Sarathchandran's Question Answers

A: In RV condition Keeping Sight of the Person Overboard is very difficult. Activating MOB Mode in Mordern ECDIS will help to pin point the Inital Lat and Long But this will not take account of drifting away of person due current or wind. so we need some thing  which will transmit the real time position of person overboard. Simple and Effective way is Activate SART located on bridge and throw it over the water. X - Band Radar Can pick up the direction of SART, By tracking the driection of Movement of SART you will get an idea  in which direction the person is also drifting. This will be very Helpful in RV

A: Volume of tank = 5040 m3 3 % of Volume = 151.2 m3 1)Observed Volume of cargo( @ 23 deg Cel ) = (5040 - (5040/100)*3) =4888.8 m3 2)Standard Volume ( @ 15 Deg Cel ) = 4888.8 x 0.9929 = 4854.0894 m3 3)Standard weight ( @ 15 Deg Cel in Vaccum) = 4854.0894 x0.81 =3931.8125 Tonnes ( in Vaccum) 4)Standard weight ( @ 15 Deg Cel in Air) =4854.0894 x0.8089= 3926.47291 Tonnes( in Air) REVERSE CALCULATION FOR FINDING VOLUME AT DISCHARGE PORT 1)Standard Volume ( @ 15 Deg Cel ) = 4888.8 x 0.9929 = 4854.0894 m3 2)Volume at 42 deg cel =( Standard vol /0.9761) = 4854.0894 /0.9761 =4972.9427 m3 3) Load Port and Dis Port Volume Difference = + 84.14273 m3 ( If temp rise, Vol Increase) 4) Tank Innage at Discharge Port = 4972.9427 / (21x15 ) = 15.79 m 5) Discharge Port Ullage = 1 + (16-15.79) = 1.21 m      

A: NO If you see any Light of any vessel then You are In sight Of One Another. So Rule As Per ROR Part B section II - 'Conduct of vessels In sightof one another' will apply.

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A: Normally for transporting IMDG cargos, ships must have Document of Complaince which will be issued by Flag State. https://navsregs.wordpress.com/2017/01/24/document-of-compliance-for-ships-carrying-dangerous-goods/ But for Class  6 and 7 dont need DOC. Since IMDG class 6.2 is Infectious subtance you must refer the Guidance on regulations for the transport of infectious substances 2017–2018 Applicable as from 1 January 2017 published by World Health Organisation. https://www.who.int/ihr/publications/WHO-WHE-CPI-2017.8/en/ For IMDG Class 7 - Radioactive Materials include uranium and plutonium. INF CODE ( International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Waste on Board Ships) https://www.wnti.co.uk/media/3762/5.pdf Survey and certification A ship that is certified for the carriage of INF cargoes is subject to inspections and surveys, as required in SOLAS74, chapter 1. Prior to transporting INF cargoes the ship must be internally surveyed, including a complete examination of its structure, equipment, fittings,arrangements and material. On passing an initial survey,an International Certificate of Fitness for the Carriage of INF Cargo is issued. This Certificate ceases to be valid if surveys have not been carried out or if the ship nolonger complies with this Code when the Certificate has expired.    

A: Possible Situation 1 - Own vessel Stopped and Drifting Actions : a) Check If ROC exists, if No Monitor Untill NUC passed clear of your vessel.              b) If ROC exists Keep out of the way of NUC vessel using engine ( Rule 18 a) Possible Situation 2 - NUC is Overtaking you. Action: a) Monitor CPA,            b) As per Rule 13 a its the responsibity of NUC vessel To keep out of the way of vessel being over taken.            c) If the CPA is less than what is mentioned in your master's standing order, you take necessary action to maintain a safe distance ( Rule 2, 7, 8, 17)         .  d) Sound and light Signals as per 34 d - Five rapid short blast and rapid flash of light.     Rule 2 - Responsiblity Rule 7 - Risk Of Collision Rule 8 - Action To Avoid Collision Rule 17 - Action  By Stand On vessel Rule 18 - Responsiblities between Vessels.  

A: Visual inspection if damge is above water level Measure the horizontal distance form nearst frames and vertical distance from platform. Compare the measurements with shell expansion plan to identify the plate and its number.

A: The International Energy Efficiency Certificate will be issued once for each ship and shall be valid throughout the lifetime of the ship.  

