Important links : links : http://www.scribd.com/doc/60130888/MC-MC-C-Comparison
www.ancomaritime.com http://www.scribd.com/doc/60440873/OilCharts-MarineLubricants http://www.spiraxsarco.com/resources/steam-engineering-tutorials/steam-distribution/pipes-and-pipesizing.asp
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/35…ISO 8217.. (Definition of CCR…must 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-stroke…which is affected by running in time. Answer is 2-stroke. 11) What are the limiter of governor…scavenge 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 i n lubrication of crosshead in Sulzer and Man B&W? If one of the bearing clearance is …when u checked it in port…will 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.
Typical operating data for manual oxyacetylene flame gouging Nozzle orifice dia.(mm) Gouge dimensions Gas pressure Gas consumption Travel speed (mm/min) Width (mm) Depth (mm) Acetylene (Bar) Oxygen (Bar) Acetylene (Litre/min) Preheat (Litre/min) Oxygen (Litre/min) 3 6-8 3-9 0.48 4.2 15 22 62 600 5 8-10 6-12 0.48 5.2 29 31 158 1000 6.5 10-13 10-13 0.55 5.5 36 43 276 1200 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. Operating techniques The depth of the gouge is determined principally by the speed and angle of the torch. To cut a deep groove the angle of the torch is stepped up (this increases the impingement angle of the oxygen jet) and gouging speed is reduced. To produce a shallow groove, the torch is less steeply angled, see above, and speed is increased. Wide grooves can be produced by weaving the torch. The contour of the groove is dependent upon the size of the nozzle and the operating parameters. If the cutting oxygen pressure is too low, gouging progresses with a washing action, leaving smooth ripples in the bottom of the groove. If the cutting oxygen pressure is too high, the cut advances ahead of the molten pool - this will disrupt the gouging operation especially when making shallow grooves. There are four basic flame gouging techniques which are used in the following types of application. Progressive gouging This technique is used to produce uniform grooves. Gouging is conducted in either a continuous or progressive manner. Applications include removal of an unfused root area on the reverse side of a welded joint, part-shaping a steel forging, complete removal of a weld deposit and preparing plate edges for welding. Spot gouging Spot gouging produces a deep narrow U-shaped groove over a relatively short length. The process is ideally suited to removal of localised areas such as isolated weld imperfections. Experienced operators are able to observe any imperfections during gouging. These appear as dark or light spots/streaks within the molten pool (reaction zone). Back-step gouging Once the material has reached ignition temperature, the oxygen stream is introduced and the torch moved in a backward movement for a distance of 15-20mm. The oxygen is shut off and the torch moved forward a distance of 25-30mm before restarting the gouging operation. This technique is favoured for removal of local imperfections which may be deeply embedded in the base plate. Deep gouging It is sometimes necessary to produce a long deep gouge. Such operations are completed using the deep gouging technique, which is basically a combination of progressive and spot gouging. how to overhaul a relay difference between emergency steering and auxiliary steering....told him ....then he asked me type of telemotor system .....wat r the systems on bridge for telemotor ...told him follow up mode and non follow up ....went into detail.. symbol of hydraulic nrv and relief valve function 6 removal of bottom end bearing of smc engine liner removal sulzer rnd...in this question told him bout removal of luboil quills and also quills from underpiston scavenge space...then i told him i will jack up he said wat is the pr i said i dont know h e said how u will know the p ressure its not given in the manual stern tube luboil seals latest type ...i said perbunan s .....wat is the material ....then he started telling me that they are retro fitted with ten years of guarantee cleared fun 6 orals on 23/07/2011 taken by Mr. bagga , Mr. Mehlotra and one more person fun 3 1) how many spares of dcp , foam , and co2 i told first 10 100% and next 50% and for co2 same he asked me from were did you get this ,i told him that it is from solas . he wants it for indian registered ships its 200% spares were would you get this information dg shipping notification on dg sight 2)some co2 bottles are not lashed and chief engineer asks you to release it what would your action be i said i would lash the bottles and then release it he asked why shoud you lash and release as the pressure in the cylinder is high it will blow away and cause damage 3)during ism audit what is the duties of second engineer Fun 3 = SSEP NAVAL ARCH.. What r different type of keels. Draw them. What is bilge keel? How it is attached to ships hull and why it is attached in such a way. Is it a single plate or made-up of diff plates. How much length of the ship will have it. Where is the location of emergency generator.regulation. Why ship enters the drydock with aft trim? What happenes if it enters when it has trim by head .why?
