List of amendments expected to enter into force in the coming years ________________________________________ 1 January 2011: Entry into force

of December 2008 amendments to SOLAS Amendments to SOLAS chapter VI to make mandatory the International Maritime Solid Bulk Cargoes Code (IMSBC Code) The IMSBC Code will replace the Code of Safe Practice for Solid Bulk Cargoes (BC Code), which was first adopted as a recommendatory code in 1965 and has been updated at regular intervals since then. The aim of the mandatory IMSBC Code is to facilitate the safe stowage and shipment of solid bulk cargoes by providing information on the dangers associated with the shipment of certain types of cargo and instructions on the appropriate procedures to be adopted. 1 January 2011: Entry into force of June 2009 amendments to SOLAS ECDIS and BNWAS to be made mandatory under SOLAS Amendments to SOLAS regulation V/19, to make mandatory the carriage of Electronic Chart Display and Information Systems (ECDIS) and Bridge Navigational Watch Alarm Systems (BNWAS), under SOLAS chapter V, Safety of Navigation. The requirements will be mandatory for new ships and phased-in for existing ships. Other SOLAS amendments coming into force: an amendment to SOLAS regulation II-1/3-5.2, to prohibit all new installations of asbestos on board ships, without exceptions; and amendments to the title of Chapter VI to read, Carriage of Cargoes "and Oil Fuels" and to Regulation VI/5-1 on Material safety data sheets (MSDS) to require MSDS to be provided for ships carrying oil or oil fuel, prior to the loading of such oil as cargo in bulk or bunkering of oil fuel. The MSC also approved Recommendations for material safety data sheets (MSDS) for MARPOL Annex I type cargoes and oil fuels. 1 January 2011: Entry into force of July 2009 amendments to MARPOL MARPOL Annex I - transfer of oil cargo between oil tankers at sea Amendments to MARPOL Annex I for the prevention of marine pollution during some ship-to-ship (STS) oil transfer operations. The new chapter 8 on Prevention of pollution during transfer of oil cargo between oil tankers at sea will apply to oil tankers of 150 gross tonnage and above and will require any oil tanker involved in oil cargo STS operations to have, on board, a plan prescribing how to conduct STS operations (the STS Plan), which would be approved by its Administration. Notification to the relevant coastal State will be required not less than 48 hours in advance of the scheduled STS operations although some relaxation to this rule is allowed in certain, very specific, cases. The regulations are not intended to apply to bunkering operations. Consequential amendments to the International Oil Pollution Prevention (IOPP) Certificate, the Supplement to the IOPP Certificate and the Oil Record Book. Amendments to MARPOL Annex I regulations 1, 12, 13, 17 and 38, relating to the on board management of oil residue (sludge). The amendments clarify long standing requirements and remove existing ambiguities in order to facilitate compliance by ships' crews. Definitions for oil residue (sludge), oil residue (sludge) tanks, oily bilge water and oily bilge water holding tanks are introduced for the first time. Related amendments to the Supplement to the IOPP Certificate, Form A and Form B, and to the Oil Record Book. 1 August 2011: Entry into force of March 2010 amendments to MARPOL Amendments to MARPOL Annex VI (Prevention of air pollution from ships) to formally establish a North American Emission Control Area, in which emissions of sulphur oxides (SOx), nitrogen oxides (NOx) and particulate matter from ships will be subject to more stringent controls than the limits that apply globally. New MARPOL regulation, to protect the Antarctic from pollution by heavy grade oils, in MARPOL Annex I (Regulations for the prevention of pollution by oil) on Special requirements for the use or carriage of oils in the Antarctic area, a new chapter 9 with a new regulation 43, which would prohibit the carriage, in bulk as cargo, or carriage and use as fuel, of: crude oils having a density, at 15C, higher than 900 kg/m3; oils, other than crude oils, having a density, at 15C, higher than 900 kg/m3 or a kinematic viscosity, at 50C, higher than 180 mm2/s; or bitumen, tar and their emulsions. An exception is envisaged for vessels engaged in securing the safety of ships or in a search-and-rescue

