Professional Documents
Culture Documents
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Oral taken by Mr. Banerjee in Jahaz Bhawan at 1200 hrs on 29th July, 2011.
Safety : Fuction3:1) What do you understand by damage stability, intact stability?
2) Tell me something about Annexe 6. More on Nox and Sox. Current tier level. Previous level and current level values.
3) What is the minimum number of bulkhead required onboard a ship and what factor does it depend upon?
4) What is collision bulkhead?
5) Specialty of bulkhead between engine room and pump room. Tell him about gas tight integrity and A-60 bulkhead.
6) Emergency Generator location, to what all things does it supply power to and for how long?
7) Emergency fire pump.
8) What does PSC checks on a ship during port stay?
Motor, General and MEP
Function 4 and 6:1) Vit and super vit. How is vit actuated on Sulzer.
2) CCR and CCAI? Asked do you know something about RMG/35ISO 8217.. (Definition of CCRmust mention carbon residue in mass collected on burning of a
unit of fuel in laboratory condition)
3) Cam lead in fuel pump.
4) Why are there 2 cams in STX MAN B & W. (One is for Fuel and the other is for the exh v/v).
5) A/E con rod inspection (looking for ovality and how do u check it in ur answer).
6) How reversal is achieved in Man B&W and Mitsubishi engines.
7) What is glazing and does it affect a 2-S or 4-S engine more. What is mean piston speed?
8) What are the cards and in what order are they taken. Told him in detail about Compression, Draw, Power and Light Spring). He was satisfied with my answer?
9) Clearances of Bottom end and cross head bearing.
10) Running in time of machinery. 2-stroke and 4-strokewhich is affected by running in time. Answer is 2-stroke.
11) What are the limiter of governorscavenge limit, torque limit and load limiter.
12) Tell me about crankshaft deflection.wants to hear the word vertical difference. What do u come to know from the vertical and horizontal difference.
13) What is the difference in lubrication of crosshead in Sulzer and Man B&W? If one of the bearing clearance is when u checked it in portwill u now run the
Sulzer engine. Answer is yes as Sulzer supplies it at 16 bar is enough for lubrication.
14) U have newly joined as 2nd engineer. Chief engineer tells u to check the propeller being fitted back onto the propeller shaft. What all will u check?
Electrical:Function 5:1) Brushless alternator. Working principle. Checked in detail knowledge of AVR.
2) What is power factor? How does a lagging p.f affect an alternator?
3) Shaft generator working principle. Tell the connection from shaft generator to MSB. How will u maintain the frequency and voltage?
4) Intrinsically and Extrinsically safe equipments.Told him about the values in milli volts.
5) D.O.L starter and Star delta starter basic principle, where will u use D.O.L starter. Why first star and then delta?
Orals went on for 2 hrs. He was looking for single words and terms. Questions might appear simple in Function 4 & 6 but he really went deep. These are the
question that I remember at present. I will update if I remember anymore questions. Cleared function 3 and function 5.
Mr Banerjee was really good. He was very patient and if you were really close to the word he was looking for, he would accept the answer.
Oxy-fuel Gouging
Oxy-fuel or flame gouging offers fabricators a quick and efficient method of removing metal. It can be at least four times quicker than cold chipping operations.
The process is particularly attractive because of its low noise, ease of handling, and ability to be used in all positions.
Process description
Flame gouging is a variant of conventional oxyfuel gas welding. Oxygen and a fuel gas are used to produce a high temperature flame for melting the steel. When
gouging, the steel is locally heated to a temperature above the 'ignition' temperature (typically 900deg.C) and a jet of oxygen is used to melt the metal - a
chemical reaction between pure oxygen and hot metal. This jet is also used to blow away molten metal and slag. It should be noted that compared with oxyfuel
cutting, slag is not blown through the material, but remains on the top surface of the workpiece.
The gouging nozzle is designed to supply a relatively large volume of oxygen through the gouging jet. This can be as much as 300 litre/min through a 6mm orifice
nozzle. In oxyacetylene gouging, equal quantities of oxygen and acetylene are used to set a near-neutral preheating flame. The oxygen jet flow rate determines
the depth and width of the gouge. Typical operating parameters (gas pressures and flow rates) for achieving a range of gouge sizes (depth and width) can be
seen in the Table.
When the preheating flame and oxygen jet are correctly set, the gouge has a uniform profile and its surfaces are smooth with a dull blue colour.
FWG vacuum not building up. What are the reasons? How will you rectify?
What is schedule40? What is the next schedule after schedule40?
What is dia of schedule 40?
When will shipbuilder choose schedule 80 over schedule 40?
Advantages of schedule 40 over schedule 80?
What are the pressure they can handle.
?27/7/ 2011Orals )rst attempt (at old Mmd-dutta nd sum new external
func3
1. explain ism
2. nc n mnc
3. draw igg system, if O2 not reducing wat can b d reasons?
4. reserve buoyancy, hw it is maintained
5. emergency geny regulation
6. emcy geny testing
func4
1. chain inspection n tightening, % elongation allowed
2. air bottle inspection, type of coating
3. how to prevent air line explosion
4. safety devices fitted. maintainance of devices.
5. types of rudder
6. draw semi balanced rudder
7. rudder corrosion protection(including int coat of fish oil)
8. camshaft timing checking
9. bottom end bolts inspection
func5
1. msb safeties(int)
2. alternator winding testing(mention disconect avr)
3. megger working principle
4. zenner diode, marine apllications
5. transfomers-types, cooling type, hw oil is circulated in oil cooled
func6
1. main bearing survey
2. broken tie bolt removal
3. instructions 2 juniors wen putting e/r on ums.
4. boiler shell bulged, can u repair it onboard? suggest a repair method
cleared 3 functions...functions 3,4,n 5...he said repeat func 6. guys i mus admit, my prep ws based only on fb. m deeply indebted 2 dis group n its members.
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Occasionally patches of black deposits appear on the cylinder liner wall of 2-stroke engines. The black spots typically appear in the mid-stroke area of the liner,
roughly between the oil quills and the scavenge ports.
Analysis shows the deposits mainly consist of Calcium Sulphate, some water is found, and some oxidation products from hydrocarbons. Calcium Sulphate is
commonly known as Gypsum.
Calcium Sulphate is formed due to neutralisation of condensed Sulphuric Acid by Calcium Carbonate from the detergent additive of the cylinder oil. Neutralization
of condensed Sulphuric Acid is necessary to prevent corrosion. Under normal conditions the Calcium Sulphate is carried away by the continuous refreshment of the
oil film on the cylinder liner. If for some reason the refreshment rate of the oil film is reduced in certain areas of the liner surface, Calcium Sulphate is allowed to
deposit, resulting in spots. Due to soot and other combustion related products adhering to the surface the spots appear dark or black.
A possible reason for reduced oil refreshment in localised areas is the presence of areas where corrosion has previously taken place. These areas are slightly
rougher and slightly recessed compared to the surrounding surface. Such areas are likely to retain the oil film and are slightly less exposed to the scraping effect
of the piston rings.
Influencing factors are liner wall temperature, fuel sulphur content, scavenge air humidity, oil feed rate, etc.
Ideally, preventing Sulphuric Acid condensation on the Liner wall by staying above the acid Dew Point would prevent corrosion and the formation of black spots.
However, Dew Point temperature is a complicated parameter related to quantity and concentration of the acid produced and the pressure in the cylinder. The
recommended cylinder cooling water temperatures should therefore be closely observed.
Water carry-over from the scavenging air cooler into the cylinder must be avoided. Free and unrestricted draining of condensate from the cooler and the water
separator must be assured and the scavenging air temperature should be at the recommended level.
The black spots described in this article are a regularly occurring phenomenon. Experience has shown that the black spots appear and disappear during engine
opration, depending on different operational parameters. In general the black spots do not have a negative effect on the piston running conditions. Field
inspections revealed normal piston ring condition and liner wear rates despite presence of the black spots as described in this article.
Wrtsil Switzerland Ltd.
Winterthur, 27 January 2006
The cyclone steam separators remove moisture from the steam. This is accomplished by the steam spinning or changing direction. The water drains back into
the steam drum while the steam continues upward through a screen and scrubber that removes still more moisture.
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#!#".c#"&"&'+!. 1. in case auto control fails, seal is inoperable causing cargo gases to flow back. 2. There are certain conditions where the
cargo tank pressure is always maintained above IG pressure...this causes the interlock to be inoperative and hence the seal. 3. Always possibilities that some very
refined products gets contaminated with the dry gas contents. 4. The gas contents which may contain soot and other impurities may clog the valve and valve
seats and make it inoperable. 5. the water supply to the upper tank has to be always maintained. 6. In cold conditions the supply water or the water in upper tank
may freeze making seal inoperative.
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fun-5, electrical
1. checks to be carried out in dry dock before taking shore connection.
what will u do if the voltage is 380v.
