SOLAS 1. Describe SOLAS. Why is it so important?

The International Convention for the Safety of Life at Sea (SOLAS) is a global maritime agreement that requires signatory states' flag states to ensure that ships flying their flags meet the minimum requirements for safety in terms of the ship's design, equipment, and operation. This provision applies to all ships flying the flag of a signatory state.

Regulation 1 of SOLAS Chapter V, application, states

1. Unless expressly provided otherwise, this chapter shall apply to all ships on voyages expect:

2. Warships, naval auxiliaries and other ships owned or operated by contracting government and used only on government non-commercial activities.

3. Ships solely navigating the great lakes of North America and their connecting and tributary waters as far east as the lower exit of the St. Lambert Lock at Montreal in the Province of Quebec, Canada.

The term of "all ships" in this regulation 2 of SOLAS Chapter V includes any ship, vessel, or craft, regardless of type or purpose. Since small craft outside of the Great Lakes that aren't warships, naval auxiliary ships, or employed by the government for non-commercial purposes must comply with SOLAS Chapter V.

There are three lists: white, grey, and black.

Port State Control (PSC) organisations monitor flag state administration and operate under a Memorandum of Understanding (MoU).

The administration with a good MoU will be placed on the white list, the administration with a fair MoU will be placed on the grey list, and the administration with a poor MoU will be placed on the black list.

These lists can also assist PSC organisations in more closely monitoring the grey and black lists.

However, the master of any vessel is ultimately responsible for its condition.

The flag state is accountable for ensuring that all vessels flown under its flag comply with legal standards, and this is done through monitoring.

At the end of the day, in the IMO's perspective, it is their responsibility.

A light ship

is a vessel that has no margin for corrosion; as a result, the coating is crucial to the longevity of the vessels built in this manner.

When inspecting a light ship or craft, a servery must be extremely watchful, especially when it comes to the protective coating. If the coating is damaged and not fixed in a timely manner, it could have disastrous effects on the vessel's structure and life expectancy.

It is crucial to keep in mind as a surveyor that the person engaged to conduct the survey is only there to report facts and is not there to serve as a consultant, designer, investigator, or auditor.

Any aspect of the vessel's administration, operations, or maintenance should not be under the surveyor's supervision. In order to respond to questions A, B, and C, the surveyor would complete his report and note the damage to the bottom plates as well as what would happen if the damage is not rectified

Boats were traditionally made of wood, steel, and other materials by putting bits and parts into a structure that was then covered with a hull until the introduction of fibreglass manufacturing techniques. However, with fibreglass boat building, the hull, deck, liner, and substantial sections like consoles are all made of fibreglass. This often entails starting with a female mould. Gelcoat is sprayed onto the mould first, followed by fibreglass cloth and resin, which is used to wet out the fibreglass. When the resin dries, you have a boat section or hull. The core idea, on the other hand, has not changed significantly. Fiberglass is still a fibre material that is put in a binding component that is made of resin. Its proper name is Fiberglass Reinforced Plastic, or FRP for short. In its earliest iterations, fibreglass was composed of actual glass fibres; however, this was quickly replaced by fibres made from a variety of man-made plastics. A building made of fibreglass has traditionally been made using cloth, roving, mat, and resins, all of which may be purchased at any local hardware shop.

Over the past few years, not only have new kinds of materials become available, but so have improved techniques for assembling those elements into the structure of a boat. To reiterate, the goal should almost always be to reduce weight while simultaneously increasing strength.

Vacuum Bagging

This procedure starts off much like an open moulding layup, but instead of leaving the wet laminate exposed, it is encased in a plastic film and then subjected to a vacuum in order to remove any leftover resin. Excess resin does not enhance strength because the fibreglass is responsible for providing that function; nevertheless, it does add weight. Therefore, the process of vacuum bagging results in a reduction in the boat's overall weight while while maintaining its strength.

Infusion under Vacuum

A plastic sheet and a vacuum are used in the vacuum infusion process in the same way, and the goal is to get the perfect ratio of resin to glass. On the other hand, rather than starting with a wet lay up, the vacuum, in conjunction with a set of resin feeding lines, introduces and draws the resin through the cloth from the very beginning. This enables a more accurate assessment of the materials, as well as the capacity to apply even pressure across a vast region, which enables the creation of larger parts through the application of multiple layers.

The first thing you do is sandblast everything I could and then paint it with zinc rich primer, epoxy primer, and top coat. One wishes to combat corrosion as much as possible.

1.Examining the depth of the sump tank and bringing it up to date, if necessary, so that the lubricating oil can function more effectively at the more acute angles of the heel and the trim.