operation. 1 January 2012: Entry into force of May 2010 amendments to SOLAS Goal-based standards International Goal based Ship Construction Standards for Bulk Carriers and Oil Tankers, along with amendments to Chapter II-1. The new SOLAS regulation II-1/3-10 will apply to oil tankers and bulk carriers of 150m in length and above. It will require new ships to be designed and constructed for a specified design life and to be safe and environmentally friendly, in intact and specified damage conditions, throughout their life. Under the regulation, ships should have adequate strength, integrity and stability to minimize the risk of loss of the ship or pollution to the marine environment due to structural failure, including collapse, resulting in flooding or loss of watertight integrity. Corrosion andfire protection A new SOLAS regulation II-1/3-11 on Corrosion protection of cargo oil tanks of crude oil tankers, to require all such tanks to be protected against corrosion, with related performance standards also adopted. Amendments to SOLAS regulation II-2/4.5.7 on Gas measurement and detection and to SOLAS regulation II-2/7.4.1 relating to fixed fire detection and fire alarm systems. Amendments to the International Code for Fire Safety Systems (FSS Code). 1 January 2012: Entry into force of June 2010 Manila amendments to STCW Major revisions to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (the STCW Convention), and its associated Code adopted at a Diplomatic Conference in Manila, the Philippines, held from 21 to 25 June 2010. "The Manila amendments to the STCW Convention and Code" are aimed at bringing the Convention and Code up to date with developments since they were initially adopted in 1978 and further revised in 1995; and to enable them to address issues that are anticipated to emerge in the foreseeable future. Amongst the amendments adopted, there are a number of important changes to each chapter of the Convention and Code, including: Improved measures to prevent fraudulent practices associated with certificates of competency and strengthen the evaluation process (monitoring of Parties' compliance with the Convention); Revised requirements on hours of work and rest and new requirements for the prevention of drug and alcohol abuse, as well as updated standards relating to medical fitness standards for seafarers; New certification requirements for able seafarers; New requirements relating to training in modern technology such as electronic charts and information systems (ECDIS); New requirements for marine environment awareness training and training in leadership and teamwork; New training and certification requirements for electro-technical officers; Updating of competence requirements for personnel serving on board all types of tankers, including new requirements for personnel serving on liquefied gas tankers; New requirements for security training, as well as provisions to ensure that seafarers are properly trained to cope if their ship comes under attack by pirates; Introduction of modern training methodology including distance learning and web-based learning; New training guidance for personnel serving on board ships operating in polar waters; and New training guidance for personnel operating Dynamic Positioning Systems. 1 January 2013: Entry into force of May 2011 SOLAS amendments A new paragraph 5 of SOLAS regulation III/1 is added to require lifeboat on-load release mechanisms not complying with new International Life-Saving Appliances (LSA) Code requirements to be replaced no later than the first scheduled dry-docking of the ship after 1 July 2014 but, in any case, not later than 1 July 2019. The SOLAS amendment is intended to establish new, stricter, safety standards for lifeboat release and retrieval systems, aimed at preventing accidents during lifeboat launching, and will require the assessment and possible replacement of a large number of lifeboat release hooks. 1 January 2013: entry into force of July 2011 amendments to MARPOL Annex VI energy efficiency Amendments to MARPOL Annex VI Regulations for the prevention of air pollution from ships, add a new chapter 4 to make mandatory the Energy Efficiency Design Index (EEDI), for new ships, and the Ship Energy Efficiency Management Plan (SEEMP) for all ships. Other amendments to Annex VI add

new definitions and the requirements for survey and certification, including the format for the International Energy Efficiency Certificate. The regulations apply to all ships of 400 gross tonnage and above. However, under regulation 19, the Administration may waive the requirement for new ships of 400 gross tonnage and above from complying with the EEDI requirements. This waiver may not be applied to ships above 400 gross tonnage for which the building contract is placed four years after the entry into force date of chapter 4; the keel of which is laid or which is at a similar stage of construction four years and six months after the entry into force; the delivery of which is after six years and six months after the entry into force; or in cases of the major conversion of a new or existing ship, four years after the entry into force date. The EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to use in a specific ship design to the industry. As long as the required energyefficiency level is attained, ship designers and builders would be free to use the most cost-efficient solutions for the ship to comply with the regulations. The SEEMP establishes a mechanism for operators to improve the energy efficiency of ships. Annex VI emissions Amendments to MARPOL Annex VI Regulations for the prevention