drilling rigs and other platforms. Ships of 400 GT & above engaged in international voyages, constructed on or after 19th May 2005, are required to be surveyed and issued with an IAPP (International Air Pollution Prevention) Certificate on delivery of the ship.

For ship of above the category engaged in International voyages, constructed prior to this date, the IAPP certificate must be issued at the first scheduled dry docking after 19th May 2005, but no later than the date of the initial survey while its certificate validity will be maintained by annual, intermediate and renewal surveys. The survey follow the IMO harmonized system and certification (HSSC).

8. Name the sources of air pollution controlled by Annex VI?

Ans: Marpol Annex VI Controls The Following Six Sources Of Air Pollution From Ships;

1. Emission of Ozone Depleting Substances;

2. Nitrogen Oxide (NOx) emission from Diesel Engines;

3. Sulphur Oxide Emission;

4. Emission Of volatile Organic Compounds;

5. The Incineration of shipboard wastes;

6. Fuel Oil Quality.

9. NOx control?

Ans: Technical code: - the code will be applied when a diesel engine with a power output of 130 and above is installed on a ship whose keel was laid on or after 1st January 2000 any diesel engine with a power output of 130 and above which has undergone a major conversion on or after 1st January 2000. Except those are used solely for an emergency.

Major conversion means the maximum continuous rating of the engine is increased by more than 10% over the engine is replaced by a new Indian built on or after 1st January 2000.

    General exceptions: - emergency diesel engine lifeboat engine or any other engine installed in equipment intended solely for emergency use do not have to comply with the regulation on NOx control.

 Marpol Annexe VI requires all diesel engines with a power output of more than 130kw to be tested and issued with an engine International Air pollution prevention (IAPP) certificate and an appropriate NOx technical file. The Administration may allow exclusion from the application of this regulation to any engine which is installed on a ship constructed or which undergoes a major conversion before 19th may 2005 provided that the ship is solely engaged in domestic services.

10. What are the Effects of NOx

Ans: NOx emission and N2 and O2 lead to petrochemical smog and acid rain and depletion of the Ozone layer. Smog and acid rain are more prominent on land.

11. Causes of NOX formation

Ans: The nitrogen present in the combustion air and the organic nitrogen present in the fuel combines with the oxygen at a high temperature to form oxides of Nitrogen.

Thus higher the combustion temperature (i.e high compression ratio, high peak pressure, high rate of fuel delivery) higher the residence time of high temperature i.e slower the speed of the engine, higher the NOx formation. The yellowish brownish colour of the exhaust plume indicates a high concentration of NOx it may be noted on a Global scale large quantity of NOx produced naturally by bacterial and volcanic action and by lightning which far outweighs those generated by man's activities.

12. SOx Control?

Ans: The sulphur content of fuel oil on board ships should not exceed 4.5% m/m in any part of the world and should have documentary evidence to prove this (Analyst Report). In the SOx emission Control Area(SECA), the sulphur content of a fuel is not to exceed 1.5% m/m unless an exhaust gas cleaning system or equivalent is used. Before entering SECA change over from HFO to Diesel has to be completed.

Baltic Sea will be the first of this kind and will enter in force by May 2006. Water washing the exhaust with abatement technology is also approved if the SOx could be reduced to 6g/KWh.

Scrubbers can wash out sulphur from exhaust gas but it will take up valuable space and possibly a health hazard as a cooler of exhaust gas may descant forwards deck and poison the crew. Moreover, seawater can wash out particulate matter in addition to SOx, which are harmful to marine life. To extract sulphur and H2SO4 from scrubber output water which can be marketed.

13. Volatile Organic Matter?

Ans: A vapour emission control (VEC) system is only required to be used where local regulation requires the discharge of volatile organic compounds to be controlled.

The regulation controls the standard the VEC system must comply with and actions required by countries that require VEC system to be used.

This regulation shall only apply to gas carriers when the type of loading containment system, allow safe retention of non-methane VOCs on board, or their safe return to shore.

14. What is the standard size of containers?

Ans: The containers are of international standard, 20 ft, 30 ft or 40 ft in length, 8 ft wide and 8 ft high, the 20 ft and 40 ft lengths being most popular. when denoted as 20 TEU or 40 FEU that means 20 or 40 feet equivalent.

15. How containers are stored in holds on ships?

Ans: The containers are loaded into the ship vertically, fitting into cell guides which are splayed out at the top to provide lead-in. Pads are fitted to the tank top at the bottom of the guides in line with the corner fittings. The available hold space is dictated by the size of the hatches. It is essential, therefore, to have long, wide hatches to take a maximum number of containers. 

16. Construction of container ship hatches?

Ans: Because of the wide hatches, the deck plating must be thick, and higher tensile steel is often used. The deck, side shell and longitudinal bulkheads are longitudinally framed in addition to the double bottom. The hatch coamings may be continuous and therefore improve the longitudinal strength. 

17. What is the purpose of a torsion box?

Ans: Container vessels have a low torsional strength caused by the large hatches. This problem is overcome to some extent by fitting torsion boxes on each side of the ship. The torsion box also avoids the racking effect.

18. Construction of torsion box?

Ans: These boxes are formed by the upper deck, the top part of the longitudinal bulkhead, sheer strake and upper platform, all of which are of thick material. The boxes are supported inside by transverses and wash bulkheads in addition to the longitudinal framing.  At the after end, they extend into the engine room and are tied to deep transverse webs. Similarly, at the fore-end, they are carried as far forward as the form of the ship will allow and are welded to transverse webs. The longitudinal bulkheads below the box may have to be stepped inboard to suit the shape of the ship, the main longitudinal bulkhead being scarphed into the stepped section. 

19. What is racking?

Ans: When a ship is rolling it is accelerated and decelerated, resulting in forces in the structure tending to distort il. This condition is known as racking and its greatest effect is felt when the ship is in the light or ballast condition. The brackets and beam knees joining horizontal and vertical items of the structure are used to resist this distortion.

20. What is pounding?

Ans: In heavy weather, when the ship is heaving and pitching, the forward end leaves and

re-enters the water with a slamming effect This slamming down of the forward region onto the water is known as pounding.

21. What is panting?

Ans: The movement of waves along a ship causes fluctuations in water pressure on the

plating as waves pass along the hull and when the vessel pitches. This tends to create an in-and-out movement of the shell plating, known as panting.

22. What is a bilge keel?

Ans: A projected offset bulb plate at right-angled to the bilge radius region welded to a doubler plate on the ship shell, extending about half the ship's length only in the midship region in order to minimize roll motion.

23. What is the purpose of bilge keel?

Ans: A bilge keel is fitted along the bilge radius on either side of the ship to damp any tendency the ship has to roll. Some improvement in longitudinal strength at the bilge radius is also provided. The bilge keel must be arranged to penetrate the boundary layer of water along the hull but not too deep to have large forces acting on it.

24. How the bilge keel is fixed on the ships hull?

Ans: The bilge keel is fixed at right-angles to the bilge radiused plating but does not extend beyond the extreme breadth line. It runs the extent of the midship section of the ship and is positioned, after model tests, to ensure the minimum resistance to the forward motion of the ship. Construction is of steel plate with a stiffened free edge or a section such as a bulb plate. A means of fastening to the hull is employed which will break off the bilge keel without damage to the hull in the event of fouling or collision. The ends are fastened to a doubling plate on the shell since the bilge plating is in a highly stressed region of the ship.

25. Arrangement for panting?

Ans: Special structural arrangements are necessary for the forward region of the ship to strengthen the ship's plating against this action. The structure must be strengthened for 15-20% of the ship's length from forward to the stem. 

26. How fwd part is stiffened?

Ans: This stiffening is made up of horizontal side stringers, known as 'panting stringers', fitted at about 2 m intervals below the lowest deck. Panting beams are fitted across the ship at alternate frame spaces and are bracketed to the panting stringer. The intermediate frames are connected to the panting stringer by brackets. A partial wash bulkhead or a series of pillars is fitted on the centreline to further support the structure. Perforated flats may be fitted instead of beams but these must not be more than 2.5 m apart. Perforations of at least 10% of the plate area are required in order to reduce water pressure on the flats.

27. Panting beam?

Ans: An athwartships structural element that is fitted at alternate frame spaces and bracketed to the painting stringers.