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A: - Carry out a pressure testing of tank heating coils to find out any leak in the line. - Ask Engine room to open the deck steam just enough to warm up the line. - During the warming up time open all the drain valves on deck to flush out any water in side the pipe line. - Open steam trap valve to get rid of any condensate - Once the pipe lines are suffciently warmed up close the drain valves and open the return lines valve. - Ask E/R to slowly increase the steam flow and observe for any steam hammering in the pipe lines . - If every thing feels satisfactory then increase the flow of steam depending upon the consumer steam coils.

A: Depending up on the construction and purpose of the ship it can be greater or lesser. Ex : Helicoper landing area on main deck is constucted with additional strengthening materials below the deck as compared to other deck area. So that landing area have more load density. similarly If any ship is desined to carry cargo on main deck, those ships  have more load density on main deck than forecastle deck.  

A: Back pressure is mainly due to the resistance faced by the fluid along its path from ship's manifold to shore's shore tank. Certain factor directly propotional to back pressure are - Bends in the Pipe line - Height of Shore tank(1 bar is 10meter of water colum) - Length of Pipe line - Viscocity of the Liquid - Density of the liquid -Diameter of Pipe( small size pipe more resistance) Back pressure is the summation of all the resistance.   Some oil tanker terminals will advice the ships to maintain certain Pressure at the ships manifold during dischargeing operation. Terminal will decide this value depending upon their tanks location. All the tankers have a maximum working pressure for its manifold, So ships cannot exceed above that pressure while discharging (Cargo pipe pressure test certificate). In those case terminals may use a booster pump to push the liquid from terminal's side to shore storage tank.  

A: Name of the ship ( port and Stbd bow and Transom) IMO number and Port of Registry at Transom Boundary of Bunker oil tanks marked on the hull ( no pushing allowed in these area) LOAD LINES both sides Draft marks FWD AFT MIDSHIP - Both sides TUG Pushing Area - Clearly masked as TUG Bulbous bow mark Location of cargo manifold ,bunker manifold, vapour manifold and name of manifold ( DO, FO, NO 1 ,2, ...) Overboard discharge opening with name Sea Chest. Bow thruster marking. Propeller warning marking. I remember only this much.  

A: Class 1 : Explosives, By the name only you can imagine the after effect of this cargo. IMDG have given clear guidance for the seggrigation of this cargo . Since cargo is already on board i belive all the seggrigation is followed as per IMDG. Since fire is out of control i am sure the ship's OOW must have transmitted the Distress Message and Communication with RCC is in progress. Now our main concern is how long do we have till the buring fire reaches the cargo area and make a big explosion. Now if you cannot fight fire atleast designate some crew for boundary cooling of class 1 cargo area, it will buy some more time. Keep these orders in my mind. 1) Safety of LIfe .( Abandon the ship as a last resort) 2)Safety of Ship( Jettison the cargo) 3)Safety of Marine envionment.(Inform the cost gaurd and clean up team) 4)Safety of cargo. ( your charterer or cargo owner would not be happy, but let the insurance company worry about that).  

A: First of all Lowering Life boat in heavy weather is not recommended for any training or Drill purpose, If your intention of Lowering only to meet requirment of drill matrix then dont do it , you can ask your flag state's for dispensation. In case of Abandoning the ship in heavy weather some steadying method to be used so that the life boat does not land hard against the ship side. Preparation 1)Prevent the fall blocks to hit ship crew or lifeboat. 2)Boat crews must wear life jacket, helmet, immersion suit in cold climate for rescuing operation. 3)Sea quelling oil may be used to reduce the seas. 4)Vessel to create a good lee. Wind to be on the opposite bow. 4)Ship plugs. 5Lower lifeboat into the trough of a wave. 6)On the next rising crest, release the hooks immediately and simultaneously. 7)Cast off the painter once clear. 8)Bear off the ship's side with tiller, oars or boat hook. 9)Engine is started before the release of blocks and kept neutral. 10)Once lifeboat is underway, tiller put against ship's side and with full throttle clear off the ship. Precautions 1)Rig fenders, mattresses or mooring ropes to prevent the boat from being staved during an adverse roll. 2)A cargo net, slung between davits and trailing in the water for crew to hang on in case the boat capsize alongside. It should not hamper the operation of the boat. 3)The painter is rigged and kept tight throughout so as to keep the boat in position between the falls. 4)The falls are loosely tied with a line, led to the deck and manned. When the boat is unhooked, the line line will steady the falls and prevent accidental contact with the boat crews. 5)Once unhooked, the blocks should be taken up to avoid injuring the crews in lifeboat.