2.alternator checks. how to check the air gap
3.motor is submerged in sea water, steps to restore its insulation resistance.
fun-6, mep
1.boiler survey. what does u check in boiler survey.
2. ballast pump open up for survey. wear ring clearance
3. over board valve and seachest survey in dry dock.
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Function 4B: Is Bedding in required for Main and crank pin bearings?
What is a King Horn Valve, where do you find them?
Defects in a Liner?
Function 6: Indications of uptake fire and procedures to fight it?
Bunker sampling procedures and other practices before and during bunkering, bunker sample storing on board?
calibration of piston?
Boiler's corrugated furnace has got distorted, action to be taken?
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Fn 3
Names of Functions according to STCW
ODME principle and regulation. Draw sketch.
C/O tells you ODME is not working what all checks you will carry out..
IG system....Interlocks, trips alarms...
IG contents..
Deck seal types.... Explain...Why Dry Seal is banned.
Hazards on gas tanker.
Safeties provided for personal protection on chemical tanker deck.
PV valve and PV breaker high low settings.
Framo System Features..
What is provision for prevention for leakages in hydraulic motor, from Cargo side to oil side and oil side to cargo side.
How to purge the system.
Hydraulic power pack and Hydraulic winch working.
Collision and stranding provisions in Gas carriers.
4)mast riser safeties all 5 pts-(flame screen,flame arrestor,fire fightin medium-co2 or inert,lightning rod & earthing)
fn-4a/b-1)which engines hav u done & specs- diff betn man & sulzer constructional
2)latest engines in man for bulkies & tankers (GME B series) speciality (all he wants to hear is SFOC 120 gm/bhp/hr & S/B ratio-4.65)
3)piston ring manufacturing & coating(plz refer to deven aranha-marine diesel engines)
4)boiler drum internal mountings for high pressure boilers(gt a hazy image of the page whr i had studied it-gav him a couple bt wanted more)
fn-5 1)ESB safeties (all ckt protections) no safeties outside the panel-(ebonite rod handle,no pipes passing,portable extinguisher,emergency light,dead front
panel,most imp-blackout procedure posted on the panel & ckt diagrams,approvd rubbr insulation mat,dist frm bulkhd .6m)
2)which chapter does this come under(solas chapter 2/1)
3)whr r zener diodes used on chemical tnkers(intrinsically safe ckts)...wat r intrinsically safe ckts...(blah blah blah)..wat is the value of current & voltage value (30
ma & 50 v)..whr is it used (instrumentation...)
4)fuse & overload relay (fuse 150% -ovrload relay 110%...fuse instantaneous trip-relay wit a time delay...fuse cannot be reused relay can be resetted) y will there
b over current( single phasing) wat is single phasing(blah blah blah) so wat does it protect the motor frm(the fuse tht is)-(basically he wants to hear short ckt
protection)
5)this ws nt askd to me -types of fuses(galti se bhi dnt tell him rewirable fuses-he`ll stop u then & there rewirable used in houses not on ships)
fn61)copt trips & hw r they tested
2)for which chemical do u use water padding
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3)hws venting carried out on parcel tankers
4)y do enter dry dock wit slight trim (seasonal question his favourite)told me there r 5 pts ask IMEI students...
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which types of ships u sailed on:-tankers,last one was chemical/product tanker
Func 3 :1) veg oil and palm oil carried on which types of ships:-cateogry y,type 2-correct
2) different types of deck seals,draw dry type deck seal :- messed wid the dig
3) wat is intact stability ???
4) types of floors,draw bracket floor?....i drew this one and that too from dj eyres....still trassi tolld that sum part of drawing is wrong.....i told him it's right and it's
from dj.eyres....then he asked me have u drawn this from dj.eyres?? i said yes....do u have this book???...i said yes....then he asked do u have it now.....i said yes
i have it on my laptop i can show u if u want ??? i went outside and brought my laptop and showed him the drawing.....nad finally he was satisfied and convinced
that my dig was right.......and then came the bouncer(as i did'nt knew this one)....wat's bracket frame ??..i told him don't know this one...
Func 4
wat types of engine u have done.....my ans MC-C and MC okay
1) manufacturers want 2 convert mc-c series into me-b series?? y ??
2) internals of boiler steam drum ??
3) windlas brake lining material ?? neoprene not accepted...
trassi told me 2 wait outside....after that viva's of other guys were taken...then gadkar called us one by one.....and after that i found out that Mr.gadkar will also b
taking the viva's
func 3 :- lollypop basics...but still was unable 2 satisfy him.....as was unable 2 tell him the exact definitions
wat is reserve bouyancy.
wat metacentre.
wat is bouyancy,centre of bouyancy
wat is centre of gravity,how will u find centre of gravity.....
func 4 :- asked me wat types of ships u sailed on and types of engines....all tankers and MAN B&W SMC-C and SMC engines
he asked me wat is S,M,C :- s-supelong m-engine program,c- camshaft operated engine concept
wat do u mean by engine concept:- did'nt knew
y it is called superlong stroke:- i told him strke bore ratio is more than 3.7...
thn he asked me smc-c anc smc difference - i told him smc-c...c is compact engines
wat does that mean - 10% more power,10%less length,10% less weight thant smc engine of same size.
then he told me 2 draw maneouvring dig------------i drew the whole digram for B&W and he asked me 2 explain....explained but he confused me....
then he asked me types of sterring gear on ur ship and solas requirement for steering gear on ship told him the requirements as per solas...
then he asked me wat type of auxillary sterring was there on ur ship--- again confused
then he asked me wat types of pumps used for sterring gear
wat is heleshaw pump
difference in governor of main engine and generator engine??? wat is droop in governors ??
)diff bet overcurrent and fuse ?
2) how tube light is working?
3) what is diff bet pump rm light and eng rm?
4)wat type of motor used 4 windlass n winches onboard?
...5)what is rating of ov. curr realy/
6)mast riser safety ?
7)wat is the size of mesh ?
8)which is cmg first first in mast riser flame arrestor or screen?
9)chemical hazards?
10)EEDI?
11)diff bet deep well p/p n submersibble p/p?
12) how to manufactures piston ring , full process?
13) broken tie rod removal?
14) boiler internal mountings?
15) latest engine in b&w? stroke bore ratio : 4.65
16) explain full hypermist with nozzle drawing?
7- NUMBER OF CYLINDERS
S- STROKE BORE RATIO
S SUPERLONG STROKE
K SHORT STROKE
L LONG STROKE
80-DIAMETER OF PISTON IN CM NOT LINER BORE
M- ENGINE PROGRAM
C- CONCEPT
C -CAMSHAFT CONTROLLED
E -ELECTRONICALLYCONTROLLED
B/C/GI
B MEANS ELECTRONICALLY CONTROLLED SMALL BORE ENGINE
C- COMPACT ENGINE
GI -GAS INJECTION AND COMPACT
7- MARK VERSION
ABOVE DETAILS ARE OBTAINED FROM MAN B&W PRIMESERVE ACADEMY COPENHAGEN.....HOPE WE ALL TRUST THIS...
So ME-B definitely stands for the electronically controlled small bore engine...........
In market we have
5-8S35ME-B9 AND 5-8S40ME-B9 AND 5-9S50ME-B9 AND 5-9S50ME-B7/8 EIGINES....
9 MEANS MARK 9and 7/8 MEANS MARK 7 OR 8
SOME FEATURES OF ME-B
1) CAM Activated exhaust valves
2) Dual cylinder HCU
3) Bearings only near cams
4) Reduced camshaft diameter
Engine design S35/40/50ME-B
Bedplate, frame box and cylinder frame
Rigid and strong, bedplate is welded design; cast part of main bearing girder is made from rolled steel plates. Homogenous construction with no risk of casting
imperfections...
Twin tie rods, giving excellent support for guide shoe forces.
Semi built crank shaft in material S34CrNi or S42Cr1.
Connecting rod
To reduce the oscillating forces, the new design is made of slim design of crosshead. Crosshead bearing without groves in loaded area.
Bearings are same older type for SMC engines, Sn40Al
Cylinder liner slim design, material Tarkalloy A.....I guess this could be the cylinder liner material, which Mr trassi interested in...not sure...But this material
counteracts higher ignition pressure. Piston cleaning ring...
Bore cooled piston....1st ring CPR and 2-4 with angle cut..All alu-coat...
Exhaust valve is actuated by light camshaft of smaller diameter also size of chain is reduced....w seat and duraspindle...
ME-B is future step to maintain market monopoly of small bore two stroke engine...suitable for tankers, bulk carriers and container ships...
? 1th july 2011
1
bkaral and gadakar
bakaral took orl
motor generl F 4a
1. how prymeri and secondery balancing carried out in mail engine?
2. how balance weights are attached to crankshaft? i told it is bolted with lokings then he asked what type of bolt and tye of threads?