28. Panting stringers?

Ans: Stiffeners which are fitted at about two-metre intervals below the lowest deck in the forward region to strengthen the ship's side plating against plating.

29. Purpose of Bulbous bow?

Ans: The bulbous bow is fitted in an attempt to reduce the ship's resistance. 

Improved buoyancy forward is provided which will reduce the pitching of the ship.

30. What is a bulwark?

Ans: Bulwarks are barriers fitted to the deck edge to protect passengers and crew and

avoid the loss of items overboard should the ship roll excessively. Bulwarks are

considered solid or open-the solid type being constructed principally of the plate, the

open type being railings.

31. What is the contribution of bulwark to longitudinal strength?

Ans: The bulwark makes no contribution to longitudinal strength and as such, in the

solid form is of a relatively thin plate supported by stays from the deck. 

32. Construction and fitting of bulwark?

Ans: The bulwark plates are supported by stays, these stays are set back from the deck edge and must not be welded to the sheer strake. This avoids the high stresses, particularly at the midships section, being transmitted to the bulwarks and possible cracking occurring.

Where the solid bulwark meets the deck, freeing ports must be fitted to allow the rapid drainage of any water shipped, which could seriously affect the stability of the ship. The depth of the freeing port must be restricted to 230 mm.

Open bulwarks consist of rails and stanchions supported by stays which again are set back from the deck edge. The lower rail spacing must be a maximum of230 mm, whereas the rails above may have a maximum spacing of 380 mm. Bulwarks of both types are usually 1 min height Bulwark plating, particularly in the forecastle region, is increased in thickness where it is penetrated by mooring fittings.

33. Construction of devil claw or cable stopper?

Ans: The cable stopper consists of a heavy hinged stopper bar with a pointed edge. It is mounted on a frame that is welded on the deck with a heavy insert plate, additionally stiffened by brackets. The stopper consists of a roller on which the chain pass.

34. Working of cable stopper?

Ans: While the ship is on anchorage or the anchor is completely heaved up. The weight of the anchor is taken by the devil's claw and the windlass is made free of any load. The pointed edge of the hinged stopper bar falls into the chain link to hold the chain in place. 

35. How the barrel of a windlass grabs the chain links?

Ans: The barrel of the windlass has specially shaped wildcat snugs. In wildcat snugs, the cable links get fit and pass round before going into the chain locker.

36. Purpose of haws pipe?

Ans: To run the anchor cable smoothly onto the windlass and to maintain the watertight integrity of the forecastle deck.

37. Construction of haws pipe?

Ans: It should be of sufficient size to pass the anchor cable without snagging. A thick plating is attached to a doubling plate at the forecastle deck. A reinforced strake of plating at the side shell. A rubbing or chaffing ring at the ships hull at the entry of haws pipe.

38. Why is the chaffing ring fitted?

Ans: For protection against the propeller hitting.

39. Bonjean curves?

Ans: Lines or curves of immersed cross-sectional area plotted against draught which is often drawn on the profile of a ship, enable to determine the underwater volume of water lines that are not parallel to the base.

40. Construction of Spurling pipe?

Ans: The chain links pass into chain locker through Spurling pipe, which is adequately strengthened by heavy plate, solid round bars at lower edge and brackets. 

41. What are the types of anchors?

Ans: Admiralty plan

admiralty standard stockless

AC 17

C 14

CQR

Stocked close-stowing.

42. Test on cables before acceptance for sea service?

Ans: Poof load test as per classification society requirements, and destruction test 50% above proof load. 

43. Survey of anchor chain?

Ans: Cable should be laid out or 'ranged' in a drydock and the various lengths (shackles)

transposed. The individual links should then be examined for wear and the joining shackles should be opened up and examined. 

Every link should be hammer tested to ensure it is sound. The chain locker should meanwhile be thoroughly cleaned out and the cable securing arrangement overhauled.

The anchor should be cleaned and examined, in particular, to ensure the free movement of the head pivoting mechanism. The mechanism should be suitably greased after the examination.

44. Inspection of the propeller?

Ans: The cone should be checked for the security of attachment and also the rope guard. The

blades should be examined for corrosion and cavitation damage, and any cracks or

damage to the blade tips. It is usual to examine any tail shaft seals and also measure

the tail shaft wear down.

45. Inspection of the shell plating?

Ans: The shell plating must be thoroughly examined for any corrosion of welds, damage,

distortion and cracks at openings or discontinuities. Any hull attachments such as

lugs, bilge keels, etc., must be checked for corrosion, security of attachment and any

damage. All openings for grids and sea boxes must also be examined

46. Inspection of sacrificial anodes at drydock?

Ans: Sacrificial anodes should be checked for the security of attachment to the hull and the

degree of wastage that has taken place. With impressed current systems, the anode and

reference anodes must be checked, again for the security of attachment. The inert shield

and paintwork near the anodes should be examined for any damage or deterioration.

47. Inspection of Rudder at drydock?

Ans: The plating and visible structure of the rudder should be examined for crack and

any distortion. The drain plugs should be removed to check for the entry of water. Pintle or bearing wear-down and clearances should be measured and the security of the rudder stock coupling bolts and any pintle nuts should be ensured.

48. Inspection of the Sternframe at drydock?

Ans: The surface should be carefully checked for cracks, particularly in the areas where

a change of section occurs or large bending moments are experienced.

49. What is the common type of anchor used onboard?

Ans: The main or bower anchors are usually of the stockless design in order to enable

the shank to be drawn fully into the hawse pipe.  The entire head is able to pivot about the end of the shank. Thus when the anchor strikes the sea bed the tripping palm chafes and causes the arms to rotate and the flukes to dig in.

50. How is the Anchor Chain attached to the anchor shank?

Ans: An anchor is connected to anchor chain through, anchor shackle, lugged joining shackle, open link, enlarged link,  swivel piece, enlarged link again and anchor chain.

51. Why anchor washing is carried out?

Ans: If the recess in the head becomes choked with sea bed

material, the anchor may fail to trip and grip. It should, therefore, be washed and checked after use.

52. Material of chain cable?

Ans: The chain cable is made up of links of either forged mild steel or special quality

forged steel. The cable size is measured by the diameter of the bar used for the links.

53. What is the length of the anchor chain cable?

Ans:  The cables are fabricated in lengths of 15 fathoms (90 feet/27.5 metres) and half-lengths of 7.5 fathoms (45 feet/13.75 metres), called shackles and half-shackles respectively. These shackles are combined to form the full length of the cable by means of joining shackles, either lugged or lugless. The standard joining shackle is the lugless pattern that will reeve through a common link. Shackles are numbered consecutively from their outer to the inner end.

54. Construction of lungless shackles?

Ans: The lugless shackle is manufactured of nickel steel and is in four parts. The assembly is secured by a spile pin driven through the sides of the link and the centre stud. The minimum diameter of the bar used is 1.25D where D is the size of the chain cable.

55.  Why Studs are fitted across the centre of the links?

Ans: Studs are fitted across the centre of the links to prevent longitudinal stretching and also prevent kinking of the chain. 

56. What is Bitter end? 

Ans: The inboard end of a ship anchoring cable is secured in the chain locker by the clench pin.

57. What is a Clench pin?

Ans: The final link of the cable is attached to the ship's structure by a clench pin. The pin can be removed by turning the handwheel or sometimes by hammering result in passing the entire chain into the sea.

58. In an inspection how will you know the cable is not useful anymore?

Ans: Any link is found to have lost more than 1/10th of its original diameter, the length of cable which includes the link is unfit. it may be 1/8th for smaller cable (smaller than 70mm). 

59. Windlass heaving speed? 

Ans: The windlass must be capable of rising an anchor along with its chain from the depth of 82.5m to a depth of 27.5m (2 cable lengths) at a mean speed of not less than  9m/min.

60. Types of strakes? Shear strake?

Ans: Strakes are the continued range of plates forming the side of the vessel.

Bilge strake is at the turn of bilge 

A Stealer strake is a single wide plate that replaces two narrow plates in adjacent strakes.

Sheer strake is the strake of side plating nearest to the deck. It is usually increased in thickness or higher tensile steel is used because of the high bending stress experienced.  

Garboard strake is the bottom side plating on either side of the keel plate.

61. Duct keel?

Ans: An internal passageway, formed by twin longitudinal girders which extend a considerable distance along the length of the ship. Piping for various holds and tanks run along this passage.