of air pollution from ships to designate certain waters adjacent to the coasts of Puerto Rico (United States) and the Virgin Islands (United States) as an ECA for the control of emissions of nitrogen oxides (NOX), sulphur oxides (SOX), and particulate matter under. Another amendment makes old steamships exempt from the requirements on sulphur relating to both the North American and United States Caribbean Sea ECAs. The new ECA takes effect 12 months after entry into force. Annex IV sewage Amendments to MARPOL Annex IV Prevention of pollution by sewage from ships to include the possibility of establishing Special Areas for the prevention of such pollution from passenger ships and to designate the Baltic Sea as a Special Area under this Annex. Annex V garbage Revised MARPOL Annex V Regulations for the prevention of pollution by garbage from ships, developed following a comprehensive review to bring the Annex up to date. The main changes include the updating of definitions; the inclusion of a new requirement specifying that discharge of all garbage into the sea is prohibited, except as expressly provided otherwise (the discharges permitted in certain circumstances include food wastes, cargo residues and water used for washing deck and external surfaces containing cleaning agents or additives which are not harmful to the marine environment); expansion of the requirements for placards and garbage management plans to fixed and floating platforms engaged in exploration and exploitation of the sea-bed; and the addition of discharge requirements covering animal carcasses. 1 January 2014: Entry into force of 2010 October MARPOL amendments Revised MARPOL Annex III Regulations for the prevention of pollution by harmful substances carried by sea in packaged form adopted in order for changes to the Annex to coincide with the next update of the mandatory International Maritime Dangerous Goods (IMDG) Code, specifying that goods should be shipped in accordance with relevant provisions. SAFETY AND NAVAL ARCH 1...Oil tanker means a ship constructed or adapted primarily to carry oil in bulk in its cargo spaces and includes combination carriers, any "NI.S tanker" as defined in Annex II of the present Convention and any gas carrier as defined in regulation 3.20 of chapter II-1 of SOLAS 74 2...Bulk carrier means a ship which is constructed generally with single deck, top-side tanks and hopper side tanks in cargo spaces, and is intended primarily to carry dry cargo in bulk, and includes such types as ore carriers and combination carriers. 3... The maximum spacing of detectors shall be in accordance with the table below: Type

Max floor area Max dist apart from centre Max dist away from bulkheads heat 37m2 9mt 4.5m smoke 74m2 11mt 5.5m 4...Deadweight is the difference in tonnes between the displacement of a ship in water of a specific gravity of 1.025 at the load waterline corresponding to the assigned summer freeboard and the lightweight of the ship. 5... Lightweight is the displacement of a ship in tonnes without cargo, fuel, lubricating oil, ballast water, freshwater and feedwater in tanks, consumable stores, and passengers and crew and their effects. 6....Gross register tonnage (GRT) represents the total internal volume of a vessel, where a register ton is equal to a volume of 100 cubic feet (2.83 m), which volume, if filled with fresh water, would weigh around 2,800 kg or 2.8 tonnes. Calculation of GRT is complex; a ship's hold can, for instance, be assessed for bulk grain (accounting for all the air space in the hold) or for bales (omitting the spaces into which bulk, but not baled cargo would spill). Gross register tonnage was replaced by gross tonnage in 1994 under the Tonnage Measurement convention of 1969, and is no longer widely used term in the industry.[1][2] 7....Net register tonnage (NRT) is the volume of cargo the vessel can carry; i.e., the gross register tonnage less the volume of spaces that will not hold cargo (e.g., engine compartment, helm station, crew spaces, etc., again with differences depending on which port or country is doing the calculations). It represents the volume of the ship available for transporting freight or passengers. It was replaced by net tonnage in 1994, under the Tonnage Measurement convention of 1969

