Ref. to DG Notice 04 of 2008/ 3.2 CSP in India is TATA Communications & NDC in India is located in DG shipping Mumbai.
A damage control plan show
•Should be in scale adequate to show clearly the required contents of the plan, but not less than 1:200
•Inboard Profile
•Planned views of each deck
•transverse sections
The following is to be shown
1. w/t boundaries of the ship
2.location and arrangement of cross flooding systems , blow out plugs and any mechanical means to correct list due to flooding, together with locations of all valves and remote controls if any
3.locations of all watertight closing appliance including internal door or ramps (RORO) -their controls indicators alarms etc. Location of doors / ramps to be kept closed when at sea(SOLAS II-1/15) must be clearly indicated
4.location of all doors in the shell , position indicators, leakage detection and surveillance devices
6.Location of Bilge and Ballast pumps and valves associated and their controls
7.Pipes, ducts or tunnel if any through which limited progressive flooding has been accepted by the admin.
Damgae stability booklet
•Introduction
• Principal Dimensions
• Damage Assumptions
• Survival Criteria
• Description of damage case
• Margin line data
• procedure to investigate damage stability
• procedure for max allowable kg curve and corresponding minimum required loading weights (curve of minimum operational GM
• Example Calculations
• Appendices
Ships Type “Aâ€
Ships that comply to the following requirements:
• Were designed to carry only liquid cargoes in bulk
• The cargo tanks have only small access openings which must be
closed by watertight doors, of steel or equivalent material,
provided with gaskets.
• They have low permeability in the loaded cargo compartments
• When loaded to the Summer load line, must float in satisfactory
conditions after the flooding due to the standard damage
• If the ship has L > 150 m the flooded compartment(s) must have an
assumed permeability of 0.95.
• If the ship has L > 225 m the engine room should be also
considered as a floodable compartment, with an assumed
permeability of 0.85.6
M.Ventura Load Lines Convention 11
Ships Type “Bâ€
All the ships which are not of type “Aâ€.
Ships Type “B60†and “B100â€
• Ships of type “Bâ€, with L > 100 m, may be assigned lower
freeboards values if they satisfy the following conditions:
– A ship that when loaded to the Summer load line will float in a
satisfactory condition, after flooding any compartment other
than the engine room.
– If L > 200 m, the engine room must also be considered a
floodable compartment.
– A ship that satisfy these conditions may have its tabular
freeboard reduced by 60% of the difference between the
values indicated for the type â€A†and for the type “Bâ€.
• The reduction can be increased up to 100% satisfying the
additional requirements:
– To support the simultaneous flooding of 2 adjacent
compartments, by damage of the transverse bulkhead (not
considering the engine room floodable)
Used to be attachment to Loadline Certificate i.e., condition of assignment of freeboards.
1. Information to the master.
Master to be supplied information for the loading and ballasting of the ship avoiding unacceptable stresses of the ship’s structure.
Also, to be provided with ship’s stability guidance for all condition of service.
2. Superstructure end bulkheads
3. Doors
4. Position of hatchways, doorways and ventilators
5. Cargo and other hatchways
6. Hatchways closed by portable covers and secured by tarpaulins ..
7. Hatchways closed by weather tight covers of steel …
8. Machinery space openings
9. Miscellaneous openings in freeboard and superstructure decks
10. Ventilators
Air pipes
12. Cargo ports and other similar openings
13. Scuppers, inlets and discharges
14. Sidescuttles
15. Freeing ports
16. Protection of the crew
After assess the situation explain the rule 19 d. but mainly he want to hear that " in RV all vessels are give-way " most candidate said "no give way and no stand-on". After check the position in charts. and all sea area around bold alteration to stbd side. he will ask u why bold.. then rule 8.
Graph provided in grain booklet against the volume or ullage. Explain the full detail info about NCB Form. The ways to reduce the GHM is 1) ballast in DB tank. 2) Securing the cargo (overstowing etc...)
Don't confuse with IMO stability req. the exact ans is GRAIN HEELING MOVEMENT.It should be less than ALLOWABLE HEELING MOVEMENT.
The vessel should satisfy IMO grain stability criteria at all stages of voyage till the grain is loaded on board. The IMO grain code repeatedly emphasize the responsibility of stability on master only.
HRU plays an important role when it comes to saving life during abandon ship situation. SOLAS 74 clearly specify the requirements for construction and positioning of the HRU at the life raft.
The Working of HRU:
a.HRU acts as a connecting media between life raft container, floatfree EPIRB and ship deck, where it is stored.
b.The HRU comes in action under the pressure of water exerted on HRU when the ship sinks below 4m of water level.
c.The HRU consists of a sharp knife or chisel which is used to cut the strap lashed over the container carrying life raft, but it still holds the painter at the weak link.
d.The HRU is connected to the container through a lashing arrangement which can be disengaged quickly by means of slip hook when launching the raft manually.
e.The HRU is connected to a strong point on deck through a weak link.
f.When vessel sinks, the HRU cuts the rope and the container floats to the surface of water.
g.As vessel sinks further, the tension in the painter causes the life raft to inflate out of the container.
h.The tension acting on the weak link will cause it to break making the life raft free from the ship.
i.When vessel sinks, the HRU cuts the rope and the container floats to the surface of water.