A: mixing distilled water and ethanol at a ratio of 1:2

A: MLC- Maritime Labour Convention DMLC- Decleration of Maritime Labour Complaince DMCL Part I - Filled by Flag State DMCL Part II - Filled by Ship Owner ML certificate- Maritime Labour Certificate( Issued by Flag State after Initial Survey) Min Age required for working - 16 yrs Min Age for Night Time Work - 18 yrs Night Time - 20:00 to 05:00 ( Min 9 Hr starting Before mid night and ending not earlier than 05:00) Medical Certificate - Valid for 2 years RPSL- Recruitment and Placement Service Liscence. SEA- Seafarer's Employment Agreement Work Hours : 14 hr in 24 hrs ( Max)                      : 72 hr in 7 days ( Max) Rest Hours : 10 Hrs in 24 hrs ( Min)                     : 77 Hrs in 7 days (Min) Accomodation -No twin sharing in new bulild ship( even for cadet and trainee seafarer). (Lot of Specification are there in Title 3: Accomodation, Recreation, Food Catering) Repatriation: Safe Return to home for seafarer , No expence from Seafarer in Conditions like Completion of Contract, Medical Ground, Employment Terminated by Ship owner Employment Terminated by seafarer for justified reason. Ship Owner Liabilty Insurance : To ensure that seafarers are protected from the financial consequences of sickness, injury or death occurring in connection with their employment. Onboard Complaint Procedure: Protection of seafarers from penalization and victamization for Filing a Complients. CERTIFICATION ( as per appendix A5 I of MLC)                  The working and living conditions of seafarers that must be inspected and ap-proved by the flag State before certifying a ship in accordance with Standard A5.1.3,paragraph 1: Minimum age Medical certification Qualifications of seafarers Seafarers’ employment agreements Use of any licensed or certified or regulated private recruitment and placement service Hours of work or rest Manning levels for the ship Accommodation On-board recreational facilities Food and catering Health and safety and accident preventionOn-board medical care On-board complaint procedures Payment of wages

A: Function of Inert Gas is to prevent Explosion in side the oil tanks by reducing oxygen level in side the tank. We know from fire triagle to start a fire or an explosion we need Fuel - Cargo Vapour Source of fire- ( Heat, Static electricty, spark) Oxygen - from atmosphere Since Flash Point of Bunker Oil is Above 60 Deg  cel , formation of cargo vapour  sufficient enough to support combustion is not possible . Then you may be think why IG is introduced inside the cargo tank. Your Doubt and question is Genuine. The reason is Static electricity Discharge. During loading and tank washing lot of static electricty will be generated , this energy will be accumulated and at some point it will discharge by creating spark  in side the tank atmosphere. this spark is good enough to start fire in oil. With enough supply of oxgen uncontrollable fire will be formed and leads to explosion. To avoid this situation we need to remove oxygen from the fire triangle by introducing Inert gas into the cargo tank.    

A: "Maintain a proper record " words often read and heard from all the shipping related procedure and personnel and PSC, Auditors. Maintaining a record is not a problem, what ever you observe make a record of its time to time truthfully ( don't manipulate records and fill it). These records will help you save your life in very difficult and dangerous situations. lets discuss a few of those situations and how the weather reports will be your savior of the day. By assessing the past hour's weather reports navigator can predict whats the weather he is about to face in following hours. If there is storm ahead he can alter course and pass clear of the storm. All the records of weather for a particular area for the past couple of years will be assessed to find out the general weather pattern of that area. That means the record you maintain today will be used in future for weather patterns. Insurance claims; Everything is Money nowadays. Nobody wants to give their money to anyone for free. Insurance companies are notorious for this. If there is damage to cargo or ships structure due to heavy weather first thing we will be going is claiming the insurance money. Those who delt with the insurance company for claims knows better how they deny the claims if we don't show proof that damage is actually happened by the weather. You can only show the previous weather records that you have maintained. If you have failed to maintain the record, then kiss good bye to insurance money. Voluntary weather reporting: UK MET OFFICE will be receiving all the weather reporting from ships world wide. These reports will send 4 times a day from ships voluntarily. Metrological experts will study these reports and broadcast world wide.