3. causes of vaccum dropping in fwg? how the back pressure is controled which is acting by sea from ovrbord valve?? this back pressur also affects for reduse the
vaccume he told me....
4. why under rating is done in engine and how??
who will decide this. com, c/e, or engine maker????
mep Fun 6
1. wt is gauging and back gauging?
2. maintaince on sewage treatment plant?
3. types of sety valve? diff btween full boar and high lift sefty v/v?
4. lub oil esting?? resulta with valus..at wt extent if fuel oil contaminetd in lub oil u will use thet oil?
safety fun 3
1. how main engine is attched to the ships hull drw and explain?
2. diff btew cruzer stern and back holding stern?
3. stcw ammendments?
4. sms applicable for which ship and wt type of ship??
electrical fun 5
1. emg gen regulation? he asked me about location i told uppermost contious deck easy asses fro open dek, shoud not be located fwd of colusion bulk hed. he
aske more about location.... pls tell me more abot....
2 types of starter? explain soft starter?? i drw the dig and explain he asked reng of voltage which we iincrease gradualy??
......
.........
Fn 6: Charging of refrigerant in ref/ac plant....(incl recovery bottles)
bumping clearance of air comp......if more/less...wt actions??
ICCP...wt is current to ref electrode???..hw ref electrode fitted to hull??
Prop drop...where taken and how......complete expln...with drwg
Rudder drop....significance of pintle clearance....material of rudder carrier bearing..
oral on 07/07/11 had fn 4b and 5
Fn 4 b
lub oil system of rta detailed ,piston cool,camshaft,servomotor,crsshd lubrication sketch and expln
autoback wash lub oil filter in rta sketch wrkng princple and mechanism
thin shell brg if bedding nt req ,which composition takes cre,whch is the bedding material
harmonized survey of boiler wht is it and who conducts
liner coatng wat,which lub oil used in running in detail
fn 5
avr circuit diagram nd working
hw to order fuse
navigatin light failure hw wil u cme to knw
shore connection wat information shared,wat checks,
do u gve current specifiction
msb safeties as pr solas
08/07/11 @1000hrs. Tambekar and Trassi
He started with fun 6:
1) Main bearing removal of B&W
2) Chain tightening procedure in B&W
3) SDNR v/v overhaul.
Fun 5 :
1) s.c and o.c test of motor
2) pump room lighting
3) diffrence b/w fuse and overload relay
4) zener barrier
Fun 4:
1) Bottom end bearing overhaul.
2) boiler low level alarm and junior engineers informs you, your course of action??
Fun 3:
1) EEDI
2) AFS
3) type of deck seals, which one is banned? draw dry type
4) new convention regarding onload and offload release mechanism of lifeboat
:>:)5
1. regulation for steering , emergency and auxillary
2. draw nozzle for hypermist system
3.sulzer starting and reversing
4. carriage of grains loading method for grains half hatch how to load ..??
5.hydraulic winch operation
6. hydraulic winch brake material
7. steam trap
8. emergency fire pump regulation
/
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f:3
1. what ships you sailed on?
2. product and tankers cargo carrying capacities?
3. what is capacity of wing tanks ?
4. non marpol ships , how do you calculate intact stability
5.how does c/o maintains intact stability during loading and discharging of cargo
6. damage stability and corrections for noing n marpol ships?
which can be varied to suit the load requirements as it governs the angle of incidence of Exh gases and thereby control the speed of T/C.)
How T/C matching is done? ( Size of the nozzle ring governs the pressure ratio that can be developed by the T/C. Selection of Nozzle ring is done considering into
account the load variations that will be encountered during normal engine operations.)
E/r pumps classification, use and working.
Fn 5:
Draw alarm ckt. to detect failure of Navigational lights.
What is the supply V 4 alarm ctrl ckts? (12 V)
Ckt diagram for echo sounder, OMD.
MSB safeties, What is L, B & H for the rubber mat? What is the kind of rubber used?
Shore connection checks. Is a 380 V connection acceptable?
What will happen to refg. Compressor when an out of phase supply is applied to it?
(mentioned that the motor direction will reverse and cause L.O pr trip, which was accepted by the surveyor but asked what else can happen?)
Fn 6:
Types of Safety v/vs in E/r.( mentioned full bore, high lift, improved high lift)
Asked lifts 4 each of them( L= d/4 for improved high lift, not sure 4 others).
M.E. L.O sump contaminated with SW. What is the course of action?
( surveyor wanted to know how the alkalinity can be reduced? He mentioned regarding use of weak acids. )
?5:5>:5F85
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which type of ships done
constructional differnce between container and tanker
co2 system 2 year routine
collision bulkhead distance fron forward and its construction
content of life raft, where the stuff is kept inside
latest ammenment of life boat
f-4
liner material and coating
wat is honning of liner
common rail system
camless engine explain
how many fuel pump in RT flex ENGINE
starting system of RT fLEX ENGINE
LO line diagram for MAN engine
lube oil and crosshead pressure for MAN Engine
tambhekar old mmd o5-o7-11
asked me wht functions m prepared told him all 3....
asked me to write down function wise all the questions asked las time which i didnt know...
function 5
sc n oc test
chapter in solas for msb safeties- told him the chapter n asked me to tell wht safeties on msb
nxt asked me difference betn electric n electronic circuits.
nxt fault finding procedure for electric and electronic circuits.
a hell lot of cross ques...
function 4b
scavenge air cooler leakage how to find out leaky tube.
relief valve symbol of hyd control system .
bhp of main engine
various indicator diagrams.
boiler low water level alarm my course of action.
func3
didnt ask me anything of na & sc
asked all to tell all the amendments.... he actually said - all amendments in marpol, solas, etc .... so the field was wide open thn asked me co2 amendments.told
him bout the 2 valves and thn asked me maintenace adone by workshop told him 2 yrs checkin of the contents in the bottle by weight or radiography and
pressure testing every 5 yrs.... i have ma doubts bout press. testing period---- is it 5 o 10 yrs???? he said i missed out on sumething in maintanence of co2 n
amendments pertaining co2... and also regarding other amendments.... he asked me a lot of cross questions whilst telling amendments too like y tht amendment
has come n how the system for BWNAS, etc....
? ?? ?
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fn3
1. Co2 system diagram and explanation including pressure and weight of bottles.
2. DCP diagram and explanation including pressure and weight of Co2 bottle and chemical used in dcp.
3. Load line, why different marks of different areas, why we need Load Line?
4. Reserve buoyancy meaning and why required.
5. FFA on ship detailed explanation
6. Marpol general overview of all annex.
7. Regulation for discharging e/r bilges. what is meant by enroute. Why enroute clause is there if speed of vessel is specified.
8. What is ISM why is it needed, What is SMS, who makes it.
9. What is angle of lol, how will u know if ship is heeling due to uneven distribution of mass or is at angle of lol. A ship heeling by 1 degree due to angle of lol and
starts rolling what will happen.
10. Ship construction- explain strake, Garboard strake, Sheer strake, collision bulkhead, sheer, camber, frame.
11. Define upper/weather deck.
Fn4b and fn6 he asked them together.
1 Describe engine on your last ship.
2. Reduction in fuel consumption if speed is reduced to half.
3. What is SFOC what was the value for last engine.
4. What is stroke to bore ratio, value on last engine, why longer stroke, why longer stroke causes rpm to reduce.
5. M/E fuel pump. Working, what is effective stroke and how to change it. Reasons for plunger getting stuck. What position it will get stuck. what will be your
response to stuck plunger.
6. Air starting valve- When does it open/close and why.
7. Cyl Lubricator. How does cyl lubricator of your last ship senses load. Main function of cyl lubrication. Where does the water in exhaust come from to form SO2.
8. M/E timing diagram.
9. M/E remote control system. Path reversing signal takes, how engine reverses, How will you know in ECR that engine has reversed.
10. Tappet clearance, why, how what happens wen tappet clearance increases.
11. one cam one generator cam shaft damaged. How will tou change the cam.
12. Exhaust valve of a generator in which exhaust valve unit can be removed from cyl head with head in place.
Fn5
1 Paralleling 2 alternators. Checks to be done and if value is high or low how to adjust it (votage, frequency)
2. How trick switch controls engine speed, If engine is not responding to trick switch what will you do to fix this problem.
3. What do you mean by in phase.
4. why 110v supply for accommodation etc.
5. what is frequency.
6. Earth fault how to trace. How it can happen, What is the problem in running with earth fault, how will you come to know there is a earth fault.
7. Bright lamp method with diagram.
8. 440 to 110 transformer diagram with ratio of turns.
2nd attempt
his first que - r u related to Mr Ashish wankhede ??? i said no...:)
He gave me a paper 2 write all the prvious que askd by last surveyor ( when i told him Mr. Trassi, he laughed out loud)
I started with safety but he intrruptd and said wht he askd in func 6, any overhauling for main engine??