Typical operating data for manual oxyacetylene flame gouging Nozzle orifice dia.(mm) Gouge dimensions Gas pressure Gas consumption Travel speed (mm/min) Width (mm) Depth (mm) Acetylene (Bar) Oxygen (Bar) Acetylene (Litre/min) Preheat (Litre/min) Oxygen (Litre/min) 3 6-8 3-9 0.48 4.2 15 22 62 600 5 8-10 6-12 0.48 5.2 29 31 158 1000 6.5 10-13 10-13 0.55 5.5 36 43 276 1200 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. Operating techniques The depth of the gouge is determined principally by the speed and angle of the torch. To cut a deep groove the angle of the torch is stepped up (this increases the impingement angle of the oxygen jet) and gouging speed is reduced. To produce a shallow groove, the torch is less steeply angled, see above, and speed is increased. Wide grooves can be produced by weaving the torch. The contour of the groove is dependent upon the size of the nozzle and the operating parameters. If the cutting oxygen pressure is too low, gouging progresses with a washing action, leaving smooth ripples in the bottom of the groove. If the cutting oxygen pressure is too high, the cut advances ahead of the molten pool - this will disrupt the gouging operation especially when making shallow grooves. There are four basic flame gouging techniques which are used in the following types of application. Progressive gouging This technique is used to produce uniform grooves. Gouging is conducted in either a continuous or progressive manner. Applications include removal of an unfused root area on the reverse side of a welded joint, part-shaping a steel forging, complete removal of a weld deposit and preparing plate edges for welding. Spot gouging Spot gouging produces a deep narrow U-shaped groove over a relatively short length. The process is ideally suited to removal of localised areas such as isolated weld imperfections. Experienced operators are able to observe any imperfections during gouging. These appear as dark or light spots/streaks within the molten pool (reaction zone). Back-step gouging Once the material has reached ignition temperature, the oxygen stream is introduced and the torch moved in a backward movement for a distance of 15-20mm. The oxygen is shut off and the torch moved forward a distance of 25-30mm before restarting the gouging operation. This technique is favoured for removal of local imperfections which may be deeply embedded in the base plate. Deep gouging It is sometimes necessary to produce a long deep gouge. Such operations are completed using the deep gouging technique, which is basically a combination of progressive and spot gouging. how to overhaul a relay difference between emergency steering and auxiliary steering....told him ....then he asked me type of telemotor system .....wat r the systems on bridge for telemotor ...told him follow up mode and non follow up ....went into detail.. symbol of hydraulic nrv and relief valve function 6 removal of bottom end bearing of smc engine liner removal sulzer rnd...in this question told him bout removal of luboil quills and also quills from underpiston scavenge space...then i told him i will jack up he said wat is the pr i said i dont know h e said how u will know the p ressure its not given in the manual stern tube luboil seals latest type ...i said perbunan s .....wat is the material ....then he started telling me that they are retro fitted with ten years of guarantee cleared fun 6 orals on 23/07/2011 taken by Mr. bagga , Mr. Mehlotra and one more person fun 3 1) how many spares of dcp , foam , and co2 i told first 10 100% and next 50% and for co2 same he asked me from were did you get this ,i told him that it is from solas . he wants it for indian registered ships its 200% spares were would you get this information dg shipping notification on dg sight 2)some co2 bottles are not lashed and chief engineer asks you to release it what would your action be i said i would lash the bottles and then release it he asked why shoud you lash and release as the pressure in the cylinder is high it will blow away and cause damage 3)during ism audit what is the duties of second engineer Fun 3 = SSEP NAVAL ARCH.. What r different type of keels. Draw them. What is bilge keel? How it is attached to ships hull and why it is attached in such a way. Is it a single plate or made-up of diff plates. How much length of the ship will have it. Where is the location of emergency generator.regulation. Why ship enters the drydock with aft trim? What happenes if it enters when it has trim by head .why?