 

62. Gunwale? 

Ans: upper edge of the ship side where the sheer strake meets the deck plating.

63. Registered tonnage? 

Ans: The value of tonnage stated in the certificate of registry of the ship.

64. What is a certificate of registry?

Ans: a document issued by the government authority following a survey. It gives details of the ship, its home port and the names of owners. The certificate of registry establishes the nationality and ownership of a vessel. It must be endorsed with the name of the master and be in his possession.

65. Deadweight?

Ans: The difference between the displacement and the lightweight of a ship at any given draught. It is the mass of cargo, fuel, stores, etc,. that a ship can carry and is measured in tonnes.

66. Gross tonnage? 

Ans: The gross tonnage of a ship is indicative of the total volume of the enclosed spaces of a ship and may often be used in reference to the size of the ship.

It includes total under deck tonnage and tonnage of any twin deck space between the second and upper deck. Any enclosed space above the upper deck. Any excess of hatchway over 0.5% of the gross tonnage. Any engine light and air space above the upper deck.

67. Net tonnage?

Net tonnage is indicative of the volume of the cargo and passenger spaces in a ship that produces the revenue. Most charges levied on a ship are based on its tonnages.

68. What is a metacentre?

Ans: The point where a line through the centre of buoyancy of an inclined ship intersects with the line through the centre of gravity, when floating in equilibrium.

 

69. Metacentric height? 

Ans: The distance between the centre of gravity and the metacentre of the ship. Must have M above the G to have a stable ship.

70. Centre of flotation? 

Ans:  The point about which the ship changes its trim. For small angles of trim, it may be considered as the centroid of the waterplane area at the draught considered. 

71. Boot topping? 

Ans: The area of the ship's side plating in the region of load-lines. it is the hull area most susceptible to load line.

72. Coffin plate? 

Ans: The aftermost plate of the keel, that is welded to the sole piece of the stern frame.

73. Margin line? 

Ans: An imaginary line is drawn 76mm below the bulkhead deck at the ship's side. If in any damaged condition the vessel were to float at a waterline tangential to the margin line this is considered as the limit of flooding without sinking.

74. Margine plate?

Ans: A sloping plate that extends the length of the bilge acts as a cover for the double bottom tank and a collecting bay for the bilge.

The floors are extended from the centre girder to the margin plate which forms the boundary for the double bottom. 

75. What is the purpose of dry-docking?

Ans:- The purpose is to inspect and carry out a repair as necessary for those underwater parts that are otherwise inaccessible during afloat conditions. Also, dry docking is mandatory in terms of classification society requirements.

76.  How Often docking survey is required to be done?
Ans:- 1. All the vessels are required to carry out a special docking survey not exceeding a five-year period.
2. An Intermediate docking survey is also required in between the 5-yearly survey.
3. An "In-Water survey" in lieu of the intermediate docking survey may be carried out on ships where special high resistance paint has been applied. It is to be carried out under the surveillance of a surveyor with the ship at a suitable draught in sheltered water, with in-water visibility to be good and the ship's underwater surface reasonably clean. Diving and in-water survey operations are to be carried out by firms recognized by the classification society.

77. Freshwater allowance?

Ans: The Fresh Water Allowance is the number of millimetres by which, the mean draft changes when a ship passes from saltwater to freshwater, or vice versa.

78. What is the squat effect. What is done to avoid it? 

Ans: Squat effect. The squat effect is the hydrodynamic phenomenon by which a vessel moving quickly through shallow water creates an area of lower pressure that causes the ship to be closer to the seabed than would otherwise be expected. The squat effect is approximately proportional to the square of the speed of the ship. To overcome the squat effect and prevent damage to the bottom of the ship, the speed of advance of the ship should be reduced. 

79. Raise of the floor?

Ans: It is the rise of the bottom shell plating above the horizontal baseline, measured at the ship's side. The object is to provide for the drainage of liquids to the ship's centerline. 

 

80. Lower and upper Hooper tanks?

Ans: Use for stability and ballasting

Trim correction

Sinkage of propeller

Upper tank: Ballasting, prevent shifting of cargo, GM correction.

Lower tank: Ballasting & Provide slop for cargo.

81. Risk assessment?

Ans: Overall process of risk analyzing and risk evolution.

It is an investigation of what is our work could lead to an event that may cause harm to people, property or the environment so that we can come to know whether we have taken enough precautions or if we need to do more to prevent an accident to occur.

Identify risk: determine the likelihood of occurrence and consequence of an event.

82. What is reserve buoyancy?

Ans: The term reserve buoyancy refers to the volume of enclosed space or the part of a ship above the waterline that can be made watertight.

83. Bonjean curve?

Ans: Bonjean curves are curves of immersed cross-sectional area plotted against draught and are drawn on the profile of the ship at each station. Thus waterlines at any angle to the vessel's baseline can be superimposed upon the profile. It then becomes possible to read off the immersed areas by drawing lines parallel with the baseline from the intercept of the waterline with the section to the Bonjean curve for that section. The use of Bonjean curves thus enables the volume to be found for water lines that are not parallel to the baseline.

84. Deck stringer?

Ans: Deck stringer is the outboard strake of the deck plating, which is connected to the sheer strake.

85. Ships shell expansion plan? 

Ans: Shell Expansion and Deck Plans-These are plans which show all the plates in the hull, drawn to scale. They also show many other details, including frames, floor, deck edges, stingers, etc. The partial plan show in the plate, opposite and simplified and are merely intended to illustrate the fitting of shell and deck plating.

86. Identifying plating?

Ans: Strakes of shell plating are distinguished by letters from keel outwards, the garboard stake being 'A'. The plates in each strake are usually numbered from aft to forward. for example, D5 would be the fifth plate from aft in the fourth strake from the keel.

Strake of deck plating are lettered from the centerline, outboard; whilst deck plates are numbered from aft to forward.

87. Stealer plates?

Ans: Stealer plates or stealer strake: The girth of the ship decreases towards the ends and so the width of the plated must be decreased in these parts. To save making the plates too narrow at the ends of the ship, it is usual to run a number of pairs of adjacent strakes into one. This is done by means of a stealer plate.

88. Stiff and tender ship? 

Ans: Tender ship is the one having a small metacentric height and small righting lever at any angle and will roll easily, it is comfortable.

The stiff ship is the one having large metacentric height and large righting lever at any angle and has considerable resistance to rolling, it is very uncomfortable, having a very small rolling period and in extreme cases may result in structural damage

89. Angle of loll?

Ans: The angle to which a ship, which is initially unstable and wall sided in the region of the waterline, will heel or list, and become stable at that angle. The righting lever becomes zero from negative as it reaches the angle of loll and become positive beyond the angle of loll, so that ship rolls about that angle.

90. Permissable length?

Ans: The length between bulkheads on a ship in order to ensure that it will remain afloat if one or more compartments are flooded. The permissible length is some fraction of the floodable length. The fraction is called the factor of subdivision.

91. Factor of subdivision?

Ans: A value used in the calculation of the permissible floodable length of a compartment with respect to damage stability of a ship. The value is determined by a formula that depends upon the length of the ship and a criterion of service numeral.

92. What is a floodable length?

Ans: The maximum length of a particular portion of a ship that could be flooded without the margin line being submerged.

93. What is a ship crutch?

Ans: A supporting structure for a derrick or jib comprising a post and a shaped support piece

94. What is a freeboard deck?

Ans: The uppermost complete deck is exposed to the weather and the sea. It has permanent means of closure of all openings in it and below it.

95. Statical and dynamical stability? 

Ans: Dynamic stability is the ability of a controlled system to return to a stable state after a disturbance.

96. Beam? 

Ans: It is a rolled steel section supporting the deck and positioning athwartships.

97. Beam knee?

Ans: A metal plate joining the deck beam and frame at the ship's side.

98. Collision bulkhead? 

Ans: The foremost major watertight bulkhead which extends from the bottom to the main deck.

99. Cross curves of stability?

Ans: Graphs of righting arm, GZ to a base of displacement for the various constant angles of heel. They are used to determine the extent of a vessel's stability at any particular displacement.

100. Curve of statical stability?

Ans: A graph showing the righting arm, GZ, against a base of the angle of inclination for a fixed displacement. it is readily obtained from a set of the cross curves of stability.

101. Chamber? 

Ans: The curvature of the deck in a transverse direction. It is measured between the deck height at the centre line and at the ship's side.