I told him RTA fuel p/p timing .....the he asked can u explain RTA main bearing removal. Told him the full procedure as posted in our MEO cl 2 group. he started
drilling me in jack bolt.....how to open??...what happens if u open them, how it rotates??....from where u remove the jack bolt top or bottm??....
I was just imagining what will happen coz never seen in real and not read manual...:)
then he drilled me @ how will u slide the bottom bearing shell out??....
Then he asked Bukl carrier cargo hold hatch is not opening in port. What will u do as second engineer???
unsatisfactory que for me and unsatisfactory ans for him. :) fucked up func 6
Func 3
All Marpol and Solas Ammendmnts?
took 20-30 mins for this ans......he was listning and i was telling all i knew. said ok.
told him about every thing in pushpak notes and Kapoor sirs xerox on amendments.
IG blower regulations?
CO2 routine maintenance as per requirmnt?
not much cross que and no NA que.....only heard ans an said ok.
Func4b
boiler water level low!!! your action....
after explaining him what action i will take...he started his drill machine.....
he asked which engines u hv done and their rvrsing procedure ??
RTA MAN reversing explained
nxt que- what if the lost motion clutch is not working.....said inside hydraulic pressure is not building.....how will u reverse the engine?
a long pause...i was thinking ...he was waiting
how to calculate BHP.....
he did not accpt only P=pLAN....he wants it as per manual which includes this formula but has some more calculations....
one guy before me had complete ans but i didnt read it.....its all given in MAN B&W manual with all the formula and values.
Func 5
alternator maintenance?
then cross que are-How will you measure air gap,,,,,,how much,from where u will measure air gap....port side?? fwd or aft of alternator??
AVR? its function? how to check diode???
Open circuit and short circuit test??
he asked what else trassi askd last time.....i told him AMPmobile (he didint knew it-and told me explain). trickle charging ....he said ok....
he asked me my written result
and asked you know latest regulation for Fixed CO2 system??
i said...all the ammendmnts i already told u.....
Its a new ammendmnt?? he gave me a hint......its related to old vesse....what will you do with your co2 system if vessel is more then 20 years old....
didnt knew it......he said ok....u will get all the ammendments in MSC ciculars..i asked him any website....he said 0 idont know....but MSC circulars are distributed
to class and authorities when their is new ammendments...contact some1 in class if u know?? i said ok
he goes tooo deep in every que.
He was giving 1 function to every1 today....
cleared Func. 5
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ccai? its significance?
ccr? significance?
piston ring coatings 2s,4s?
checks after chain tightening?
hot corrosion?
cold corrosion?
liner glazing? action?
f5:
single phase motor starting?
ac propulsion?
shaft generator working?
star delta starter
EMI (electro magnetic interference)
f6:
oil mist detector alarm?
exaust valve knocking what to do?
in suez one unit cutt off without stopping engine?
power balancing? which is the only one factor u will observe?
indicator card seqence?
system oil 2s engine viscosity high reasons?
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fn 3
hyper mist spray system
(wants pressure or water injected and where all are nozzles located)
EEDI energy efficiency design index ( wants mepc 60 adopted it)
GUNWALE wants some diagram other than rounded gunwale, i told him cannot get the answer atleast u tell me, started laughing and said if i tell u then it will lose
the charm. accepted rounded gunwale but asked where is it located on which types of ships.
fn 4
lube oil additives.
dual fuel engine for container ships , wartsila NSD not the BnW one. wants piping arrangements and how will u store the gas /liquid.whats the tank type.
difference between static n dynamic oily water separator.
85:5:*
these are questions for all who were sat for the orals
result : ALL WASHED OUT
- diffference between constant and pulse type turbocharging, define the term PULSE, i said pressure surges...it was unacceptable
- difference between supercharging and turbocharging?
-difference between cruiser and transom stern? answer is found in reeds chptr aft end construction
-liner cracked, need to remove without use of tools..how?? answer DRY ICE
-ISM, 2 dates, what ships in each date
-DOC..who gives..i said flag state, he said wrong
-MLC , when in force and salient features
- type of induction motors..
-what is a synchornous motor and principle..what are the methods of external excitation to the sync motor?
-preferential trips and how it triggers?
-brushless generator fundamentals
-MSB safties, list
-what are jacking bolts in SULZER engines.
-crossection of bulkcarrier, how is bulkhead connected to the tank top
-types of governor, flusing of governor?? how?? answer is with a low visco oil like diesel or kerosene n then then thoroughly flush with lub oil
-crankshaft deflection, relevance?
-checks before flooding in DD, what cheks on hull
-boiler survey frequence, in dd what is to be done during survery?
-OWS survery, what isdone?
-describe diesel engines and salient features
-paralleling of generator
-document of security
-transmission advantage and disadvantage
-ISM latest amendment
-types of mechanical governor
-hunting of aunxillary engine
F3
1. Why Halon is banned?
2. Green house gas latest regulations as per IMO?
F 4 ,6
1].u have taken all the safety and doing ME(2-s)Scavenge inspection whatall u will inspect,action 2 take after findings? I started with regular checks-oil condition
for smell,degradation,discolouration,piston rod surface,lb lb.as I said pilling of paints he started cros questioning, how does pilling occurs : I said
acidic corrosion or mayb due to high temp he again said corrosion wud occur only after paint pilled off n for high temp he said invalid, then I started fishing
around and said LO emulsified due to water leak and paint may pill off then he said right. Again cross question:only no.3 unit paint pilled off what cud b d
reason:started fishing around said jacket cw may b coming from particular unit. He said no. then he gave me few seconds and draw a big cross on question.
2.] 16 bar steam drum inspection..scaling, pitting, corrosion, he asked where that corrosion will occur on top or bottom. I said top he asked why top ? I said
due to air / oxygen ingress. Then he again started digging and asked boilr water treatment for that I answered hyadrazine, then I could not recall all treatments
he asked and I failed .
3]What is temp of superheated steam of 16 bar blr : I said 130 degree, he said a 160 it will burn ot n collapse so it has tobe less than that, but did not tell exact
temp.
4]compressor safeties: relief vvs, lo low press, air high temp ,bursting disc: he asked where is it located:intercooler. Why bursting disc n not relief vv? Give
reasons???
5] SW p/p shaft inspection:trueness,corrosion, crack, aur?????
F 5:
1]tomorrow u r going to b in drydock.Today at sea what checks u will carry out on shore terminal box?{ he did not accept check interlock,tighten connections if
loosened, clean contacts, he wants something else then I started fishing around n said phase sequencehe got angree n said u r not in drydock.
2]what type of batteries were on ur ship?i said lead acid: ok, how will u find ot capacity? I answered ampere hours rating:ok, next question is what all supplies r
given to it?: I said emcy n navigation lighting, I was wrong n cought in next question. What is d regulation of emcee lighting?
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ICCP Systems work by taking the ships power, converting it using as a transformer rectifier unit into direct current and impressing this on to the hull through inert
anodes strategically positioned on the hull.
The current will flow from the inert anodes through the sea water and back to the hull. This is ensured by a sufficiently large dielectric coating applied on the hull
around the anode.
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Fn 3:- latest ammendments in solas n marpol
He wants all dated and figures exact.
Damage stability criteria for chem n gas carriers
Ism code explain n purpose
Fn 4:- overhaulin of gen turbocharger, k, axial, radial clearances, material of turbine n compressor, what type of bearings, purpose of thrust bearing, material of
bearing
Draw L.O system of main engine u sailed on. Specifyin the pressures at all salient points, how piping is done inside engine?
Fn 5:- what checks to be done b4 entering dry dock for receiving shore power?, what if frequency n voltage does not match ships?,
Trips on main ckt breaker?n expain how will u show surveyor if he asks u to show them?
Fn 6:- what refrigerants r used now a days? What is cheminal name of R 404 A and R 134A?, supppose heavy leakage in condenser tubes, gas is leakin, how will
u know, check n rectify?
Propeller removal method?
Stern tube type on ur ship, how coolin is done, what seals, how will u inspect in dry dock?
He was very busy in morning, went out 5 times n restarted orals again n again.
After comin he told me u haven't told me all answers well so better study n come next time?
Mr. BHOSLE, Mr. BAKHRAL.- 24/06/2011., DGS. 04.30 PM
Fn 4B.
1. LAST ENGINE SPECIFICATIONS.
2. DIFF. BETWEEN VARIOUS TYPES OF SULZER ENGINES.
3. MEAN PISTON SPEED DEF,EQUATION,AND ITS IMPORTANCE.
4. HOW WILL U REVERSE SULZER RND AND SULZER RTA ENGINE.
5. AUX. BOILER COMPLETE SURVEY, RIGHT FROM DEPRESSURIZING, ALL
INTERNAL, EXTERNAL AND MOUNTINGS SURVEY.
6. HOW FREQUENTLY U WILL SEND AUX.ENG. L.O. FOR SHORE TESTING AND
ONBOARD L.O. ANALYSIS, TESTS, RESULTS AND DIFF VALUES
NOW ANSWERS FOR ABOVE QS.