2.I would strongly consider looking into a keel cooling system that entirely displaces raw water pumps and salt water.

3. With an engine this size, it might be challenging to reduce heat rejection into the engine room to a safe level. Therefore, insulating jackets are required for the entire exhaust system and the turbo.

The power generated is the primary distinction between the two cycles. Theoretically, a two-stroke cycle engine with one power or working stroke every revolution will provide twice as much power as a four-stroke engine with the same swept volume. However, ineffective scavenging and other losses lessen the power gain.

A two-stroke engine will be significantly lighter for the same amount of power than a four-stroke engine, which is an important issue for ships. Also, unlike its four-stroke counterpart, the two-stroke engine does not require a sophisticated mechanism for working the valves. The drawback of the four-stroke engine in terms of power is compensated for by its ability to function well at high speeds; in addition, it burns far less lubricating oil.

Each variety of engine is best suited for specific applications; for example, on board a ship, the slow-speed (i.e. 80100 revolutions per minute) main propulsion diesel that uses a two-stroke cycle has proven to be the most effective. Because of the low speed, there is no need for a reduction gearbox to be placed between the engine and the propeller.

The four-stroke engine, which typically rotates at a medium speed of between 250 and 750 revolutions per minute, is used for auxiliaries such as alternators and, on occasion, for main propulsion in conjunction with a gearbox to provide a propeller speed of between 80 and 100 revolutions per minute.

The four-stroke cycle is completed when the piston travels through its entirety four times, which corresponds to the crankshaft turning twice. A system that can open and close the inlet and exhaust valves is necessary for the engine to complete this cycle so that it can function.

A cross-section of an engine that uses a four-stroke cycle. A piston moves up and down inside of a cylinder, which is covered at the top by a cylinder head. The component that makes up the engine is called the cylinder head. The cylinder head is the location of the fuel injector, which is the opening through which fuel is injected into the cylinder. The springs that keep the inlet and exhaust valves closed are contained in the cylinder head together with the valves themselves. A gudgeon pin serves as the connection between the piston and the connecting rod. The bottom end of the connecting rod, also known as the big end of the rod, is attached to the crankpin, which is a component of the crankshaft. The movement of the piston in a linear up-and-down direction is transformed into a movement of the crankshaft in a rotating direction by this arrangement. Rocker arms are what open the intake and exhaust valves, and they are operated by the camshaft, which is driven by the crankshaft via gears. The rocker arms can be operated directly by the camshaft, or indirectly by pushrods. The timing of the camshaft is adjusted so that the valves are opened at the appropriate period in the cycle. The crankshaft is contained within the crankcase, which is part of the framework of the engine that also holds the crankshaft bearings and provides support for the cylinders. Arrangements of water-cooling channels surround both the cylinder and the cylinder head in an internal combustion engine.

1. Block for the engine

The engine block is built of one solid piece of nodular cast iron that can accommodate any number of cylinders.

2. Crankshaft:

The crankshaft is made of a single piece of steel that has been forged. Each web has counterweights attached to it. A high degree of balancing produces an oil layer that is uniform and thick over all the bearings.

3. The connecting rod:

The rod was both forged and machined from alloy steel. As a result, the piston and connecting rod can be removed using the cylinder liner. To accomplish this, the lower end is split horizontally. The bolts on every single connecting rod are tightened. The gudgeon pin's bearing is a tri-metal kind. Oil is fed to the engine's piston and gudgeon pin bearing via a bore in the connecting rod.

4. Large end bearings and main bearings:

The huge end bearings are of the tri-metal type with a soft and thick running layer, a lead bronze lining, and a steel back. As main bearings, both tri-metal and bi-metal bearings are employed.

Holding down bolts and chocks are used to attach the main engine to the ship's hull. Heavy flooring, extra bars, and girders are used to strengthen the floor where the engine is situated to an extreme degree. By using holding down bolts and a chocks arrangement, the engine's bedplate, which serves as the engine's foundation, is fastened. The primary engine is held in place primarily by two types of chocks. Cast steel chocks and epoxy resins chocks. Chock types are Support chocks, Side chocks and End chocks. Chocks are utilised to level out the tank top's natural unevenness and create flat bed seating for the engine that is as near to the engine test bed as possible. Support the weight of the engine is how the holding down bolts and chocks should be arranged.

In all maritime situations, firmly secure the engine.

withstand and transfer propeller trust and guide forces.

To prevent resonance with engine and propeller-induced vibrations, provide the structure suitable rigidity. (International Convention for the Safety of Life at Sea (SOLAS), 1974)

Engine alignment must be maintained.