102. Bulbous bow?

Ans: A cylindrical or bulb-shaped underwater bow at the ship's front which is designed to reduce wave-making resistance and any pitching motion of the ship.

103. Which ship carries Oil Record Book-I (Machinery space operations)?

Ans: As required by Regulation 17 ( Oil Record Book, Part I) of Marpol Annex-I, every oil tanker of/above 150 GT and Other ships of/above 400 GT are provided with an ORB-I. Can be as a part of the ship’s official logbook.

104. Foams desirable properties? 

Ans:- Used as liquids whose density is less than water. It removes the oxygen face of fire Tetrahedron. Desired qualities are (a) cohesion- tough bubble (b) vapour suppression- suppressing flammable or toxic vapours. (c)stability/ water retention - to perform cooling (d) heat resistance - resistance to radiate heat. (e)flowability - must flow freely. (f) fuel resistance- should not get saturated with fuel. (g) chemical resistance - resistance to detrimental chemical effects.

105. The special type of foam? 

Ans: Alcohol Resistance form:- A polymer ingredient is added to the foaming agent (protein or fluoro-protein) and a stabilizer which form a fuel insoluble membrane at the interface between the liquid and the foam. This separating membrane prevents the destruction of the form. various types of synthetic protein foam, as well as AFFF & FFFP types alcohol resistance foams, are available. Suitable for chemical cargo. 

106. When are entries made in ORB-I?

Ans: Shall be completed without delay, whenever any operation of transferring, cleaning, ballasting, disposal, discharge overboard or bunkering is carried out. 

Accidental and other exceptional discharges.

Any failure of the oil filtering equipment shall be recorded.

107. Who signs the ORB-I?

Ans: Each completed operation shall be signed by the officer or officers in charge of the operations concerned and each completed page shall be signed by the master of the ship. 

108. What should be the language of entries in ORB-I?

Ans: The entries in the Oil Record Book Part I, for ships holding an International Oil Pollution Prevention Certificate, shall be at least in English, French or Spanish. 

109. How long is ORB-I to be preserved?

Ans: It shall be preserved for a period of three years after the last entry has been made.

110. who issues the IOPP certificate?

Ans: An International Oil Pollution Prevention Certificate shall be issued, after an initial or renewal survey by the Administration or by any persons or organization duly authorized by it. In every case, the Administration assumes full responsibility for the certificate.

111. Validity of IOPP certificate?

Ans: Validity period shall not exceed five years, from the date of renewal survey if survey completed on or before the expiry date.

When the renewal survey is completed after the expiry date, the validity of the new certificate will be five years from the expiry date only.

112. Standard discharge connection

Ans: Outside diameter: 215 mm

Inner diameter: According to pipe outside diameter

Bolt circle diameter: 183 mm

Slots in flange: 6 holes 22 mm in diameter equidistantly placed on a bolt circle of the above diameter, slotted to the flange periphery. The slot width to be 22 mm

Flange thickness: 20 mm

Bolts and nuts: 6, each 20 mm in diameter and of suitable length

The flange is designed to accept pipes up to a maximum internal diameter of 125 mm and shall be of steel or other equivalent material having a flat face. This flange, together with a gasket of oil-proof material, shall be suitable for a service pressure of 600 kPa.

In short: OD - 215mm, ID - as per OD, PCD - 183, 6 holes of 22mm diameter, flange thickness 20mm, service pressure 600kpa.

113. Which ship shall be fitted with Oil filtering Equipment?

Ans: Any ship of 400 gross tonnages and above.

114. Requirements for  Oil filtering Equipment on a ship less than 10,000 GT?

Ans: Oil filtering equipment shall be of a design approved by the Administration and ensure that any oily mixture discharged into the sea after passing through the system has an oil content not exceeding 15 ppm.

115. Requirements for  Oil filtering Equipment on a ship more than 10,000 GT?

Ans: Oil filtering equipment shall be of a design approved by the Administration and ensure that any oily mixture discharged into the sea after passing through the system has an oil content not exceeding 15 ppm.

Additionally, it shall be provided with alarm arrangements to indicate when this level cannot be maintained with arrangements to automatically stop the discharge when the oil content of the effluent exceeds 15 ppm.

116. Requirements for  Oil filtering Equipment on a ship which are stationary?

Ans: Ships, such as hotel ships, storage vessels, etc., which are stationary except for non-cargo-carrying relocation voyages need not be provided with oil filtering equipment. Such ships shall be provided with a holding tank having a volume adequate, to the satisfaction of the Administration, for the total retention on board of the oily bilge water. All oily bilge water shall be retained on board for subsequent discharge to reception facilities.

117. Requirements for  Oil filtering Equipment on a ship less than 400 GT?

Ans: The ships of less than 400 gross tonnages are equipped to retain onboard oil or oily mixtures or discharge to shore reception facility or discharge into the sea if:

1. ship is en route

2. ship have discharge monitoring equipment to limit 15ppm.

3. mixture is not originated from the cargo pump room

4. oily mixture is not mixed with cargo residues on tankers.

118. Discharge criteria into the sea?

Ans: Discharges outside or inside special areas into the sea of oil or oily mixtures from ships of 400 gross tonnages and above shall be prohibited except when all the following conditions are satisfied:

1. the ship is proceeding en route;

2. the oily mixture is processed through oil filtering equipment meeting the requirements of regulation 14 of this Annex;

3. the oil content of the effluent without dilution does not exceed 15 parts per million;

4. the oily mixture does not originate from cargo pump-room bilges on oil tankers; and

5. the oily mixture, in the case of oil tankers, is not mixed with oil cargo residues.

In respect of the Antarctic area, any discharge into the sea of oil or oily mixtures from any ship shall be prohibited.

119. What are those openings through which progressive flooding may take place?

Ans: Such openings include air-pipes and those which are closed by means of weathertight doors or hatch covers and may exclude those openings closed by means of watertight manhole covers and flush scuttles, small watertight cargo tank hatch covers which maintain the high integrity of the deck, remotely operated watertight sliding doors, and side scuttles of the non-opening type.

120. What is regulation 33 of annexe-1 states?

Ans: Every crude oil tanker of 20,000 DWT and above delivered after 1 June 1982, shall be fitted with a cargo tank cleaning system using crude oil washing. And the system fully complies with the requirements of this regulation within one year after the tanker was first engaged in the trade of carrying crude oil or by the end of the third voyage carrying crude oil suitable for crude oil washing, whichever occurs later.

121. What are the requirements for COW?

Ans: 1 Every oil tanker operating with crude oil washing systems shall be provided with an Operations and Equipment Manual.

2 With respect to the ballasting of cargo tanks, sufficient cargo tanks shall be crude oil washed prior to each ballast voyage in order that taking into account the tanker's trading pattern and expected weather conditions, ballast water is put only into cargo tanks that have been crude oil washed.

3 Unless an oil tanker carries crude oil which is not suitable for crude oil washing, the oil tanker shall operate the crude oil washing system in accordance with the Operations and Equipment Manual.

122. What is the information given in the Operations and Equipment Manual?

Ans: It contains detailing of the system and equipment and specifying operational procedures. If an alteration affecting the crude oil washing system is made, the Operations and Equipment Manual shall be revised accordingly.

123. Marpol Annex-II?

Ans: Regulation 6 Categorization and listing of noxious liquid substances and other substances

Regulation 9 Issue or endorsement of Certificate

Regulation 10 Duration and validity of Certificate

Regulation 11 Design, construction, equipment and operations

Regulation 12 Pumping, piping, unloading arrangements and slop tanks

Regulation 13 Control of discharges of residues of noxious liquid substances

Regulation 14 Procedures and Arrangements Manual

Regulation 15 Cargo Record Book

Regulation 16 Measures of control

Regulation 17 Shipboard marine pollution emergency plan for noxious liquid substances

Regulation 18 Reception facilities and cargo unloading terminal arrangements

124. Name the certificate under Marpol Annex-II?

Ans: An International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk.

Such Certificate shall be issued or endorsed either by the Administration or by any person or organization duly authorized by it.

Language to be at least English, French, Spanish, or an official national language of the State whose flag the ship is entitled to fly.

125. Duration and validity of Certificate?

Ans: Shall be issued for a period specified by the Administration which shall not exceed 5 years.

The validity period shall not exceed five years, from the date of renewal survey if the survey is completed on or before the expiry date.