1. I TOLD HIM 9RTA96C - GUYS, NOWHERE IT IS WRITTEN ABOUT LAST C.
BUT I HAVE READ IN MY SHIPS MANUAL THAT IT IS CONTAINER.
IF INSTEAD OF C, THERE IS B THEN IT IS BULK CARRIER THAT MEANS
ENGINES SPECIFICALLY DESIGNED FOR THAT KIND OF SHIP.
2. REGARDING DIFF I TOLD HIM BETWEEN SULZER RND AND SULZER RTA.
THE DIFF IS WRITTEN IN ARANA ON PAGE 253 IN ENG SPECI. CHAPTER.
3. MEAN PISTON SPEED- EVERYTHING IS GIVEN ON PAGE NO. 2 IN ARANA.
?1) average weight of aperson has increased from 75kg to 82.5kg....2)all bulk carriers to hav freefall lifeboat compulsary....3)ETA(emergncy towing appliance ) for
all ships.. lifeboat on load release mechanism not complying new international LSA code requirement to be replaced no later than 1st sheduled d/docking of ship
after 1 july in any case not later than 1 july 2019
? 4th June 2011DGS
2
Mr Mehotra and Mr Dataar
Only Daatar sir took oral
Fn 3
- Port state inspection - ans: seaworthiness check
- ISM code, amendments, MNC
- marpol Annex 6, is tier 2 applicable right now, yes
- If u don't have low sulphur fuel onboard, can u enter ECA area. Ans: yes, if there is an exhaust gas cleaning system onboard. After EGCS SOx less than 6g/kwh
- European port sulphur limit
- is bulkhead continuous or tank-top
- deck foam system regulation, how to calculate amount reqd: ans: expansion ratio 1:12, 20 mins for tanker fitted with IG and 30 mins for without, 150mm foam
depth in 5 mins.
- How many minimum bulkheads on a ship. Ans: 3, collision, ER fwd, ER aft. Rest further number dependent on length of ship
- fitting of SKF keyless propellor
Passed, thanks to everyone
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Fn 3
how to discharge slop tanks
Intact and damage stability for oil tankers
certificates carried for marpol annex 1
how many bulkheads on ship
GZ and cross curve stability curve
emergency steering regulation
L/B regulations new two are there
is bulkhead continuous or tank-top
4/B and 6
limiters for governor and explain them
crankshaft deflection
piston rings material coating for both 2s and 4s
and if there is no coating on the piston rings then what is running in period
Annex III
Annex IV
Introduction of PSC inspection for control measures.
Revised annex IV
Now applies to above 400 gt or more than 15 persons
Annex V
Annex VI
Introduction of North sea area as SECA region WEF 21 Nov 2006
NOx tech code revised and updated.
Name a detainable deficiency with respect to SOLAS, LOADLINE, MARPOL, STCW, ILO
Solas:
Improper Design of bilge pumping arrangement Defect in propulsion and electrical machinery. Failure of proper operation of emergency generator lighting,
batteries Failure of proper operation of main and aux steering gear, Emergency steering not operational Certificates under convention expired Major structural
damage not informed to class or flag state. Life boat lowering arrangement not operational. Radio failure for distress signals Below manning MARPOL
Oil record book not available Failure of operation of IOPP equipments such as OWS, Incinerator. Inadequate tank retention capacity for sludge tank for intended
voyage. Sewage plant not operational. Illegal or evidence of illegal connections for bilge pumping. Absence of P &A manual, Cargo record book
ILO
Inadequate food and water for intended voyage. Sea fearer of age below min specified 15yrs Evidence of inadequate rest hours
STCW
Failure of seafarers to hold a certificate, to have an appropriate certificate, to have a valid dispensation or to provide documentary proof that an application for an
endorsement has been submitted to the flag State administration.
Failure to provide proof of professional proficiency for the duties assigned to seafarers for the safety of the ship and the prevention of pollution.
The Load Lines Convention
Significant areas of damage, corrosion, or pitting of plating and associated stiffening in decks and hull are noticed affecting seaworthiness and strength. If
temporary repairs are done to take local loads and are unless proper temporary repairs for a voyage to a port for permanent repairs have been carried out.
Absence of inability to read draught markings
Insufficient stability
Overloading
What instructions will you give to 2/E to preparations of overhaul of engine room crane
Planning - availability of suitable time, preferably at port when it may not be required for any other maintenance purpose. Availability of spares- especially wire
fall with certificate of appropriate length if renewal is involved Follow the makers instructions Fill up the required checklists such as working aloft, electrical
isolation and carry out a Risk analysis. Releasing procedure for brake with out power to be discussed. Renew lube oil and carry out greasing of all points and wire
Confirm the tightness of the clamp. Use safety harness and safety gear Check all limits and cut outs before putting crane back in operation Use sufficient
manpower Tell in detail about P&I club?
P & I clubs are insurance mutuals or clubs which provide collective self insurance each others insurance requirements. This is a non profit making organization.
th Collision liability to 3rd party
Crew repatriation in case of sick person
Diversion expenses for ship in cases of sick seamen
Vessel off hire for six hours how will you as chief engineer defend
Documentation of the work done, plan, inform and take permission vessels superintendent where possible Spares consumed Entries in log book as regard to the
need of maintenance- indicating abnormal parameter Mention time of breakdown observed, maintenance started and completed when the vessel is at sea.
Propeller is to be changed what will be the role of chief engineer.
Give details of the propeller to the company from the makers instructions since it is a dry-dock job and company would arranging for an emergency dry- dock
chief engg. must ensure that if any other jobs are to be done. Keep record of fuel consumption and engine power output for future reference Keep a record of
stern tube oil seal leaks if any Take crankshaft deflection Instruct the ships crew to give required assistance to dry dock authorities Keep handy poker gauge and
witness the propeller drop when measured by the dry dock authorities Keep the drawings concerned ready Check the record of the dynamic balancing of the new
propeller Check the manufacturers details of the new propeller and compare it with old propeller Details such as- diameter, material , pitch, Ensure that the rope
guard is fitted back if removed Keep no 1 unit on TDC when advised by the dock authorities. Check the mating ( Bedding) surfaces for area of contact- should be
more than 90% Ensure that the tallow grease is adequately filled up in the cover And cover is cemented smoothly after boxing up
Who will test lifeboat wire falls.
5- yearly overhauling and operational test with test weight Annual operational tests shall be carried out based Annual thorough examinations
5-yearly dynamic load tests shall be carried out with test weight This requirement applies 5-yearly to all launching appliances with fall and winch including cranes
and davits for freefall lifeboats. Annual dynamic load tests shall be carried out with test weight based Annual thorough examinations
Weekly and monthly inspection, and routine maintenance as defined by the manufacturer, should be conducted under the direct supervision of a senior ships
officer in accordance with the instructions provided by the manufacturer,
All other inspections, servicing and repair should be conducted by the manufacturers representative or a person appropriately trained and certified by the
manufacturer for the work to be done.
When repairs, thorough servicing and annual servicing are completed, a statement confirming that the lifeboat arrangements remain fit for purpose should be
issued by the manufacturers representative
Manufacturer without attendance of authorized surveyor or
Personnel appropriately trained and certified by manufacturer without attendance of authorized surveyor or
Service personnel trained by some other reputed and approved manufacturer in the presence of authorized surveyor. Workshop carrying out the test / servicing
in India to be registered with the Directorate.
If Lifeboat/Rescue boat wire falls are replaced while the vessel is in India, the wire falls used for replacement should be approved by Mercantile Marine
Department (MMD). If wire falls are replaced while the vessel is overseas, the falls should be approved by a member of International Association of Classification
Society (IACS), subject to the condition that it complies with the applicable IMO standards. Release Gear The following should be examined for satisfactory
condition and operation:
operation of devices for activation of release gear: excessive free play (tolerances); hydrostatic interlock system, where fitted; Cables for control and release; and
Hook fastening. Davit The following items should be examined for satisfactory condition and operation:
davit structure, in particular with regard to corrosion, misalignments,
deformations and excessive free play; wires and sheaves, possible
damages such as kinks and corrosion; lubrication of wires, sheaves and moving parts; functioning of limit switches; stored power systems; and hydraulic
systems. Winch The following items should be examined for satisfactory condition and operation:
open and inspect brake mechanism; replace brake pads, if necessary; remote control system; and power supply system. DYNAMIC WINCH BRAKE TEST
Annual operational testing should preferably be done by lowering the empty boat. When the boat has reached its maximum lowering speed and boat enters the
water, the brake should be abruptly applied. Five-yearly operational testing should be done by lowering the boat loaded to a proof load of 1.1 times the
maximum working load of the winch, or equivalent load. When the boat has reached its maximum lowering speed and before the boat enters the water, the
brake should be abruptly applied. OVERHAUL OF ON-LOAD RELEASE GEAR
dismantling of hook release units; examination with regard to tolerances and design requirements; adjustment of release gear system after assembly;
operational test as per above and with a load according to SOLAS regulation
III/20.11.2.3; and Examination of vital parts with regard to defects and
cracks.. Test of fire fighting equipments.