Different type of drydocks.how they function? Fun 4B= EKG & EKM Piston inspection during overhaul. In grooves what will u check other than deposits, wear down, coating of groove, cracks. Checks on top cooling spaces. Liner inspection? Why there r bands provided in piston skirt? What is the material of bands? Different type of turbochargers, what is the latest type of turbocharger How it is controlled, and when the control comes in action (I.e. at what load or on what basis) Latest engine in man b&w. What can it burn? what is the arrangement of getting the gasses to the cylinder unit how they are injectd in thay ME. can this engine run on lpg? Function 5= electrical MSB safties? What is the length and width of normal MSB installation. Why dead front is called so? If dead front is not dead how will u come to know? How u will test it. Thickness of the rubber material and type of material? Material that main switch board is made up of? During dry-dock u discover shore power is 380 volts will u take it if ur ships normal was 440 volts? What will you do if the frequency of supply doesn’t match the vessel electrical frequency. What is AMP MOBILE? What are pole changing motors? Function 6 = MEP 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. 27/7/2011 Orals( first 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.
BLACK SPOTS ON CYLINDER LINERS OF 2-STROKE ENGINES
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 are as is the presence of areas where corrosion has previously take n 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. Wärtsilä Switzerland Ltd. Winterthur, 27 January 2006 How to "flash" a generator when output is lost due to loss of excitation
Residual magnetism in the generator exciter field allows the generator to build up voltage during start-up. This magnetism is sometimes lost due to shelf time or improper operation, among other reasons. Restoring this residual magnetism is possible and is sometimes referred to as "flashing the exciter field". To restore the small amount of residual magnetism necessary to begin voltage buildup, connect a 12 volt battery to the exciter field while the generator is at rest, as follows: Remove exciter field leads F+ and F- from the voltage regulator. CAUTION: Failure to remove the field leads from the regulator during flashing procedures may destroy the regulator. Measure the exciter field resistance from the F+ to the F- lead. You should be able to read some resistance as you are measuring a continuous winding. An infinite resistance reading would indicate an open in the exciter field. Also check to be sure there is no path to ground. Connect F+ to the positive pole of the battery. Hold the F- lead by the insulated portion of the lead wire, touch F- to the negative pole of the battery for about 5 to 10 seconds, then remove. Reconnect F+ and F- to the regulator. Repeat the procedure if the generator fails to build voltage.
MR. TRASSI
FUNC 3 *TYPES OF DECK SEALS? BANNED TYPE?WHY BANNED? *TYPES OF KEELS?DRAW THEM WITH PROPER NAMING. *IG TRIPS. *INTACT STABILITY *EMERGENCY SWITCHBOARD SAFETY?WHERE TO FIND THESE SAFETIES? ONLY AS PER SOLAS. *TYPES OF TLV IN MSDS. FUNC 4B *AIR STARTING SYSTEM. ARGUMENT ON PILOT AIR 7 OR 30 BAR. *HIGH PRESSURE BOILER STEAM DRUM INTERNAL MOUNTINGS. *DESIGN AN AUXILIARY STEERING SYSTEM,AS PER REQUIREMENTS. *BULK CARRIER LOADED TILL LOADLINE,HOLD NO. 1 IS ONLY HALF FILLED,WHAT TO DO *BEFORE SAILING.(MENTIONED THIS U SHLD KNOW IF UR CHIEF OFFCR IS INCOMPETENT,SURVEYOR WILL CONSULT ENGINEERS). FUNC 5 *PUMP ROOM LIGHTINGS SPECIALITY.SWITCHBOARD SPECIALITY AND LOCATION. *TYPES OF HYDRAULIC MOTORS ON BULK,TANKERS. *HYDAULIC SYMBOL FOR RELIEF VALVE(WANTS ONE LINE TO GO TO OIL RESEVOIR). *DIFF IN AUXILIARY AND EMERGENCY STEERING. WHY EMERGENCY STEERING REQUIRED? DRAW ELECTRO HYDRAULIC TELEMOTOR TRANSMITTER/RECIEVER SYSTEM SHOWING POSSIBLE DEFECTS.FOLLOW UP AND NON FOLLOW UP SYSTEM.