When the renewal survey is completed after the expiry date, the validity of the new certificate will be five years from the expiry date only.

126. Discharge provisions of residues of noxious liquid substances?

Ans: The discharge of the residues of category X, Y or Z substances or ballast water, tank washings or other mixtures containing such substances is prohibited unless such discharges comply with the discharge standards in this Annex.

127. Discharge standards of residues of noxious liquid substances?

Ans:1. the ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at least 4 knots in the case of ships that are not self-propelled;

2. the discharge is made below the waterline through the underwater discharge outlet(s) not exceeding the maximum rate for which the underwater discharge outlet(s) is (are) designed; and

3. the discharge is made at a distance of not less than 12 nautical miles from the nearest land in a depth of water of not less than 25 metres.

128. What is the Nearest land?

Ans: The term "from the nearest land" means from the baseline from which the territorial sea of the territory in question is established in accordance with international law.

129. Provisions for discharge of residues of category X?

Ans: 1. A tank is prewashed before the ship leaves the port of unloading. The resulting residues sample to be checked by the surveyor and to be 0.1% by weight. That to be discharged to a reception facility until the tank is empty. 

2. Appropriate entries of these operations shall be made in the Cargo Record Book and endorsed by the surveyor.

3. Any water subsequently introduced into the tank may be discharged into the sea.

130.  Provisions for discharge of residues of categories Y and Z.

Ans: A tank is prewashed before the ship leaves the port of unloading. The residue is to be discharged to a reception facility of the unloading port or another port on written confirmation from the reception facility of that port.

For high-viscosity or solidifying substances in category Y, a prewash to be carried out, the mixture generated during the prewash shall be discharged to a reception facility until the tank is empty; and any water subsequently introduced into the tank may be discharged into the sea.

131. Discharges of noxious liquid substances in the Antarctic Area?

Ans: In the Antarctic Area any discharge into the sea of noxious liquid substances or mixtures containing such substances is prohibited.

132. P&A Manual?

Ans: Procedures and Arrangements Manual

1 Every ship certified to carry substances of category X, Y or Z shall have on board a Manual approved by the Administration. In the case of a ship engaged in international voyages on which the language used is not English, French or Spanish, the text shall include a translation into one of these languages.

2 The main purpose of the Manual is to identify for the ship’s officers the physical arrangements and all the operational procedures with respect to cargo handling, tank cleaning, slops handling and cargo tank ballasting and deballasting which must be followed in order to comply with the requirements of Marpol Annex-II.

133. Exceptions for discharge into the sea in Annex II?

Ans: As given by regulation 3 of annex-II, the discharge requirements does not apply if: 

It is necessary for the purpose of securing the safety of a ship or saving life at sea; or results from damage to a ship or its equipment: provided that all reasonable precautions have been taken after the occurrence of the damage or discovery of the discharge for the purpose of preventing or minimizing the discharge; 

is approved by the Administration, when being used for the purpose of combating specific pollution incidents in order to minimize the damage from pollution. 

134. What are the operations specified in appendix 2 of annex-II?

Ans: loading of cargo, Internal transfer of cargo, Unloading of cargo, Prewashing, discharge of prewashing residue and accidental discharge.

135. Cargo Record book?

Ans: 1 Every ship to which this Annex applies shall be provided with a Cargo Record Book, whether as part of the ship’s official.

2 Any operation specified in appendix-2 of this annexe to be recorded in the cargo record book upon completion.

3 In the event of an accidental discharge or a discharge under the provisions of regulation 3, an entry shall be made in the Cargo Record Book stating the circumstances of, and the reason for, the discharge.

4 Each entry shall be signed by the officer or officers in charge of the operation concerned and each page shall be signed by the master of the ship. The language shall be at least in English, French or Spanish or in an official national language of the State whose flag the ship is entitled to fly. 

5 It shall be retained for a period of three years after the last entry has been made.

136. Marpol annex-III?

Ans: Regulations for the Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form.

Regulation 1 Application

Regulation 2 Packing

Regulation 3 Marking and labelling

Regulation 4 Documentation

Regulation 5 Stowage

Regulation 6 Quantity limitations

Regulation 7 Exceptions

Regulation 8 Port State control on operational requirements

   

137. Packing?

Ans: Packages shall be adequate to minimize the hazard to the marine environment, having regard to their specific contents.

138. List the personal LSA?

Ans: Lifebuoy

Life jacket

TPA

Immersion suit

Anti exposure suit.

139. How many lifebuoys are there at your ship?

Ans: up to 100m = 8

100-150m = 10

150 - 200m =12

200m & above = 14

140. Dimension of lifebuoy?

Ans: ID = 400mm

OD=800mm

141. List the accessories of the Lifebuoy?

Ans: radio reflective tapes

Grab line

Self-igniting light

Buoyant lifeline

Self-activating smoke signal

142. Name the regulations in Chapter XII - Additional safety measures for bulk carriers?

Ans: The Chapter includes structural requirements for bulk carriers over 150 metres in length.

1 Definition

2 Application

3 Implementation schedule

4 Damage stability requirements applicable to bulk carriers

5 Structural strength of bulk carriers

6 Structural and other requirements for bulk carriers.

7 Survey of the cargo hold structure of bulk carriers

8 Information on compliance with requirements for bulk carriers

9 Requirements for bulk carriers not being capable of complying with regulation 4.2 due to the design configuration of their cargo holds

10 Solid bulk cargo density declaration

11 Loading instrument

12 Hold, ballast and dry space water level detectors

13 Availability of pumping systems

14 Restrictions from sailing with any hold empty.

143. Explain Regulation 7:- Survey of the cargo hold structure of bulk carriers.

Ans: (This regulation applies to bulk carriers constructed before 1 July 1999)

A bulk carrier of 150 m in length and upwards of single-side skin construction, of 10 years of age and over, shall not carry solid bulk cargoes having a density of 1,780 kg/m3 and above unless it has satisfactorily undergone either:

1. a periodical survey in accordance with the enhanced programme of inspections. or

2. a survey of all cargo holds to the same extent as required for periodical surveys in the enhanced survey programme of inspections.

144. Explain Regulation 8 of Solas Chapter - XII.

Ans: Information on compliance with requirements for bulk carriers.

1. The booklet required by regulation VI/7.2 shall be endorsed by the Administration or on its behalf to indicate that regulations 4, 5, 6 and 7 as appropriate, are complied with.

2. Any restrictions imposed on the carriage of solid bulk cargoes having a density of 1,780 kg/m3 and above in accordance with the requirements of regulation 6 shall be identified and recorded in the booklet referred to in paragraph 1.

3. A bulk carrier to which paragraph 2 applies shall be permanently marked on the side shell at amidships, port and starboard, with a solid equilateral triangle having sides of 500 mm and its apex 300 mm below the deck line, and painted a contrasting colour to that of the hull.

145. Explain Regulation 9 of Solas Chapter -XII.

Ans: Requirements for bulk carriers not being capable of complying with regulation 4.2 due to the design configuration of their cargo holds.

(This regulation applies to bulk carriers constructed before 1 July 1999)

For bulk carriers being within the application limits of regulation 4.2, which have been constructed with an insufficient number of transverse watertight bulkheads to satisfy that regulation, the Administration may allow relaxation from the application of regulations 4.2 and 6 on condition that they shall comply with the following requirements:

1. for the foremost cargo hold, the inspections prescribed for the annual survey in the enhanced programme of inspections required by regulation XI/2 shall be replaced by the inspections prescribed therein for the intermediate survey of cargo holds;

2. are provided with bilge well high water level alarms in all cargo holds, or in cargo conveyor tunnels, as appropriate, giving an audible and visual alarm on the navigation bridge, as approved by the Administration or an organization recognized by it in accordance with the provisions of regulation XI/1; and

3. are provided with detailed information on specific cargo hold flooding scenarios. This information shall be accompanied by detailed instructions on evacuation preparedness under the provisions of section 8 of the International Safety Management (ISM) Code and be used as the basis for crew training and drills.

146. Explain Regulation 10 of Solas chapter-XII.

Ans: Solid bulk cargo density declaration

1. Prior to loading bulk cargo on a bulk carrier, the shipper shall declare the density of the cargo, in addition to providing the cargo information required by regulation VI/2.