Fire Fighting Equipments including portable fire extinguishers that exists while the ship is being registered under Indian flag are required to have documentary
evidence of having approval of Administration or classification society, who is a member of the IACS and the fire fighting equipment is approved in accordance
with the relevant provision of the SOLAS 74 as amended and relevant provision of the FSS Code and applicable IMO Assembly Resolution
All fire extinguishers are required to have 100 % spare charges; Shipping companies are required to ensure that the refill of the same make is available on board
ship
Shipping companies are not able to comply with the requirement of getting one third of the fire extinguishers pressure tested every year. In order to facilitate
shipping companies, it has been decided that fire extinguishers may be hydraulically pressure tested during the dry dock once in three years.
However, shipping companies are required to ensure that the ships fire extinguishers are properly maintained and kept in satisfactory operating condition at all
times
Weekly testing and inspections
all public address systems and general alarm systems are functioning properly; and Breathing apparatus cylinders do not present leakages.
Monthly testing and inspections
all firemans outfits, fire extinguishers, fire hydrants, hose and nozzles are in place, properly arranged, and are in proper condition; all fixed fire-fighting
system stop valves are in the proper open or closed position, dry pipe sprinkler systems have appropriate pressures as indicated by gauges; sprinkler system
pressure tanks have correct levels of water as indicated by glass gauges; all sprinkler system pumps automatically operate on reduction of pressure in the
systems; all fire pumps are operated; and all fixed fire-extinguishing installation using extinguishing gas are free from leakage.
Quarterly testing and inspections
all automatic alarms for the sprinkler system are tested using the test valves for each section; the international shore connection is in proper condition; lockers
providing storage for fire-fighting equipment contain proper inventory and equipment is in-proper condition; all fire doors and fire dampers are tested for local
operation; and all CO2 bottle connections for cable operating system clips should be checked for tightness on fixed fire-extinguishing installations.
Annual testing and inspections
all fire extinguishers are checked for proper location, charging pressure and condition; fire detection systems are tested for proper operation, as appropriate; all
fire doors and dampers are tested for remote operation; all foam-water and water-spray fixed fire-fighting systems are tested for operation; all foam-water and
water-spray fixed fire-fighting systems are tested for operation; all accessible components of fixed fire-fighting system are visually inspected for proper
condition; all fire pumps, including sprinkler system pumps, are flow tested for proper pressures and flows; all hydrants are tested for operation; all antifreeze
systems are tested for proper solution; sprinkler system connections from the ship?s fire main are tested for operation. all fire hoses are hydrostatically tested;
breathing apparatus air recharging systems checked for air quality; control valves of fixed fir-fighting system should be inspected; and air should be blown
through the piping of extinguishing gas systems. Five-year service
hydrostatic testing for all SCBA?s cylinders; and control valves of fixed fire- fighting systems should be internally inspected.
.
If the LSA is of Indian make, the "type approval" shall be granted in accordance with M.S. (LSA) Rules. Application shall be forwarded and thereafter tests
will be carried out by the nearest Mercantile Marine Department surveyors. Based on satisfactory compliance with the applicable IMO standards an approval for a
period of 5 years shall be granted
If the LSA is of foreign make, the applicant will be required to submit necessary authenticated document to the Nautical Adviser for scrutiny and consideration for
issue of Letter of Acceptance
for that appliance No replacement or substitution shall be permitted. The life rafts of foreign make to which acceptance letter
has been issued shall be put up for inspection by the MMD for functional test and necessary certificate shall be issued by the MMD on direction of DGS before the
same is placed on board Indian ships Letter of Acceptance as mentioned in para (c) shall be issued for a limited period, maximum of 5 years subject to
intermediate verification of 2 1/2 year + 3 months.
The foreign manufactures of LSA, who seek "Letter of Acceptance", shall clearly nominate only one representative in India who shall be responsible for such
equipments.
.
LSA service stations where inflatable LSA are periodically serviced must have approval from the Directorate General of Shipping. For self certification, the
servicing of Life raft shall be carried out at Service Station approved by D.G. Shipping. Such approved Service Station should also have necessary approval from
the manufacturer. In all other cases the servicing may be carried out in the presence of a surveyor from the Mercantile Marine Department. Other inflatable LSA
of foreign-make will be serviced in the presence of a surveyor from the Mercantile Marine Department.
The life raft of the Indian manufacture shall not be serviced by any other service station unless until such service station has an authorization from manufacturer.
In such cases, the servicing of the life raft shall be done under the supervision of MMD surveyor.
In the cases where the Indian manufacturer has not authorised any service station for servicing of his life raft in any Indian port, the servicing in such port can be
undertaken by any service station as per the customer s wish under the supervision of MMD surveyor.
The purpose of a Voyage Data Recorder (VDR) and Simplified Voyage Data Recorder (S-VDR) is to maintain and store (in a secure and retrievable form)
information concerning the position, movement, physical status, command and control of a vessel over the period leading upto and following an incident /
casualty.
The information contained in the VDR / S-VDR is to be retrieved and used during the subsequent investigation. For a vessel operating in shallow waters, cost of
recovery of fixed VDR recording medium may not be very expensive. However, in case a vessel is lost in deep waters, the cost of recovery of the recording
medium may be prohibitive and at times not feasible at all.
In view of the foregoing, it has been decided that all Indian ships shall install the float-free variety of the VDR / S-VDR. However, if the shipowner has
already installed the fixed type of VDR or it is not possible to install the float-free VDR meeting full requirements of the IMO Resolution, they shall ensure that an
additional float-free arrangement may be made to retrieve the following information:
Operators should periodically check the condition of igniters and flame scanners, to ensure that they are in good working order, Automatic fuel oil shut offs
should, as a routine, be tested to ensure that the fuel valves operate efficiently for fault conditions (e.g. flame failure and combustion air failure). Burners should
be lit with fuel oil at the minimum firing rate compatible with flame establishment and operators should not attempt to light a burner immediately after its flame
failure.
Whenever any machinery is required to be operated on emergency mode, Chief Engineer Officer must be informed, who in turn must give specific instructions for
such an operation and take immediate steps to restore the normal mode.
Particular attention is drawn to the need to purge the furnace and gas passages with air following flame failure or ignition failure however short the period of
failure or prior to any lighting up operation.
The sensors should be capable of being located either in the aft part of each cargo hold or in the lowest part of the spaces other than cargo holds to which these
requirements apply. The systems of detecting water level should be capable of continuous operation while the ship is at sea.
An alarm, both visual and audible, activated when the level of water at the sensor reaches the main alarm level, an alarm both visual and audible must be
activated indicating increasing water level in a cargo hold. The indication should identify the space and the audible alarm should not be the same as that for the
per-alarm level.
For compartments other than cargo holds: An alarm both visual and audible, indicating the presence of water in a compartment other than a cargo hold when the
level of water in the space being monitored reaches sensor. The visual and audible characteristics of the alarm indication should be the same as those for the
main alarm level in a hold space.The detector indicating the water level should be capable of activating to an accuracy of + 100 mm.
The part of the system which has circuitry in the cargo area should be intrinsically safe
The visual indication should be capable of remaining visible until the condition activating it has returned below the level of the relevant sensor. The visual
indication should not be capable of being extinguished by the operator. The audible indication should be capable of being muted by the operator. Time delays may
be incorporated into the alarm system to prevent spurious alarms due to sloshing effects associated with ship motions.Overriding indication and alarms for the
detection systems installed only in tanks and holds that have been designed for carriage of water ballast.
Cancellation of the override condition and reactivation of the alarm should automatically occur after the hold or tank has been de-ballasted to a level below the
lowest alarm indicator level.
The water level detector system should be capable of being supplied with electrical power from two independent electrical supplies. Failure of the primary
electrical power supply should be indicated by an alarm.
to o/haul a relay .. ans lag gayi...heheheheh 7.)setting of high pr boiler safety v/v ans set 1 safety v/v at 10% above working pr..2 safety v/v at 7 % above
working pr and the diff between two should nt be more than 3%...he said ok... cleared func 4 and func 5..
&&%c
Marine Environment Protection Committee (MEPC) 62nd session: 11 to 15 July 2011
Mandatory energy efficiency measures for international shipping adopted at IMO environment meeting
Mandatory measures to reduce emissions of greenhouse gases (GHGs) frominternational shipping were adopted by Parties to MARPOL Annex VI represented
in the Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO), when it met for its 62nd session from 11 to 15 July
2011 at IMO Headquarters in London, representing the first ever mandatory global greenhouse gas reduction regime for an international industry sector.