8.....lifebaot lowering speed 36m/min as it is giving in many books....but i read somewhere now it is 60m/min... and i just saw in some notes it should be according to formula....S= 0.4 + 0.02H ...where S= speed and h= height of lifeboat davits from waterline.. 9.....solas chap2-1,Regulation 3-4 Emergency towing arrangements on tankers Emergency towing arrangements shall be fitted at both ends on board every tanker of not less than 20,000 tonnes deadweight, constructed on or after 1 January 1996. For tankers constructed before 1 January 1996, such an arrangement shall be fitted at the first scheduled dry-docking after 1 January 1996 but not later than 1 January 1999. The design and construction of the towing arrangements shall be approved by the Administration, based on the guidelines developed by the Organization. 10....for fwd ETA we check the chaffing chain, strong point , roller ,fairlead etc... 11....Testing of foam is done every year after 3rd year , test sample is taken and send to lab it inculdes the PH , viscosity, foam ratio, and density.. 12.... Factor safety is ratio of Ultimate tensile strength to the working load and value is 5. for crane SWL is around 15 tonne and if load is more than that of SWL , overload protection will protect the crane. 13.....Fixed high-expansion foam fire-extinguishing systems in machinery spaces* Any required fixed high-expansion foam system in machinery spaces shall be capable of rapidly discharging through fixed discharge outlets a quantity of foam sufficient to fill the greatest space to be protected at a rate of at least 1 m in depth per minute. The quantity of foam-forming liquid available shall be sufficient to produce a volume of foam equal to five times the volume of the largest space to be protected. The expansion ratio of the

foam shall not exceed 1,000 to 1. 14....Fixed low-expansion foam fire-extinguishing systems in machinery spaces{ Where in any machinery space a fixed low-expansion foam fireextinguishing system is fitted in addition to the requirements of regulation 7, such system shall be capable of discharging through fixed discharge outlets in not more than 5 min a quantity of foam sufficient to cover to a depth of 150 mm the largest single area over which oil fuel is liable to spread. The system shall be capable of generating foam suitable for extinguishing oil fires. Means shall be provided for effective distribution of the foam through a permanent system of piping and control valves or cocks to suitable discharge outlets, and for the foam to be effectively directed by fixed sprayers on other main fire hazards in the protected space. The expansion ratio of the foam shall not exceed 12 to 1. 15......Annex 6, Regulation 12 Ozone-depleting substances Ozone depleting substances (ODSs) are those substances which deplete the ozone layer and are widely used in refrigerators, airconditioners, fire extinguishers, in dry cleaning, as solvents for cleaning, electronic equipment and as agricultural fumigants. Ozone depleting substances controlled by Montreal Protocol include: Chlorofluorocarbons (CFCs) Halon CCl4(Carbon tetrachloride) 16....What are Greenhouse Gases? Answer: Many greenhouse gases occur naturally, such as water vapor, carbon dioxide, methane, nitrous oxide, and ozone. Others such as hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), and sulfur hexafluoride (SF6) result exclusively from human industrial processes. Human Activities and Greenhouse Gases Human activities also add significantly to the level of naturally occurring greenhouse gases: Carbon dioxide is released into the atmosphere by the burning of solid waste, wood and wood products, and fossil fuels (oil, natural gas, and coal). Nitrous oxide emissions occur during various agricultural and industrial processes, and when solid waste or fossil fuels are burned. Methane is emitted when organic waste decomposes, whether in landfills or in connection with livestock farming. Methane emissions also occur during the production and transport of fossil fuels. The Properties of Greenhouse Gases Greenhouse gases vary in their ability to absorb and hold heat in the atmosphere, a phenomenon known as the "greenhouse effect." HFCs and PFCs are the most heat-absorbent, but there are also wide differences between naturally occurring gases. For example, nitrous oxide absorbs 270 times more heat per molecule than carbon dioxide, and methane absorbs 21 times more heat per molecule than carbon dioxide. The Consequences of Global Warming As the concentration of greenhouse gases grows, more heat is trapped in the atmosphere and less escapes back into space. This increase in trapped heat changes the climate and alters weather patterns, which may hasten species extinction, influence the length of seasons, cause coastal flooding, and lead to more frequent and severe storms. 17..... General Characteristics of VOC Volatile Organic Compounds (VOC) are organic chemicals that easily vaporize at normal conditions and enter into the atmosphere. They are organic as they contain carbon atoms in their molecular structure. VOC are numerous, varied and ubiquitous. VOC are present in the atmosphere as a result of human activities, biogenic emissions from certain vegetation species, the exhausts of motor vehicles and ships, evaporation of hydrocarbon fuel, solvent usage, industrial processes, oil storage and distribution, food manufacture, and many other sources. VOC may include a very wide range of individual substances, such as hydrocarbons (eg methane, ethane, benzene, toluene, etc.), oxidized hydrocarbons (or fuel oxygenates, such as methyl tert-butyl ether (MTBE)) and by-product organic compounds from chlorination in water treatment (such as chloroform).