2. For bulk carriers to which regulation 6 applies, unless such bulk carriers comply with all the relevant requirements of this chapter applicable to the carriage of solid bulk cargoes having a density of 1,780 kg/m3 and above, any cargo declared to have a density within the range 1,250 kg/m3 to 1,780 kg/m3 shall have its density verified by an accredited testing organization.

147. Explain Regulation 11:- Loading instrument

Ans: (This regulation applies to bulk carriers regardless of their date of construction)

1. Bulk carriers of 150 m in length and upwards shall be fitted with a loading instrument capable of providing information on hull girder shear forces and bending moments, taking into account the recommendation adopted by the Organization.

2. Bulk carriers of 150m in length and upwards constructed before 1 July 1999 shall comply with the requirements of paragraph 1 not later than the date of the first intermediate or periodical survey of the ship to be carried out after 1 July 1999.

148. Explain Regulation 12 Solas chapter 12.

Ans: Hold, ballast and dry space water level detectors (This regulation applies to bulk carriers regardless of their date of construction)

1. Bulk carriers shall be fitted with water level detectors:

(1) in each cargo hold, giving audible and visual alarms, one when the water level above the inner bottom in any hold reaches a height of 0.5m and another at a height not less than 15% of the depth of the cargo hold but not more than 2m. On bulk carriers to which regulation 9.2 applies, detectors with only the latter alarm need to be installed. The water level detectors shall be fitted in the aft end of the cargo holds. For cargo holds which are used for water ballast, an alarm overriding device may be installed. The visual alarms shall clearly discriminate between the two different water levels detected in each hold;

(2) in any ballast tank forward of the collision bulkhead required by regulation II-1/11, giving an audible and visual alarm when the liquid in the tank reaches a level not exceeding 10% of the tank capacity. An alarm overriding device may be installed to be activated when the tank is in use; and

(3) in any dry or void space other than a chain cable locker, any part of which extends forward of the foremost cargo hold, giving an audible and visual alarm at a water level of 0.1m above the deck. Such alarms need not be provided in enclosed spaces the volume of which does not exceed 0.1% of the ship’s maximum displacement volume.

2. The audible and visual alarms specified in paragraph 1 shall be located on the navigation bridge.

3. Bulk carriers constructed before 1 July 2004 shall comply with the requirements of this regulation not later than the date of the annual, intermediate or renewal survey of the ship to be carried out after 1 July 2004, whichever comes first.

149. Explain Regulation 13:- Availability of pumping systems

Ans: (This regulation applies to bulk carriers regardless of their date of construction)

1. On bulk carriers, the means for draining and pumping ballast tanks forward of the collision bulkhead and bilges of dry spaces any part of which extends forward of the foremost cargo hold, shall be capable of being brought into operation from a readily accessible enclosed space, the location of which is accessible from the navigation bridge or propulsion machinery control position without traversing exposed freeboard or superstructure decks. Where pipes serving such tanks or bilges pierce the collision bulkhead, valve operation by means of remotely operated actuators may be accepted, as an alternative to the valve control specified in the regulation, provided that the location of such valve controls complies with this regulation.

2. Bulk carriers constructed before 1 July 2004 shall comply with the requirements of this regulation not later than the date of the first intermediate or renewal survey of the ship to be carried out after 1 July 2004, but in no case later than 1 July 2007.

150. Explain Regulation 14 Solas Chapter-XII.

Ans: Restrictions from sailing with any hold empty

Bulk carriers of 150m in length and upwards of single-side skin construction, carrying cargoes having a density of 1,780 kg/m3 and above, if not meeting the requirements for withstanding flooding of the anyone cargo hold and the standards and criteria for side structures of bulk carriers of single-side skin construction, shall not sail with any hold loaded to less than 10% of the hold's maximum allowable cargo weight when in the full load condition, after reaching 10years of age. The applicable full load condition for this regulation is a load equal to or greater than 90% of the ship's deadweight at the relevant assigned freeboard.

151. What are the SOLAS Regulations for Emergency Generator, Transition battery and Emergency Batteries?

Ans: All passenger and cargo vessels shall be provided with emergency sources of electrical power, for essential services under emergency conditions.

The emergency generator and emergency switchboard of the ship should be located above the uppermost continuous deck, away from machinery space, behind the collision bulkhead.

The main switchboard of the ship should not interface with the supply, control, and distribution of emergency power.

Emergency source of power should be capable of operating with a list of up to 22 ½ ° and trim of up to 10 °

The generator should have an independent fuel supply having flash point not less than 43°C.

The emergency generators should be capable of giving power for the period of 18 hours for the cargo ship and 36 hours for the passenger ship.

The emergency generator should start at 0°C and if the temperature falls below this then there should be a heating arrangement.

Emergency generators should come on load automatically within 45s after the failure of the main power supply.

If the emergency generator fails to come on load the indication should be given to ECR.

The emergency generator should have two different starting arrangement

Primary may be the battery, should fully charge all time and capable of providing 3 consecutive Start.

Secondary may be pneumatic or hydraulic, capable of providing 3 consecutive starts within 30 mint, and 1st start within 12 mint.

The Emergency source of electrical power in Passenger Ship-

The emergency generator shall be automatically started and connected within 45 sec

Capable of supplying simultaneously at least the following services for the period of 36 hours

Emergency lightening (at the alleyway, stairways, and exits, muster and embarkation stations, machinery space, control room, main and emergency switchboard, firemen’s outfits storage positions, steering gear room)

Fire detecting and alarming system

Internal communication equipment

Daylight signalling lamp and ship’s whistle

Navigation equipment

Radio installations, (VHF, MF, MF/HF)

Watertight doors

One of the fire pumps, emergency bilge pump

A set of automatically connected Emergency batteries must be capable of carrying certain essential services for the period of 30 min

Emergency Lighting

Navigational Light

Fire detecting and Alarm System

Internal communication equipment

Daylight signalling lamp and ship whistle

The Emergency source of electrical power in Cargo Ship-

The emergency generator shall be automatically started and connected within 45 sec

Capable of supplying simultaneously at least the following services for the period of 18 hours

Emergency lightening (at the alleyway, stairways, and exits, muster and embarkation stations, machinery space, control room, main and emergency switchboard, firemen’s outfits storage positions, steering gear room)

Navigational Light

Fire detecting and Alarm System

Internal communication equipment

Daylight signalling lamp and ship whistle

One of the fire pumps, emergency bilge pump

Radio installations, (VHF, MF, MF/HF)

SOLAS Regulations for Battery of the ship –

The ship where the emergency source of electrical power is an accumulator battery, it shall be capable of carrying loads without recharging and battery voltage throughout the discharge period must be maintained within 12% above or below its nominal voltage.

The battery system is automatically connected to the loss of main power.

Batteries are required as the transitional power source for 30 min for the following items-

Fire detecting and fire alarm

Navigational Light

Emergency Lighting

Internal communication equipment

List of equipment connected to the Emergency Power source on the ship-

Emergency Lighting

Emergency steering motor

Emergency fire pump

Emergency air compressor

Necessary machines to start one generator

Emergency alarms

Engine room ventilation fan

Watertight door

Communication

Fire detecting and fire alarm

Bridge control console

Cargo control console

Engine room control console

Battery charger for emergency generator

Foam pump

The rescue boat, life raft davit & Lifeboat

Navigational and signal lights

Battery charging panel

The compressor of the breathing apparatus

GMDSS radio console

Remove control Valves

Navigational Equipment

152. Regulations for the emergency source of electric power on cargo ships?

Ans:- SOLAS Chapter II-1: Construction – structure, stability, installations Part D: Electrical installations

Regulation 43:- Emergency source of electrical power in cargo ships

1(a)  A self-contained emergency source of electrical power shall be provided.

(b) The emergency source of electrical power, associated transforming equipment, if any, transitional source of emergency power, emergency switchboard and emergency lighting switchboard shall be located above the uppermost continuous deck and shall be readily accessible from the open deck. They shall not be located forward of the collision bulkhead, except where permitted by the Administration in exceptional circumstances.

(c) The location of the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency power, the emergency switchboard and the emergency lighting switchboard in relation to the main source of electrical power, associated transforming equipment, if any, and the main switchboard shall be such as to ensure to the satisfaction of the Administration that a fire or other casualty in the space containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard, or in any machinery space of category A will not interfere with the supply, control and distribution of emergency electrical power. As far as practicable the space containing the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency electrical power and the emergency switchboard shall not be contiguous to the boundaries of machinery spaces of category A or those spaces containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard.