The amendments to MARPOL Annex VI Regulations for the prevention of air pollution from ships, add a new chapter 4 to Annex VI on Regulations on energy
efficiency for ships 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 theInternational Energy
Efficiency Certificate.
The regulations apply to all ships of 400 gross tonnage and above and are expected to enter into force on 1 January 2013.
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 energy-efficiency 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.
Promotion of technical co-operation
The new chapter includes a regulation on Promotion of technical co-operation and transfer of technology relating to the improvement of energy efficiency of ships,
which requires Administrations, in co-operation with IMO and other international bodies, to promote and provide, as appropriate, support directly or through IMO
to States, especially developing States, that request technical assistance.
It also requires the Administration of a Party to co-operate actively with other Parties, subject to its national laws, regulations and policies, to promote the
development and transfer of technology and exchange of information to States, which request technical assistance, particularly developing States, in respect ofthe
implementation of measures to fulfil the requirements of Chapter 4.
Work plan agreed
The MEPC agreed a work plan to continue the work on energy efficiency measures for ships, to include the development of the EEDI framework for ship types and
sizes, and propulsion systems, not covered by the current EEDI requirements and the development of EEDI and SEEMP-related guidelines.
Commenting at the close of the session, on the outcome of MEPC, IMO Secretary-General Efthimios E. Mitropoulos expressed satisfaction at the many and various
significant achievements with which the session should be credited.
Although not by consensus which of course would be the ideal outcome the Committee has now adopted amendments to MARPOL Annex VI introducing
mandatory technical and operational measures for the energy efficiency of ships. Let us hope that the work to follow on these issues will enable all Members to
build the consensus that evaded the Committee this time, he said.
Marine Environment Protection Committee (MEPC) 62nd session: 11 to 15 July 2011
IMO environment meeting completes packed agenda
IMO adopted amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL) to designate the United States Caribbean Sea as a
new emission control area (ECA); to designate the Baltic Sea as a Special Area with respect to pollution by sewage from ships; and to adopt a revised Annex V
related to the control of garbage, at the 62nd session of the Marine Environment Protection Committee (MEPC), which met from 11 to 15 July 2011 at the IMO
Headquarters in London.
IMO also adopted mandatory measures to reduce emissions of greenhouse gases (GHGs) from international shipping (see press briefing
42/2011 http://www.imo.org/MediaCentre/PressBriefings/Pages/42-mepc-ghg.aspx ).
The MEPC also designated the Strait of Bonifacio as a Particularly Sensitive Sea Area (PSSA) and adopted the first-ever international recommendations toaddress
biofouling of ships, to minimize the transfer of aquatic species.
In other matters, the MEPC approved a number of ballast water management systems and adopted guidelines related to the implementation of both the ballast
water management and ship recycling Conventions.
control and management of ships' biofouling to minimize the transfer of invasive aquatic species will address the risks of introduction of invasive aquatic species
through the adherence of sealife, such as algae and molluscs, to ships hulls.
Research indicates that biofouling is a significant mechanism for species transfer by vessels. A single fertile fouling organism has the potential to release many
thousands of eggs, spores or larvae into the water with the capacity to found new populations of invasive species such as crabs, fish, sea stars, molluscs and
plankton. Minimizing biofouling will significantly reduce the risk of transfer.
Guidelines on recycling of ships adopted
The MEPC adopted the 2011 Guidelines for the development of the Ship Recycling Plan as well as updated Guidelines for the development of the Inventory of
Hazardous Materials, which are intended to assist in the implementation of the Hong Kong International Convention for the Safe and Environmentally Sound
Recycling of Ships, adopted in May 2009.
The Committee encouraged Governments to ratify the Convention, which has been signed, subject to ratification, by five countries, and to review the programme
of technical assistance aimed at supporting its early implementation.
Ballast water management systems approved
The MEPC granted final approval to two and basic approval to seven ballast water management systems that make use of active substances, following the
recommendations of the fifteenth, sixteenth and seventeenth meetings of the Joint Group of Experts on the Scientific Aspects of Marine Environment Protection
(GESAMP) Ballast Water Working Group, which met in December 2010, February/March and May 2011, respectively.
The MEPC also adopted the Procedure for approving other methods of ballast water management in accordance with regulation B-3.7 of the Ballast Water
Management Convention, which will open the door for new methods and concepts to prevent risks arising from the transfer of invasive species, provided that such
methods will ensure at least the same level of protection of the environment as set out in the Convention and are approved in principle by the MEPC.
Guidance on scaling of ballast water management systems was also approved.
The MEPC reiterated the need for countries to ratify the International Convention for the Control and Management of Ships' Ballast Water and Sediments, 2004, to
achieve its entry into force at the earliest opportunity. To date, 28 States, with an aggregate merchant shipping tonnage of 26.37 per cent of the world total, have
ratified the Convention. The Convention will enter into force twelve months after the date on which not fewer than 30 States, the combined merchant fleets of
which constitute not less than 35 percent of the gross tonnage of the worlds merchant shipping, have become Parties to it.
Guidelines for the carriage of blends of petroleum oil and bio-fuels approved
The MEPC approved Guidelines for the carriage of blends of petroleum oil and bio-fuels, which set out carriage and discharge requirements for bio-fuel blends
containing 75% or more of petroleum oil (they are subject to Annex I of MARPOL); bio-fuel blends containing more than 1% but less than 75% of petroleum oil
(subject to Annex II of MARPOL); and bio-fuel blends containing 1% or less petroleum oil (also subject to Annex II of MARPOL).
FSA environmental risk evaluation criteria endorsed
The MEPC endorsed environmental risk evaluation criteria, for inclusion in theGuidelines for Formal Safety Assessment (FSA) for use in the IMO rule-making
process, subject to approval by the Maritime Safety Committee (MSC).
Implementation of the OPRC Convention and OPRC-HNS Protocol
The MEPC also discussed the report of the OPRC-HNS Technical Group, which met for its twelfth meeting the week prior to the MEPC session to progress several
matters, including the development of guidelines and manuals, on marine pollution preparedness and response.
2 hours ago Like Subscribe
which optionally replace the fxed-vane nozzle rings in MAN Diesel & Turbos standard TCA and TCR turbochargers.
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By altering the pitch of the adjustable vanes, the pressure of the exhaust
gases on the turbine is regulated and thus the volume of charge air can be
precisely matched to the quantity of injected fuel at all points in an engines
load and speed range. The result is reduced specifc fuel consumption, reduced emissions HC and CO2
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?1) TLV-TWA. This is known as the Time Weighted Average. It is the concentrationof vapour-in-air which may be experienced for an eight- hour day or40-hourweek
throughout a person's working life .It is the most commonly quoted TLV.It shows t...he smallest concentration (in comparison to (2) and (3) below)
(2) TLV-STEL. This is known as the Short Term Exposure Limit. It is the maximumconcentration of vapour-in-air allowable for a period of up to 15
minutesprovided there are no more than four exposures per day and at least one hourbetween each. It is always greater than (1) above but is not given for
allvapours.
(3) TLV-C. This is what is known as the Ceiling concentration of the vapour-in-airwhich should never be exceeded. Only those substances which arepredominantly
fast-acting are given a TLV-C. Of the main liquefied gases onlythe more toxic products, such as ammonia and chlorine, have been ascribedsuch a figure.
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The only basic difference between synthetic oil and mineral oil, apart from its manufacture and origin, is the molecular and particulate structure of both the lubricants. Synthetic oil being a perfected product, has
a very even and uniform structuring of molecules and particulates. On the other hand, mineral oil contains uneven and less uniform molecules as compared to synthetic oil. Now, when the car, engine, piston and
piston block is new, it is always advisable to use, mineral oil. The uneven molecular structure of mineral oil makes the uneven surfaces of the components and auto parts rub with each other and erode, thus
making the surface even and smooth . This is very useful, as the young components of the engine get into shape and adapt to the mechanism. As the engine grows older, the components, get into shape and
start running swiftly without any friction. This is where one should start using synthetic oil. This oil basically keeps the engine in shape and helps in increasing the durability of the engine.
?3. Periodical Pressure Testing of CO2 piping i.e. 5/10/15 years:
(a) 5 yearly routines:
(i) At intervals of not more than 5 years, a carbon dioxide fire extinguishing installation must be subjected to the tests described below
(ii) The servo - cylinders and any remote controlled stopcocks to be tested by opening one pilot cylinder. The battery must be uncoupled for the purpose
(iii) The proper operation and correct connections to the cargo holds to be checked.
(iv) The entire installation to be checked to make sure that it is operational.
(v) The spring-loaded safety valves must be also checked and reset to 180 kg/cm.
(vi) The alarm system must be tested to make sure that it functions properly.
(b). 10 yearly routines:
(i) At intervals of not more than 10 years, the section of a carbon dioxide fire extinguishing system, which can be shut off, must be tested with carbon dioxide or air at a minimum pressure of 25kg/cm2.
(ii) All the tests described in "a" above.