VOC emissions from the fuel/petroleum industry sources occur during extraction of oil at the platform, tanker transportation of oil, loading and discharging at terminals, oil processing at refineries, tanking at filling stations and leakage from pipelines as well as oil spills. The VOC given off through vaporization of crude oil and refined products are a mixture of light-end hydrocarbon components such as methane, ethane, propane and several other gases. Methane, being lighter than air, will be emitted to the atmosphere and contribute to the greenhouse effect. All the other components generally referred to as non-methane VOC (NMVOC), being heavier than air, will react on warm days with nitrogen oxides (NOX) in the air and form the ground level ozone commonly known as smog. The ground level ozone has a detrimental effect on human health, vegetation and buildings. Some NMVOC are quite harmful, including benzene, toluene and xylene, which may cause leukemia. VOC emissions from ships can be due to incomplete combustion processes and include crankcase, exhaust and evaporation emissions. Crankcase emissions refer to hydrocarbons escaping from the cylinder during compression in an internal combustion engine and exhaust emissions are due solely to incomplete combustion. Evaporative emissions are the evaporation of hydrocarbon fuel releasing gaseous VOC into the atmosphere. Tankers emit VOC during cargo loading and crude oil washing operations as well as during sea voyages. The amount of VOC emissions depends on many factors including the properties of the cargo oil, the degree of mixing and temperature variations during the sea voyage. These operational discharges can be effectively controlled and minimized to a large extent. With new technology, the NMVOC emitted during tanker loading and transport operations can be recovered and returned to the cargo tanks. To control this emission, there are four criteria that impact the extent and rate of evolution of gaseous non-methane VOC from crude oils and its subsequent release to the atmosphere. These are: The volatility or vapor pressure of the crude oil The temperature of the liquid and gas phases of the crude oil tank The pressure setting or control of the vapor phase within the cargo tank The size or volume of the vapor phase within the cargo tank 18... Fire Extinguishers The capacity of required powder / CO2 or portable fluid extinguishers shall be not more than 23kg or 13.5 litre and not less than 5kg or 9 litre. Other extinguishers shall be at least as portable as the 13.5 litre fluid extinguisher and shall have a fire-extinguishing capability at least equivalent to that of a 9 litre fluid extinguisher. A portable foam applicator unit shall consist of an air-foam nozzle of an inductor type capable of being connected to the fire main by a fire hose, together with a portable tank containing at least 20 l of foam-making liquid and one spare tank. The nozzle shall be capable of producing effective foam suitable for extinguishing an oil fire, at the rate of at least 1.5 m3/min. There shall be at least two portable foam extinguishers or equivalent in eachfirin g space in eachboile r room and in eachspace in whicha part of the oil fuel installation is situated. There shall be not less than one approved foam-type extinguisher of at least 135 l capacity or equivalent in eachboile r room. These extinguishers shall be provided with hoses on reels suitable for reaching any part of the boiler room. In the case of domestic boilers of less than 175 kW in cargo ships the Administration may consider relaxing the requirements of this paragraph. 19.... INERT GAS REQUIREMENTS( SOLAS CH2-II, REG 62) maintaining the atmosphere in any part of any cargo tank with an oxygen content not exceeding 8% by volume The system shall be capable of delivering inert gas to the cargo tanks at a rate of at least 125% of the maximum rate of discharge capacity of the ship expressed as a volume. The system shall be capable of delivering inert gas with an oxygen content of not more than 5% by volum Flue gas isolating valves shall be fitted in the inert gas supply mains between the boiler uptakes and the flue gas scrubber. These valves shall be provided with indicators to show whether they are open or shut, and precautions shall be taken to maintain them gastight and keep the seatings clear of soot. Arrangements shall be made to ensure that boiler soot blowers cannot be operated when the corresponding flue gas valve is open. At least two blowers shall be fitted which together shall be capable of delivering to the cargo tanks at least the volume of gas required At least two nonreturn devices, one of which shall be a water seal, shall be fitted in the inert gas supply main, in order to prevent the return of hydrocarbon vapour to the machinery space uptakes or to any gas-safe spaces under all normal conditions of trim, list and motion of the ship. Provision shall be made to ensure that the water seal is protected against freezing, in such a way that the integrity of seal is not

impaired by overheating. Means shall be provided for continuously indicating the temperature and pressure of the inert gas at the discharge side of the gas blowers, whenever the gas blowers are operating. For inert gas systems of both the flue, gas type and the inert gas generator type, audible and visual alarms shall be provided to indicate: 1 low water pressure or low water flow rate to the flue gas scrubber 2 high water level in the flue gas scrubber 3 high gas temperature 4 failure of the inert gas blowers 5 oxygen content in excess of 8% by volume 6 failure of the power supply to the automatic control system for the gas regulating valve 7 low water level in the water seal .8high gas pressure For inert gas systems of the inert gas generator type, additional audible and visual alarms shall be provided to indicate: .1 insufficient fuel oil supply; .2 failure of the power supply to the generator; .3 failure of the power supply to the automatic control system for the generator. Automatic shutdown of the inert gas blowers and gas regulating valveshall be arranged on predetermined limits being reached 20.... Steering gear{ Regulation 29, SOLAS CH-2-I) every ship of 10,000 gross tonnage and upwards, the alternative power supply shall have a capacity for at least 30 min of continuous operation In every tanker, chemical tanker or gas carrier of 10,000 gross tonnageand upwards and in every other ship of 70,000 gross tonnage and upwards, themain steering gear shall comprise two or more identical power units Short circuit protection and an overload alarm shall be provided for suchcircuits and motors,Where a three-phase supply is used an alarm shall be provided that will indicate failure of any one of the upply phases. 21.... Intact & Damage Stability of Ships A ship is always acted upon by several forces from factors such as seawater, wind, internal mass weight, free surface effect etc. Thus, it is of utmost importance for a vessel to always remain stable and afloat in all conditions. A ship is seaworthy if it fulfills two important stability criteria- Intact and Damage stability. Requirements for Intact and Damage Stability of the Ship Intact stability( marpol annex 1, reg 27) For a cargo vessel, the intact stability requirements are followsInitial GM or metacentric height should not be less then 150 mm. Righting lever GZ should be at least 0.2 m and angle of heel 30. Maximum righting lever should occur at heel >30 preferably but not less than 25. The Area of the GZ curve should be at least: a) 0.055 m radian up to = 30 b) 0.090 m radian up to = 40 c) 0.03 m radian between 30 and 40 or between 30 and angle of down flooding. The angle of down flooding is an angle at which deck immersion takes place with subsequent water ingress.