(d) Provided that suitable measures are taken for safeguarding independent emergency operation under all circumstances, the emergency generator may be used, exceptionally, and for short periods, to supply non-emergency circuits.

2. The electrical power available shall be sufficient to supply all those services that are essential for safety in an emergency, due regard being paid to such services as may have to be operated simultaneously. The emergency source of electrical power shall be capable, having regard to starting currents and the transitory nature of certain loads, of supplying simultaneously at least the following services for the periods specified hereinafter, if they depend upon an electrical source for their operation:

(a) For a period of 3 h, emergency lighting at every muster and embarkation station and over the sides.

(b) For a period of 18 h, emergency lighting:

 -in all service and accommodation alleyways, stairways and exits, personnel lift cars and personnel lift trunks;

- in the machinery spaces and main generating stations including their control positions;

- in all control stations, machinery control rooms, and at each main and emergency switchboard;

- at all stowage positions for firemen’s outfits;

- at the steering gear;

- at the fire pump, at the sprinkler pump, if any, and at the emergency bilge pump, if any, and at the starting positions of their motors; and

- in all cargo pump-rooms of tankers 

(c) For a period of 18 h:

- the navigation lights and other lights required by the International Regulations for Preventing Collisions at Sea in force;

- on ships constructed on or after 1 February 1995 the VHF radio installation required by regulation IV/7.1.1 and IV/7.1.2; and, if applicable:

(i) the MF radio installation.

(ii) the ship earth station required, and

(iii) the MF/HF radio installation required by regulations.

(d) For a period of 18 h:

-all internal communication equipment as required in an emergency;

- the shipborne navigational equipment.

- the fire detection and fire alarm system; and

- intermittent operation of the daylight signalling lamp, the ship’s whistle, the manually operated call points and all internal signals that are required in an emergency; unless such services have an independent supply for the period of 18 h from an accumulator battery suitably located for use in an emergency.

(e) For a period of 18 hrs. one of the fire pumps, if dependent upon the emergency generator for its source of power.

2.6.1 For the period of time required by regulation for the steering gear where it is required to be so supplied by that regulation.

2.6.2 In a ship engaged regularly in voyages of short duration, the Administration if satisfied that an adequate standard of safety would be attained may accept a lesser period than the 18 h period specified in paragraphs 2.2 to 2.5 but not less than 12 h.

3 The emergency source of electrical power may be either a generator or an accumulator battery, which shall comply with the following:

153. Compare the regulations for emergency generators and emergency batteries

Ans:-  Where the emergency source of electrical power is a generator, it shall be:

1 driven by a suitable prime mover with an independent supply of fuel, having a flashpoint of not less than 43 deg. C;

2 started automatically upon failure of the main source of electrical power supply unless a transitional source of emergency electrical power is provided; 

3.where the emergency generator is automatically started, it shall be automatically connected to the emergency switchboard, and unless a second independent means of starting the emergency generator is provided the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and

4. provided with a transitional source of emergency electrical power, an emergency generator is provided capable both of supplying the emergency services being automatically started and supplying the required load as quickly as is safe and practicable subject to a maximum of 45s.

154. Where the emergency source of electrical power is an accumulator battery it shall be capable of?

Ans: 1 carrying the emergency electrical load without recharging while maintaining the voltage of the battery throughout the discharge period within 12% above or below its nominal voltage;

2 automatically connecting to the emergency switchboard in the event of failure of the main source of electrical power; and

3 immediately supplying emergency services

4 For ships constructed on or after 1 July 1998, where electrical power is necessary to restore propulsion, the capacity shall be sufficient to restore propulsion to the ship in conjunction with other machinery, as appropriate, from a dead ship condition within 30 min after a blackout.

5 The transitional source of emergency electrical power shall consist of an accumulator battery suitably located for use in an emergency which shall operate without recharging while maintaining the voltage of the battery throughout the discharge period within 12% above or below its nominal voltage and be of sufficient capacity and shall be so arranged as to supply automatically in the event of failure of either the main or the emergency source of electrical power for half an hour at least the following services if they depend upon an electrical source for their operation:

.1 the lighting for this transitional phase, the required emergency electric lighting, in respect of the machinery space and accommodation and service spaces may be provided by permanently fixed, individual, automatically charged, relay operated accumulator lamps; and

.2 all services for key operation, unless such services have an independent supply for the period specified from an accumulator battery suitably located for use in an emergency.

155. Regulations for emergency switchboard?

Ans:-1 The emergency switchboard shall be installed as near as is practicable to the emergency source of electrical power.

2 Where the emergency source of electrical power is a generator, the emergency switchboard shall be located in the same space unless the operation of the emergency switchboard would thereby be impaired.

3 No accumulator battery fitted in accordance with this regulation shall be installed in the same space as the emergency switchboard. An indicator shall be mounted in a suitable place on the main switchboard or in the machinery control room to indicate when the batteries constituting either the emergency source of electrical power or the transitional source of electrical power referred to in paragraphs 3.2 or 4 are being discharged.

4 The emergency switchboard shall be supplied during normal operation from the main switchboard by an interconnector feeder which is to be adequately protected at the main switchboard against overload and short circuit and which is to be disconnected automatically at the emergency switchboard upon failure of the main source of electrical power. Where the system is arranged for feedback operation, the interconnector feeder is also to be protected at the emergency switchboard at least against the short circuits.

5 In order to ensure ready availability of the emergency source of electrical power, arrangements shall be made where necessary to disconnect automatically non-emergency circuits from the emergency switchboard to ensure that electrical power shall be available automatically to the

emergency circuits.

6 The emergency generator and its prime mover and any emergency accumulator battery shall be so designed and arranged as to ensure that they will function at full rated power when the ship is upright and when inclined at any angle of list up to 22.58 or when inclined up to 108 either in the fore or aft direction, or is in any combination of angles within those limits.

7 Provisions shall be made for the periodic testing of the complete emergency system and shall include the testing of automatic starting arrangements.

156. Regulation for Starting of emergency generating sets.

Ans:- Regulation 44:-  Starting arrangements for emergency generating sets:

1 Emergency generating sets shall be capable of being readily started in their cold condition at a temperature of 0 deg. C. If this is impracticable, or if lower temperatures are likely to be encountered, provision acceptable to the Administration shall be made for the maintenance of heating arrangements, to ensure ready starting of the generating sets.

2 Each emergency generating set arranged to be automatically started shall be equipped with starting devices approved by the Administration with a stored energy capability of at least three consecutive starts. A second source of energy shall be provided for an additional three starts within 30 min unless manual starting can be demonstrated to be effective.

2.1 Ships constructed on or after 1 October 1994, in lieu of the provision of the second sentence of paragraph 2, shall comply with the following requirements: The source of stored energy shall be protected to preclude critical depletion by the automatic starting system unless a second independent means of starting is provided. In addition, the second source of energy shall be provided for an additional three starts within 30 min unless manual starting can be demonstrated to be effective.

3 The stored energy shall be maintained at all times, as follows:

.1 electrical and hydraulic starting systems shall be maintained from the emergency switchboard;

.2 compressed air starting systems may be maintained by the main or auxiliary compressed air receivers through a suitable nonreturn valve or by an emergency air compressor which, if electrically driven, is supplied from the emergency switchboard;

.3 all of these starting, charging and energy storing devices shall be located in the emergency generator space; these devices are not to be used for any purpose other than the operation of the emergency generating set. This does not preclude the supply to the air receiver of the emergency generating set from the main or auxiliary compressed air system through the non-return valve fitted in the emergency generator space.

4.1 Where automatic starting is not required, manual starting is permissible, such as manual cranking, inertia starters, manually charged hydraulic accumulators, or powder charge cartridges, where they can be demonstrated as being effective.

4.2 When manual starting is not practicable, the requirements of paragraphs 2 and 3 shall be complied with except that starting may be manually initiated.

157. Regulations for Main and Emergency Fire Pump.

Ans: Fire pumps are located in the engine room and emergency fire pumps is located in the forward or aft bottom part of the ship are important fire fighting equipment for class A fires.