(c ) 15 yearly routines:
(i) The piping must be pressure tested as follows: 1) The high pressure section up to and including the engine room, boiler room or pump room stopcock and up to and including the operating valves or cocks to the cargo holds:
At a pressure of at least 190 kgf/cm2 using a suitable liquid.
2) The medium pressure section (open ended pipes where they run through accommodation spaces, together with the section of the main supply line running to the engine room, boiler room or pump room
between the stopcock and the room concerned):
At a pressure of at least 80 kgf/cm2 using a suitable liquid.
3) Low pressure section (other pipes with open ends):
With air at a pressure of at least 6 kgf /cm2
Pipes running from the pilot cylinders to the servo-cylinders and the sections of pipes to deep tanks, which can be shut off, must be considered as part of the high-pressure system. Pipe sections and valves
tested hydraulically with water must be blown dry with air.
(ii) The servo-cylinders and any remote-controlled stopcocks to be tested by opening 1 pilot cylinder. The battery must be uncoupled for the purpose;
(iii) The alarm system to be tested with the engine operating to full capacity;
(iv) The setting of the spring loaded safety valves at 180 kgf/cm2 .
(v) The proper operation and correct connections to the cargo holds to be checked
(vi) The free flow of carbon dioxide out of the nozzles into the engine room, boiler room or pump room to be checked by opening one or more cylinders of the battery or by using air at a minimum pressure of 25
kgf/cm2;
(vii) The entire installation to be checked to make sure that it operational.
The high-pressure section that can be shut off, the stopcocks and the controls to be checked for tightness under operational conditions by opening one cylinder of the battery. This check may be omitted if the
equipment is intended solely for the engine room and consists of not more than 15 cylinders.
(d) Periodical Tests
When extensive repairs or modifications are carried out, the part of the carbon dioxide fire extinguishing equipment involved must be subjected to the tests described in 15 yearly routines above, in so far as they
are applicable.
(e) Inspections:
At intervals of 24 months the whole installation must be inspected externally to the extent that this is possible and blown through with air.
Before servicing shipping companies /service stations will apply to the respective MMD regarding carrying out the periodical pressure testing of the CO2 system. The surveyors are required to witness the
hydraulic pressure testing. The servicing of CO2 systems shall be carried out by the DGS approved service stations/ Approved by Maritime Administration only.
4. Periodical Inspection of Carbon Dioxide Cylinders
(a) Each carbon dioxide cylinder must be inspected internally at intervals of 10 years and tested at the prescribed pressure. After 20 years the cylinders should be examined and tested at intervals of 5 years. The
date of testing and stamp must be placed on the cylinder.
(b) Carbon dioxide cylinders, which exhibit a permanent increase in volume after being pressure tested, must be condemned.
(c) Before refilling the riser tube must be inspected visually.
(d) The valve must also be tested for gas-tightness and if appropriate ensure that it is movable.
(e) Statement must be issued by the filling station to the effect that each cylinder is filled with the prescribed quantity of carbon -dioxide.
Before servicing Shipping Companies /service stations will inform/apply to the respective MMD regarding carrying out hydraulic testing of cylinders. The servicing of CO2 bottles shall be carried out by the DGS
approved service stations only. The Chief Engineer of the approved service station shall witness the hydraulic pressure testing and endorse the certificate, and submit a copy to MMD. The surveyors are required
to witness the hydraulic pressure testing in case the service station is not approved by DGS.
5. Periodical check of the Gas Content of Carbon Dioxide Cylinders
(a) The gas content of such carbon dioxide cylinder must be checked at intervals of not more than 2 years by weighing or in some other manner, a maximum weight reduction of 5 per cent may be allowed,
provided the total quantity of carbon dioxide is never less than the prescribed minimum.
(b) Equipment for weighing each cylinder must be available on board. If a level detector employing radioactive radiation is used to deck check the cylinders, this equipment must be removed from the ship before
sailing.
The approved servicing station shall undertake the weighment of the CO2 cylinders only. The company/service stations are required to submit an application to MMD, and the same is to be witnessed by the
surveyor of the department and certificate of weighment endorsed. In case of non-availability of surveyor, Principal Officer may allow the servicing station to carry out the weighment of the cylinders. In such
cases the endorsement shall not be done by the MMD, however during the safety equipment survey, the Company shall have the certificate of weighment endorsed by the attending surveyor. Prior to
endorsement of the weighment certificate, surveyor may carry out weighment of CO2 bottles on sample basis to his satisfaction. To avoid duplication of the work, company may plan the weighment during the
annual/renewal of safety equipment survey.
All service stations that are registered with Directorate General of Shipping are required to follow the above procedure.
6. Procedure for approval of Fire Fighting Appliances and Fire Control Plans.
1. Reference: ENG/ MMAM - 37(6)/99 dated 07/02/2003
2. Reference: MSC Cir. 451, Guidance concerning the location of fire control plans for assistance of shore side fire-fighting personnel.
3. IMO Resolution A. 756(18) guidelines on the information to be provided with fire control plans and booklets required by SOLAS regulation II-2/20 and 41-2.
4. For new installation system drawing and calculation is required to be submitted to MMD. After scrutinizing, same is to be forwarded to DGS for approval. The CO2 installation shall be as per the approved
drawing. Tests of new CO2 Fire extinguishing system shall be as described in 3 (c).
7. Guidelines for inspection of the CO2 Retrofit on board any vessel
particularly for holds (Ref.: ENG/COORD- 62(1)/94 dated 01.03.94)
(a) Procedures outlined are to be followed for old CO2 bottles as regards to Inspection and Certification of these CO2 bottles:
(b) Old CO2 bottles should not be fitted if the vessel is less than 10 years old. (From the date of delivery).
(c) Sectional drawing with original Test Certificate of the CO2 bottles to be produced for new CO2 bottles.
(d) For using old CO2 bottles following conditions must be met:
(i) Water capacity of each bottle to be physically checked.
(ii) Ten yearly pressure test to be carried out.
(iii) Results of test (i) & (ii) to be submitted to D.G.S.
(iv) If old CO2 bottle are not identified by Original Test Certificate then at least one bottle from the same batch to be cut, test piece made, tested and test results submitted to this Directorate.
(v) If original Test Certificates are available and bottles can be identified with the certificates, the requirement of cutting the sample bottle and testing as specified in (iv) above is not required.
(vi) Head assembly material original test results to be furnished with identification. If material test certificate are not available at least one out of 20 head assembly of the bottles to be selected at random and
tested for chemical composition of the material. The test results are required to be submitted to the D.G.S.
(vii) Inspection and testing of Line Valves, Relief Valves, Diffuser Nozzles, Pipeline, Unions and Deck penetration to be carried out and results submitted to the D.G.S.
3.Cross section of G/carrier? Drew as per reeds.Don't forget to show blkd v/v and asked about insulation,material,DB height
and side? polyurethene foam,invar,b/15 n b/5.asked in mtrs.told 2m and din't know side measurement in mtrs.
4.Water padding? Phosphorous yellow or white n carbon di sulphide. asked level? 760 mm min depth and asked wat about
the lvl above? min space of 1% of ullage shld be maintained and shld be filled wit inert gas. accptd
Fn 4:
Types of engines: Mc and SMC-C
1. diff in S/B ratio. MC - 3.7 n MC-C - 4.
2.Diff in main bearings? Kept saying all points till he said ok.Guys pl go thru manuals and be confident.He has got lots of
qns in this to ask and will confuse u.MC-C : only one keep n MC: 2 keeps.
3.Relief V/V of cyl head? 40% of max wrkng pressure. Then Wat value was ur pmax and relief v/v set? pl check ur manual
4.Boiler Survey Regulation? Explained as per DGcircular 82.
Fn 5:
1.What is Amp? Spoke abt cold ironing, variable voltage from 380 - 440 and freq 50 & 60hZ.He said voltages are not rite.
2. forgot. ..!!!
3.Static electricity?explained abt the 3 stages.Asked if two metal plates placed one above the another.Told him about the
exchange of charges at interface.But he kept digging more, i couldn't convince him finally.
Since i could answer he stopped here n went to next fn
Fn 6:
1.Types of coatings n chemical?Explained. what type of cargo my ship carried? veg n fish oil n epoxy coat.
2.Boiler drum inspection? Told him every thing and at last started with vortex eliminator.But said there is nothing like dat.I
din't hav any proof but toldhim all books talk about this.nt accpt'd.
3.Diff in IGG of a chemical and gas carrier? Expld abt oxygen n absence of deck seal, was asking me few more diff.Said i
have noticed only this onboard.Told me to ask some guys who did gas carriers.
4.Bottom end brng inspection? Here i made a mistake.Guys pl listen to his qn carefully.I started to explain all safety n about
main brng removal.He speaks very feebly, pl listen to his qn carefully.Coz of this qn i couldn get MEP, else would have taken
fn 6 also.
Result : cleard fn 3 n 4b..?