Damage Stability Damage stability of a ship is its capacity to resist damage situations caused by flooding due to the water overflows into bilges while ship stability is all about ships performance on still water and waves. Centre of gravity and centre of buoyancy of ship is the main factors taken into account in ship stability. Damage stability and its after effects Considering the stability of a ship during its damaged condition is very much necessary. The loss of stability is often seen due to the flooding caused by certain reasons. The water accumulation in hulls normally reduces the centre of gravity increasing the maetacentric height. What actually happens during the flood is that, water overflows into bilges making the ship erect and stationary. Loss of

stability also occurs when an empty tank is holed and is filled with water causing to the loss of buoyancy of ship. A damage stability criterion varies from ship to ship and the requirement for the same is given in SOLAS chapter II-1. It may be single compartment flooding, multi compartment flooding, engine room flooding etc. Under all the criteria as applicable, vessel margin line should not be submerged after the damage. Margin line is an imaginary line drawn 75mm below the free board deck. Intact and damage stability are very important factors that govern the overall stability of the ship. 22.... Capacity of fire pumps 1 pumps in passenger ships, not less than 2/3rd of the quantity required to be dealt with by the bilge pumps when employed for bilge pumping; and 2 pumps in cargo ships, other than any emergency pump, not lessthan 4/3rd of the quantity 3. cargo ship need the total required capacity of the fire pumps exceed 180 m3/hr 4. Each of the required fire pumps shall have a capacity not less than 80% of the total required capacity divided by the minimum number of required fire pumps but in any case not less than 25 m3/hr and each such pump shall in any event be capable of delivering at least the two required jets of water. Ships shall be provided with independently driven fire pumps as follows: .1 Passenger ships of 4,000 tons gross tonnage and upwards at least 3 .2 Passenger ships of less than 4,000 gross tonnage and cargo ships of 1,000 tons gross tonnage and upwards at least 2 .3 Cargo ships of less than 1,000 tons gross tonnage to the satisfaction of the Administration Emergency fire pump The capacity of the pump shall not be less than 40% of the total capacity of the fire pumps required by this regulation and in any case not less than 25 m3/h. Diameter of, and pressure in, the fire mains 1. in the case of cargo ships the diameter need only be sufficient for the discharge of 140 m3/h. Passenger ships: 14,000 gross tonnage and upwards 0.31 N/mm2 2..1,000 gross tonnage and upwards but under 4,000 gross tonnage 0.27 N/mm2 3..Under 1,000 gross tonnage To the satisfaction of the Administration Cargo ships: 16,000 gross tonnage and upwards 0.27 N/mm2 21,000 gross tonnage and upwardsbut under 6,000 gross tonnage 0.25 N/mm2 3Under 1,000 gross tonnage To the satisfaction of the Administration Fire hoses- usually made of canvas outer jacket and rubber/synthetic lined 1In passenger ships there shall be at least one fire hose for each of the hydrants required by and these hoses shall be used only for the purposes of extinguishing fires or testing the fireextinguishing apparatus at fire drills and surveys. 2 In cargo ships of 1,000 gross tonnage and upwards the number of fire hoses to be provided shall be one for each 30 m length of the ship and one spare but in no case less than five in all. This number does not include any hoses required in any engine or boiler room. The Administration may increase the number of hoses required so as to ensure that hoses in Sufficient number are available and accessible at all times, having regard to the type of ship and the nature of trade in which the ship is employed.