FUNC 6 *MAIN BEARING REMOVAL FOR SURVEY. BEARING TYPE AND LAYERS.DEFECTS. *SDNR VALVE OVERHAUL. *WINCH BRAKE LINING OVERHAUL,REPLACEMENT.WHEN AND WHY TO REPLACE? *SCH 40 AND 80 SPECIFICATIONS. steam drum internal mountings...dry pipe for steam outlet,cyclone separator,perforated plates,swash plates,scum blowdown funnel and attemperator (to maintain superheated steam temp.). the purpose of both r the same ...to separate water from the steam..its just tht cyclone separators r used on larger capacity boilers.The mixture steam-water is forced to move around the cyclone and make the rotation. The more turbulent moving force the better separation..In low rated installations this drying may be achieved by fitting simple perforated plates immediately above the normal working level of the water in the steam drum in conjunction with a steam collecting pipe which is usually slotted to provide further separation... • The feedwater pipe receives feedwater from the economizer and distributes it throughout the length of the steam drum. • The chemical feed pipe is used to inject chemicals into the boiler to maintain the proper pH and phosphate balance in the boiler water. • The surface blow pipe is used to remove suspended solid matter that floats ontop of the water and to lower the steam drum water level, when necessary. The surface blow pipe is also used to blow water out to lower the chemical level in the boiler when it becomes too high. • The dry pipe is used to direct the steam to the stea m drum outlet nozzle after it leaves the scrubbers. • The vortex eliminators are used to reduce the swirling motion of the water as it enters the downcomers. • The baffle plates are used to direct the steam to the steam separators. • 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. 1) TLV-TWA. This is known as the Time Weighted Average. It is the c oncentrationof vapour-in-air which may be experienced for an eight-hour day or 40-hourweek throughout a person's working life. It is the most commonly quoted TLV.It shows the sm allest 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 pe riod 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. i hope...tis is wat he wants.... 1)DRY TYPE FUNCTIONING IS WITH A SET OF AUTOMATICALLY OPERATED VALVES,WHO'S FAILURE CAN CAUSE AN INEFFECTIVE SEAL.2)WATER TO THE SEAL IS GIVEN FROM ANOTHER TANK/SOURCE. SO IF TAT FAILS AGAIN NO SEALING.3)SINCE O2 CONTENT IS AS LESS AS POSSIBLE,A VERY HIGH CHANCE OF UNBURNT CARBON /SOOT BEING CARRIED FORWARD ALONG WITH IG. INSPITE OF SATISFACTORY OPERATION OF SCRUBBER TOWER.(O'HAUL OF BLOWERS U CAN FIND CARBON DEPOSITS/BLOWER WASHING AFTER IG OPERATION).THIS CAN CONTAMINATE THE CARGO. 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. 12-july, tuesday orals @09.30hrs at old mmd taken by dutta alone.
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. orals on 7th July 11, By Mr. Gadkar and Mr. Bakhral (please correct me if I have spelled the name wrong) 4th Attempt
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?
12-07-11 Datta and Bedekar... 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. Intact stability criteria for tankers.
orals at 11.30am dg shipping trassi and gadkar fn3 type 1 chemical tkr cross section 2. chapter 8 and 9 in marpol 3.web frame 4.solas name of all chapters
fn5 1. esb regulation which chapter in solas 2. mcb trips fn6 1.drydock 5 points 2.bottom end brg removal for M/E 3.types of threads as per dies and taps used in E/R some more questions which i m not able to recollect will post later.This was my 2nd attempt result washout orals on 13th jul at DGS., internal DHAR, external CHIEF SURVEYOR BANERJEE.. fn3: (1).show d complete constuction of ur ship dat makes it a ship.. i drew d double hull construction, cofferdams, ballast tanks, location &connections of mast riser, deck seal, scrubber, NRV's, uptake v/v, pv valves... (2). diff b/w PV brkr &v/v.. (3) why does a cargo tk go under vaccum..? i answered him dat a unloaded ship experiences dis coz IG wud contract wid d decrease in temperature. (4). foam arrangement for engine room ffs.. wat is composition of foam. wat wud u do if der is a fire &der is a personnel injured lying dwn in engine room.. wud u flood d e/r wid foam? fn4: (1). if start air valve leaky &u r in port, wil d air leak into d cyl..? assert ur answer wid a diagram.. (2).boiler water test wid all d chemical names &values listed.. fn 5: (1). types of starters. explain star delta type.. do dc motors use starters? (2). wer r synchronous motors used on ship..? (3). thermistor characteristics., wat naterial is it made of..? fn 6: (1). drydock checks bfor flooding.. (2). boiler safety v/v lift..? setting of safety v/v how is it done..? accumulation of pressure how it is done..? chief surveyor spoke to me and announced d result.. i cleared fn5..