A. The requirement for the number of fire pump

a. In Passenger Ship of 4000 gross tonnages and upwards should have at least three fire pump and less than 4000 gross tonnages should have at least two fire pump

b. In Cargo ship of 1000 gross tonnage and upwards should have at least two fire pumps and less than 1,000 gross tonnages should have at least two power-driven pumps, one of which shall be independently driven.

B. Capacity of fire pumps.

a. Passenger ships:- not less than 2/3 of the flow rate of the bilge pumps.

b. Cargo ships:- Not less than 4/3 of the flow rate of the bilge pumps of a passenger ship with the same dimension. Total need not be more than 180m3/hr.

c. Each of the required fire pumps (excluding emergency fire pumps) shall have a capacity greater than equal to 80% of the total required capacity divided by the minimum number of required fire pumps.

d. None of the pumps may have a capacity less than 25m3/hr.

e. Each pump must be capable in every circumstance, of delivering the two water jets required.

C. Regulations for Emergency Fire Pump

All passenger ships of 1000 GRT and upwards and in cargo ships of 2000 GRT and upwards must have fixed emergency fire pump independently driven by a self-cooled compression ignition engine or an electric motor is driven by electric power from the emergency generator Emergency fire pump must be located outside of the E/R room, in the steering flat, shaft tunnel or in the forward part of the ship.

No direct access between the engine room and emergency fire pump. If access is provided, it should be through an airlock arrangement.

Emergency fire pump must have its own suction, the total suction head should not exceed 4.5 meters under any conditions of list or trim of the ship.

The capacity of the pump is not less than 40 % of the total required capacity of the fire pumps but in any case not less than 25 m3 / hr.

Should be capable of delivering 2 jets of water with minimum pressure not less than 2.1 bar.

The prime mover engine at that unit must be hand started and able to start with one man.

If the pump is fitted above the water level, the self-priming arrangement must be fitted.

If it is diesel engine driven,

Easily started in cold condition (0°C by hand cranking),

Fuel tank for engine shall contain sufficient to run on full load for at least 3 hrs

Sufficient reserve fuel for 15 hrs, store outside the machinery space.

The diesel power source of pump started in the cold condition of 0° C by hand or by the power at least 6 times within a period of 30 minutes and at least twice within 1st 10 minutes.

If motor driven: emergency power supply heating arrangement to be provided.

Tank to have sufficient fuel for at least 3 hours and reserve fuel outside main machinery space to allow the pump to run for additional 15 hours.

Isolation to allow the pump to run for additional 15 hours not more than 40 meters to pressure the integrity of the fire main system. (Diameter of fire main: sufficient for maximum discharge from 2 pumps operating simultaneously except for cargo ship the diameter need be sufficient for a discharge of 140 m3 / hour.

158. What do you mean by B.O.D? What is the significance of B.O.D?

Ans: 1. B.O.D is the amount of dissolved oxygen required by the bacteria at the end of the treatment process.

2. The BOD should be very less and stable in the effluent that has been treated and ready to be pumped overboard by an approved STP.

3. Biochemical oxygen demand is the amount of oxygen needed by the aerobic biological organism to break down organic material present in a given water sample at a certain temperature over a specific time period.

4. A maximum of 50ppm of BOD in a sample of sludge in 5days of incubation at 20 deg cel. is normal.

5. The test is used to evaluate the effectiveness of treatment as it measures the total amount of oxygen taken up as the final and complete breakdown of organic matter by aerobic bacteria as it occurs. 

6. A high BOD in the effluent discharging overboard will result in the depletion of the dissolved oxygen in the seawater harming the marine life.

159. What are the discharge criteria according to MARPOL Regulations? 

Ans: Marpol chapter 3, regulation 11:- Discharge of sewage

Discharge of the sewage into the sea is prohibited except when 

1. The ship is discharging comminuted and disinfected sewage, through a system approved by administration and at more than 3N-m from the nearest coast.

The sewage which is not comminuted or disinfected shall be discharged at a distance of more than 12N-m.

2. Sewage stored in the holding tank should not be discharged instantaneously. The rate of discharge should be approved by the administration.

3. Vessel should be en route at a speed not less than 4knots.

4. Approved sewage treatment plant, test results are noted in ISPP ( international sewage pollution prevention) certificate and effluent should not produce visible floating solid or cause discolouration of the surrounding water.

5. Ship operating under the jurisdiction of a state, discharges sewage in accordance with the less stringent requirement imposed by the state.

160. MARPOL Annex-IV Regulation 9:- Sewage Systems?

Ans: 1. Every ship which, in accordance with regulation 2, is required to comply with the provisions of this Annex shall be equipped with one of the following sewage systems:

(1) a sewage treatment plant which shall be of a type approved by the Administration, taking into account the standards and test methods developed by the Organization', or

(2) a sewage comminuting and disinfecting system approved by the Administration. Such system shall be fitted with facilities to the satisfaction of the Administration, for the temporary storage of sewage when the ship is less than 3 nautical miles from the nearest land, or

(3) a holding tank of the capacity to the satisfaction of the Administration for the retention of all sewage, having regard to the operation of the ship, the number of persons onboard and other relevant factors. The holding tank shall be constructed to the satisfaction of the Administration and shall have the means to indicate visually the amount of its contents.

2. By derogation from paragraph 1, every passenger ship which, in accordance with regulation 2, is required to comply with the provisions of this Annex, and for which regulation 11.3 applies while in a special area, shall be equipped with one of the following sewage systems:

(1) a sewage treatment plant which shall be of a type approved by the Admınistration, takıng into account the standards and test methods developed by the Organization, or

(2) a holding tank of the capacity to the satisfaction of the Administration for the retention of all sewage, having regard to the operation of the ship, the number of persons onboard and other relevant factors. The holding tank shall be constructed to the satisfaction of the Administration and shall have the means to indicate visually the amount of its contents.

161. Regulation 1O:- Standard Discharge Connections?

Ans: 1. To enable pipes of reception facilities to be connected with the ship's discharge pipeline, both lines shall be fitted with a standard discharge connection in accordance with the following table:

For ships having a moulded depth of 5 metres and less, the inner diameter of the discharge connection maybe 38 millimetres. 

2. For ships in dedicated trades, i.e. passenger ferries, alternatively the ship's discharge pipeline may be fitted with a discharge connection that can be accepted by the Administration, such as quick connect couplings.

162. Regulation 11:- Discharge of Sewage?

Ans: A. Discharge of sewage from ships other than passenger ships in all areas and discharge of sewage from passenger ships outside special areas

1. Subject to the provisions of regulation 3 of this Annex, the discharge of sewage into the sea is prohibited, except when:

(1) the ship is discharging comminuted and disinfected sewage using a system approved by the Administration in accordance with regulation 9.1.2 of this Annex at a distance of more than 3 nautical miles from the nearest land, or sewage which is not comminuted or disinfected at a distance of more than 12 nautical miles from the nearest land, provided that, in any case, the sewage that has been stored in holding tanks, or sewage originating from spaces containing living animals, shall not be discharged instantaneously but, at a moderate rate when the ship is en route and proceeding at not less than 4 knots; the rate of discharge shall be approved by Administration based upon standards developed by the Organization'; or

(2) the ship has in operation an approved sewage treatment plant which has been certified by the Administration to meet the operational requirements referred to in regulation 9.1.1 of this Annex, and the effluent shall not produce visible floating solids nor cause discolouration of the surrounding water.

2. The provisions of paragraph 1 shall not apply to ships operating in the waters under the jurisdiction of a State and visiting ships from other States while they are in these waters and are discharging sewage in accordance with such less stringent requirements as may be imposed by such State.

B. Discharge of sewage from passenger ships within a special area

3. Subject to the provisions of regulation 3 of this Annex, the discharge of sewage from a passenger ship within a special area shall be prohibited:

(1) for new passenger ships, on a date determined by the Organization pursuant to regulation 13.2 of this Annex, but in no event prior to 1 June 2019; and

(2) for existing passenger ships, on a date determined by the Organization pursuant to regulation 13.2 of this Annex, but in no event prior to 1 June 2021,

except when the following conditions are satisfied:

the ship has in operation an approved sewage treatment plant which has been certified by the Administration to meet the operational requirements referred to in regulation 9.2.1 of this Annex, and the effluent shall not produce visible floating solids nor cause discolouration of the surrounding water.

C. General requirements

4. When the sewage is mixed with wastes or wastewater covered by other Annexes of MARPOL, the requirements of those Annexes shall be complied requirements of this Annex.