23..... different alarms onboard signals The main alarms that are installed in the ship to give audio-visual warnings are as follows: 1) General Alarm: The general alarm on the ship is recognized by 7 short ringing of bell followed by a long ring or 7 short blasts on the ships horn followed by one long blast. The general alarm is

sounded to make aware the crew on board that an emergency has occurred. 2) Fire Alarm: A fire alarm is sounded as continuous ringing of ships electrical bell or continuous sounding of ships horn. 3) Man Overboard Alarm: When a man falls overboard, the ship internal alarm bell sounds 3 long rings and ship whistle will blow 3 long blasts to notify the crew on board and the other ships in nearby vicinity. 4) Navigational Alarm: In the navigation bridge, most of the navigational equipments and navigation lights are fitted with failure alarm. If any of these malfunctions, an alarm will be sounded in an alarm panel displaying which system is malfunctioning. 5) Machinery space Alarm: The machinery in the engine room has various safety devices and alarms fitted for safe operation. If any one of these malfunctions, a common engine room alarm is operated and the problem can be seen in the engine control room control panel which will display the alarm. 6) Machinery Space CO2 Alarm: The machinery space is fitted with CO2 fixed with fire extinguishing system whose audible and visual alarm is entirely different from machinery space alarm and other alarm for easy reorganization. 7) Cargo Space CO2 Alarm: The cargo spaces of the ship are also fitted with fixed fire fighting system which has a different alarm when operated. 8) Abandon Ship Alarm: When the emergency situation on board ship goes out of hands and ship is no longer safe for crew on board ship. The master of the ship can give a verbal Abandon ship order, but this alarm is never given in ships bell or whistle. The general alarm is sounded and every body comes to the emergency muster station where the master or his substitute (chief Officer) gives a verbal order to abandon ship. 9) Ship Security Alarm System: Most of the ocean going vessels are fitted with security alert alarm system, which is a silent alarm system sounded in a pirate attack emergency. This signal is connected with different coastal authorities all over the world via a global satellite system to inform about the piracy. Different Alarm signals of the vessel are clearly described in the muster list along with the action to be carried out so that all the crew member can perform there duties within no time in actual emergency. Discharge Criteria for all Annexs of MARPOL Annex - I, Regulation 15 - Control of discharge of oil A. Discharges outside special areas 2. Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage 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 an 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 case of oil tankers, is not mixed with oil cargo residues B. Discharges in special areas 3. Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall be prohibited except when all of the following conditions are satisfied: .1. the ship is proceeding en route; .2. the oily mixture is processed through an oil filtering equipment meeting the requirements of regulation 14.7 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 case of oil tankers, is not mixed with oil cargo residues. 4. In respect of the Antarctic area, any discharge into the sea of oil or oily mixtures from any ship shall be prohibited. 5. Nothing in this regulation shall prohibit a ship on a voyage only part of which is in a special area from discharging outside a special area in accordance with paragraphs 2 of this regulation. C. Requirements for ships of less than 400 gross tonnage in all areas except the Antarctic area 6. In the case of a ship of less than 400 gross tonnage, oil and all oily mixtures shall either be retained on board for subsequent discharge to reception facilities or discharged into the sea in accordance with the following provisions: .1. the ship is proceeding en route; .2. the ship has in operation equipment of a design approved by the Administration that ensures that the oil content of the effluent without dilution does not exceed 15 parts per million; .3. the oily mixture does not originate from cargo pump room bilges on oil tankers; and

.4. the oily mixture, in case of oil tankers, is not mixed with oil cargo residues. D. General requirements 7. Whenever visible traces of oil are observed on or below the surface of the water in the immediate vicinity of a ship or its wake, Governments of Parties to the present Convention should, to the extent they are reasonably able to do so, promptly investigate the facts bearing on the issue of whether there has been a violation of the provisions of this regulation. The investigation should include, in particular, the wind and sea conditions, the track and speed of the ship, other possible sources of the visible traces in the vicinity, and any relevant oil discharge records. 8. No discharge into the sea shall contain chemicals or other substances in quantities or concentrations which are hazardous to the marine environment or chemicals or other substances introduced for the purpose of circumventing the conditions of discharge specified in this regulation. 