ORALs on : 11/07/11 By : Jain and Datta Fun 3: 1.Draw Co2 system & explain ? cross Q: filling ratio of co2 bottle & pressure? 2. collision bulkhead requirements ? C/Q: he asked me y lenght is 5%L and not more then 8% L ? what if collision b/h is 18% L of ship ? : I dint know 3. ISM explain ? 4. Marpol explain ?
Fun 4B& Fun 6: 1. how bedplate of M.E is attached to tank top ? 2. how do u overhaul fuel injector of Generator : he wants step wise discription ? 3. wat all inspection is carried out on main bearing when U remove it ? 4. how is tappet clearance of generator is taken ? y is it required ? 5. draw and explain refer plant ? also explain how charging is carried out ? explain how is air is purged out of system ? 6. If a generator is not started for a long time say 6mnths wat all measures u take while starting and what if U find no voltage is building up ? I said residual magnitism and all .. then he asked me how that is restored ? I told about flashing off procedure he was satisfied with it . 7. Draw starting air line diagram and explain ? orals @1030 by pujniya Mr.&@#$%*#^ trassi...11/08/ 1)which type of ships hav u done(i dint knew this`ll be the only ques to which i`ll answer confidently) fn 3-1)what type of tanker u were on(type 2)...gud nw draw a cross section of a gas carrier tank & show the bottom & side requirements (b/5 or 11.5 for side & b/15 or 2m which ever is lesser & in no case less than 760 mm) 2)EEDI-wanted some regulation but accepted the full form & some general gyaan 3)wat r parcel tankrs & hw many manifolds do i require on either side if i want to carry 30 grades of oil(parcel tankers carry different grades of oil as parcels,cudn`t answer venting arrangement, & 4 thirty grades u require 30 manifolds with seperate lines) hav u seen a ship wit 30 manifolds (we generally do nt carry 30 grades of oil)... 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 water paddin done for two products; carbon disulphide and phosphorous 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...
1.ship is additionally strengthened at stern for stresses due to drydockin. 2.it is easy to align the center line of ship with the centre line of the keel blocks if started docking from aft. 3.to limit the value of ' P ' force 4. and hence to limit the vitual loss of GM 5.when the ship is docked, it is in ballast ( since it is recommended and hull is built to take the stresses during docking) and when ship is completely ba llast it will be trim by stern m/c spaces at aft.....do correct me.... ship is strengthened at fwd as well as well aft...like for pounding region......and alignong can be done from either of the end...i.e first rest one part that may be either fwd or aft and then start pumping out the water while maintainin d centre line......also wen d ship is being docked additional side shores are used....to prevent coming off the centre line ...full ship is docked simultaneously this wud be dif ficult and will require large no. of manpower to carry out side shores business
orals at dg shipping 1600 hrs mr trassi and gadkar 2nd attempt (4b&6) oral gone in two phase first mr trassi called everybody one by one in side.. 4b&6 1.asked what kind of ships u hve worked then engine worked -i said sulzer rta , man B&W...... 2.asked me to draw sulzer rta air starting valve cross sectional view -i just draw [a very rough diagram] what ever i could remember from.....he asked me r u sure there is spring. i said yes...asked hw much is the pilot air pressure i said 30 bar he said 7 bar but i insisted its 30 bar only.he asked me do u hve any prove like u carrying any book or maneovering diagram .....i said no sir but it was taught by mr jain in ime its 30 ba only ...here discussion over.. 3.asked me what are the internel fittings inside the boiler
-vertex inhibiter{a big no for this} ,stem dry pipe,baffle plates wash plate then he asked hw steam dry pipe works i sail its spiral one as stem passes through this water due to inertia hits the suface and from there water is removed 4.how to remove broken stud (his patent question) 5.how motor is for for winch used i said hydraulic motor then asked detailes of motor working -i drew motor and shown him but he was asking hw it will rotate i exolained him its reverse if hydraulic pump with axial pistons and all asked how oil goes in and comes out..he asked me how it is revesed i said dirction controlled valve at lever .. 