A: Let's assume you have a car, Maruti swift The company claims that the car will get 20 km/L mileage. And that exhaust emission of the car will be with in the legal limit. This is EEDI Energy Efficiency Design Index. That means RTO rules says cars of a certain segment and certain engine power shall not produce CO2 and other gases more than the legal limit. Main Idea of this rule is to use more efficient and less polluting engine while manufacturing the cars. So govt has set an index for each type of vehicle. This rule will be stricken over a period of time ( B4 engine to B6 engines) Similarly, for ships IMO has set an index for CO2 emission limit. 2013 to 2015 Phase Zero 2015 to 2020 Phase I - CO2 emission will be reduced by 10% 2020 to 2025 Phase II- CO2 emission will be reduced by 20% 2025 to 2030 Phase III- CO2 emission will be reduced by 30% when ships are constructed machinery is designed to get maximum energy efficiency and less emission. So during the design stage of shipbuilding naval architects sets limits for CO2 emission per tone mile depending upon the size of ships. Then calculate how much energy(fuel) is required to produce a certain amount of power in loaded and ballast conditions. To obtain the optimal use of the energy they will consider hydrodynamics, windage resistance, underwater resistance, so that power consumption and CO2 emission remain within the limit. let's go back to the car again. But we all know we don't get that much mileage because of our road condition, traffic, and some time we play fast and furious in empty roads. Over a period of time when we go and check the emission value, it will increase significantly. Similarly, ships will not get EEDI value all the time. due to rough weather, running at over speed to maintain ETA, Delays in operations. When Cheif engineer calculates monthly fuel consumption in relation to distance covered or the operations carried out by the ship, the energy consumption per nautical mile and CO2 emission per tone of cargo carried, It may overshoot above the average the value. So there must be some guidance procedure for assisting the ship's management team for maintaining the fuel consumption within the limit. This is called EEOI, Energy Efficiency Operation Index. This helps the staff of the ship to reduce the wastage of energy. Like powering down generators when not required and less fuel will be burned and less emission. Auto start of Generators when more power is demanded. Using the main engine at economical RPM. Proper weather routing will help to minimize power consumption. For cargo discharge operation use min required Pumps and power packs.   PLS READ CAPT RAJEEV JASSAL'S BLOG FOR  MORE KNOWLEDGE    

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A: SHIP'S POSITION FINDING METHODS USING SEXTANT. 1) HORIZONTAL SEXTANT ANGLE  angle between min 3 land Object required Or 2 Land Objects and one bearing 2) VERTICAL SEXTANT ANGLE Height of light house form charts Height of tide 3) LONG BY CHRON 4) LAT BY MER ALT 5) MERPASS          

A: RATE = (QUANTITY OF CARGO DISCHARGED OR LOADED / TIME TAKEN) X 60 All tankers MUST have a designed loading rate and discharging rate depending upon their pump capacity and venting capacity. At any point, the load/discharge rate cannot be more than the designed rate of that particular vessel. To make sure this during the initial stage of loading or discharging Cargo quantity for 6 Mins will be calculated and convert it into rate. This rate of 6 min 12 mins 30 mins will be accurate for the cargo received or discharged till that time. Within 60 mins rate may increase or decrease so 6 min or 30 min rate will not be the same as the 60 min rate.  

A: RECHARGEABLE EXTINGUISHER For 1st 10 extinguisher = 100% spare charges For remaining extinguisher = 50% spare charges Total No of spare not more than 60 charges NON-RECHARGEABLE EXTINGUISHER Complete set of extinguishers as spare for Non-Rechargeable extinguishers.

A: Freshwater density is  1.000 Seawater density is 1.025 water with density between fresh water and salt water = DOCK water To maintain the reserve buoyancy vessels are only allowed to load up to the summer load line at sea water. When the vessel moves from saltwater to fresh water due to the difference in density the vessel will sink so that summer loadline will submerge below water line. This additional sinkage will be just enough to achive more underwater volume so that vessel will get exact buoyancy as the vessel floating in sea water. This rise /change in draft is called as Fresh water allowance FWA. RELEVANCE FWA = W/(40TPC) Summer draft + FWA = Freshwater draft. If the vessel is loading in fresh water , She can load Upto fresh water draft. When the Vessel travels from FW to SW, She will rise and her draft at salt water will be summer draft.      

A: Freshwater density is  1.000 Seawater density is 1.025 water with density between fresh water and salt water = DOCK water To maintain the reserve buoyancy vessels are only allowed to load up to the summer load line at sea water. When the vessel moves from salt water to fresh water due to differnce in desity the vessel will sink so that  summer loadline will submerge below water line. This additional sinkage will be just enough to achive more underwater volume so that vessel will get exact bouyancy as the vessel floating in sea water. This rise /change in draft is called as Fresh water allowance FWA. RELAVANCE FWA = W/(40TPC) Summer draft + FWA = Freshwater draft. If the vessel is loading in fresh water , She can load Upto frew water draft. When the Vessel travels from FW to SW, She will rise and her draft at salt water will be summer draft.