9. The oil residues which cannot be discharged into the sea in compliance with this regulation shall be retained on board for subsequent discharge to reception facilities Annex IV, Regulation 11 - Discharge of Sewage 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 the Administration based upon standards developed by the Organization see footnote ; 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 .1. the test results of the plant are laid down in the ships International Sewage Pollution Prevention Certificate; and .2. additionally, the effluent shall not produce visible floating solids nor cause discoloration 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. 3. When the sewage is mixed with wastes or waste water covered by other Annexes of MARPOL 73/78, the requirements of those Annexes shall be complied with in addition to the requirements of this Annex. Annex - V, Regulation 3-Disposal of garbage outside special areas (1). Subject to the provisions of regulations 4, 5 and 6 of this Annex: (a). the disposal into the sea of all plastics, including but not limited to synthetic ropes, synthetic fishing nets, plastic garbage bags and incinerator ashes from plastic products which may contain toxic or heavy metal residues, is prohibited. (b). the disposal into the sea of the following garbage shall be made as far as practicable from the nearest land but in any case is prohibited if the distance from the nearest land is less than: (i). 25 nautical miles for dunnage, lining and packing materials which will float; (ii). 12 nautical miles for food wastes and all other garbage including paper products, rags, glass, metal, bottles, crockery and similar refuse; (c). disposal into the sea of garbage specified in subparagraph (b)(ii) of this regulation may be permitted when it has passed through a comminuter or grinder and made as far as practicable from the nearest land but in any case is prohibited if the distance from the nearest land is less than 3 nautical miles. Such comminuted or ground garbage shall be capable of passing through a screen with openings no greater than 25 millimetres. (2). When the garbage is mixed with other discharges having different disposal or discharge requirements the more stringent requirements shall apply. Annex V , Regulation 5 , Disposal of garbage within special areas (1). For the purposes of this Annex the special areas are the Mediterranean Sea area, the Baltic Sea area, the Black Sea area, the Red Sea area, the Gulfs area", the North Sea area, the Antarctic area and the Wider Caribbean Region, including the Gulf of Mexico and the Caribbean Sea, which are defined as follows: (a). The Mediterranean Sea area means the Mediterranean Sea proper including the gulfs and seas therein with the boundary between the Mediterranean and the Black Sea constituted by the 41 N parallel and bounded to the west by the Straits of Gibraltar at the meridian 536 W.

(b). The Baltic Sea area means the Baltic Sea proper with the Gulf of Bothnia and the Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at 5744.8 N. (c). The Black Sea area means the Black Sea proper with the boundary between the Mediterranean and the Black Sea constituted by the parallel 41 N. (d). The Red Sea area means the Red Sea proper including the Gulfs of Suez and Aqaba bounded at the south by the rhumb line between Ras si Ane (1228.5 N, 4319.6 E) and Husn Murad (1240.4 N, 4330.2 E). (e). The Gulfs area means the sea area located north-west of the rhumb line between Ras al Hadd (2230 N, 5948 E) and Ras al Fasteh (2504 N, 6125 E). (f). The North Sea area means the North Sea proper including seas therein with the boundary between: (i). the North Sea southwards of latitude 62N and eastwards of longitude 4 W; (ii). the Skagerrak, the southern limit of which is determined east of the Skaw by latitude 5744.8 N; and (iii). the English Channel and its approaches eastwards of longitude 5 W and northwards of latitude 4830 N. (g). The Antarctic area means the sea area south of latitude 60 S. (h). The Wider Caribbean Region, as defined in article 2, paragraph 1 of the Convention for the Protection and Development of the Marine Environment of the Wider Caribbean Region (Cartagena de Indias, 1983), means the Gulf of Mexico and Caribbean Sea proper including the bays and seas therein and that portion of the Atlantic Ocean within the boundary constituted by the 30 N parallel from Florida eastward to 7730 W meridian, thence a rhumb line to the intersection of 20 N parallel and 59 W meridian, thence a rhumb line to the intersection of 720 N parallel and 50 W meridian, thence a rhumb line drawn south-westerly to the eastern boundary of French Guiana. (2). Subject to the provisions of regulation 6 of this Annex: (a). disposal into the sea of the following is prohibited: (i). all plastics, including but not limited to synthetic ropes, synthetic fishing nets, plastic garbage bags and incinerator ashes from plastic products which may contain toxic or heavy metal residues; and (ii). all other garbage, including paper products, rags, glass, metal, bottles, crockery, dunnage, lining and packing materials; (b). except as provided in subparagraph (c) of this paragraph, disposal into the sea of food wastes shall be made as far as practicable from land, but in any case not less than