6.brake lining material i sail hard neoprene rubber as seen before on face book he said no ..i said brass then again big no.. 7.type of thread taps and dies dies i answere bsa bsf bsp ba metric all i read in older post said everything but he did not lokk satisfied said i want what thred used in e/r i said they all are metric only 8.asked me abt scheduled 40 and 80 pipe now first round was over mr gadkar called i went inside all question came out like rapid fire along with lot of cross questiong...... -ur piston running hot hw u identify which one what action as 2nd engineer i saild check the parameters of unit like piston cooling oil,jaket water temeperature inform bridge slowdown incresed lubrication for that unit -hw to increse i saild there r 3 positions for mech lubcater put it t max hw it will work i said eccentric shaft incresing effective stroke .scheduled pipe how u defined them i explained abt there perticular outside dia dif wall thicness hence pr varies as schedule changes.ur pump say not dveloping pr what u check i said filter suctn line holed filter chock gasket broken then wearing clearence .asked me to draw where u get wear ring clearence darwn as given in sawanth notes
07/07/2011 @ 1545 hrs . Mr Mehrotra and Mr. Mukherjee (1 st attempt) I had Motor and Steam dual.( fn 3,4,5,6) Func 3: STCW ammendments. Competency tables for class 2 exams, table A-III/1 Minimum standards for Electro technical officers. Relation between Column 1 and 4 of competency tables. Explanation of column 3. Total no of functions onboard and the common function for all. Difference between Article and regulation. VOC management Plan. Diff between STCW 78/95/2010. CSR, ESP, CAS Lifeboat on load and off load release.Diagram. Defnition of function. Qualitative & quantitative RA, expalin about IBC cetrificate and Annexe 2 Marpol cert. Diff between the two and combined certificate if possible. Lifeboat material, procedure of crack repair, and contents of repair kit. IBC and IGC codes. MARPOL and ISM new ammendments. Most answers that ABhishek in his previous post gave n mine were similar, so i wont type them again!!! Function 4 ( motor and general) and Fn 6, combined: Last engine specs/ nomenclature. Cyl LO consumtion / day. Fuel pump timings in both MAN and Sulzer. Difference in main brg securing in MAN and Sulzer. Methods of reversing in both. Tie rods- function and in which type of engine they are closer, methods of tightening. Pinching screws- why there, position and arrangement. Path of LO for crosshead lub in MAN and Sulzer, LO pressures and why such a huge difference in them. Type of bearing in Xhead. Materials of C/S, liner, Pistons (2S and 4S) A-frames, Tailshaft with C %. MS and CI C % and properties...Graph... Catalytic cracking , cat fines and problems, remedies. Clover leafing and reverse clover leafing. Screw pump, gear pump differences and diagrams. Types of centrifugal pumps and applications. Air extraction sys for volute casing pumps. Incinerator operation and safeties, wot all u cant burn. CMS, PMS, breakdown maintenance. 1 example of CMS in detail. PMS sys on board and diff between 4/E and 2/E login. ALCAP operation, diff between clarifier and purifier. Pump used for telemotor on W/H sketch and explain Heleshaw pump. Liner cracked- how to identify, removal procedure and precautions before fitting back new one. FWG on motor ships and evaporator on Steam ships. Differences , maintenance on each... Hard and soft scale. Mechanism of chemical treatment. Function 4 ( steam)
Last boiler and turbine specs. What are cross compounded turbines. No. of stages and types of compounding on last ship. Windage loss %age in astern turbine wen goin Ahd. Mechanical and chemical deaeration. construction of deaerator. DC heaters and deaertor difference, if any? Boiler tests- typical value. Graph of Co-ordinated Phosphate treatment v/s pH abd significance of "comfort zone" Excess of Hydrazine-- problems... Material of turbine rotor, blades, superheater tubes and generating tubes. Diag of boiler on ur ship n arrngmnt of superheater. Hw many bleeds, pressures and consumers. Significance of water/steam ration inside tubes in water tube boiler. Diff between safety and relief valve. Boiler priming, panting.. refractory spalling, slagging and repair. Safety features of LNG boil off gas in E/R. Steam/ steam generators and advantages. Type of gearing on ur ship, hw LP and HP turbines at diff rpms give 1 speed to the shaft. Draw a gear teeth profile and label. Any major breakdown --case history... told about Main condenser opening and mechanical cleaning due to failure of MGPS...he ws quite satisfied. Diff in LO piping and spray arrngmnts for gearbox in earlier times and now. Fn 5: Brushless alternator- sketch and describe. Types of fuses. megger- principal and operation. precautions before megger testing of an equipment.Which motors other than IM used on board and where. Battery room safeties. Construction and working of maintenance free batteries. Pump room lighting special-how? SCR- characterisitcis on graph and where used 2 elemnt, 3 element water lvl control diag in boiler. control diagram for ACC. How the two are inter-related on auxy boilers on motor ships and main boilers on Steam ships.... Orals on 12th july 2011, went @1000 hrs,were told 2 wait till 1200 hrs,were sent to dgs. internal was GADKAR and external:Mr>Jyotindra.Trassi....till 15:30 hrs no signs of any viva...trassi came @15:30....i was the 1st 2 g o trassi's questions 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 wat wat wat
is reserve bouyancy. metacentre. is bouyancy,centre of bouyancy 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? 17)how to open double bottom plug, wat type of tool? 18) wat type of tanker u worked and wat ur carrying/ Honing Honing becomes desirable, when rings and liners are suffering from scuffing. In such cases, the first priority is to find and eliminate the reason for the scuffing. After this is accomplished, the question whether to recondition the liners has to be solved. Recent development in tool design resulted in honing tools, which make it possible to hone large liners (including the 90 bore types) while they are still installed in the engine. The head of the honing device c onsists of four synchronized stones. For the initial honing diamond stones are used to break u p the hardened surface in the scuffed areas. For the main honing very coarse and hard stones are used to produce a very desirable rough surface all over the liner. The advantage, especially for the 2-stroke engines, is possibility to save the liner after a seizure, scuf fing or blow-by or even to eliminate the ovality of the liner. Another advantage is, that it is possible to machine a rough linerwall to obtain a well oiled surface. With honing equipment, liners with a diameter of 200 mm up to 980 mm can be machined. Honing of liners of 4 -stroke engines is mostly carried out in our workshop and honing of cylinder liners of 2-stroke engines is mostly done on site in order to reduce overhaul time. PRINCIPAL DATA MAN B&W S46 ME-B MAN Diesel has enhanced its electronic, low-speed, ME-B engine programme with the launch of the MAN B&W S46- and S60ME-B type engines. These add to the existing MAN B&W S35ME-B and S40ME-B engines that were introduced in mid-2006, and the S50ME-B that was introduced in early 2007. PRINCIPAL DATA MAN B&W S46 ME-B Bore mm 460 Stroke mm 1,932 Stroke/bore ratio 4.20 MEP* bar 20 Speed* rpm 129
Mean piston speed* m/s 8.31 Power* kW/cyl 1,380 SFOC* g/kWh 173 MAN B&W S60ME-B Bore mm 600 Stroke mm 2,400 Stroke/bore ratio 4.00 MEP* bar 20 Speed* rpm 105
Mean piston speed* m/s 8.40 Power* kW/cyl 2,380 SFOC* g/kWh 169 The ME-B design is based on the experience gathered from MAN Diesel’s existing engine ranges, among the most popular engines available on today’ s market with a combined total of over 3,000 engines in service. The economical ME-B design utilises a camshaft-operated exhaust valve and an electronically controlled fuel-injection system. In addition, the physical dimensions of the S46- and S60ME-B bedplates are identical to those of their MC-C and ME-C equivalents, greatly facilitating installation of the new technology with the same footprint if required. Electronic fuel injection makes the new ME-B engines well-equipped to meet the new Tier 2 emission requirements, and is an efficient way of managing current environmental-emission requirements. As with the larger MAN B&W ME-engines, the Alpha Lubricator comes as standard with all engines, ensuring a very low, cylinder lubricating- oil consumption as the advanced, electronic, user-friendly interface allows precise adjustment. Market reception for the ME-B series has been very positive to date with a significant 88 orders already received. The first ME-B engine was built in December 2007 by STX Heavy Industries Co., Ltd. at its Changwon works in Korea. The 6S40ME-B delivers 6,810 kW at 146 rpm with an MEP of 21 bar and, on account of its excellent performance, MAN Diesel decided to extend the ME-B concept to the S46- and S60 segments. With the launch of the new engines, the entire ME-B programme now boasts a total output range from 4,350 kW to 19,040. Ole Grøne, Senior Vice President, MAN Diesel Promotion and Sales, commented: “The ME-B series has been an outstanding success since its inception and orders have exceeded even our own, optimistic expectations. The ME-B range fills a gap in the modern prime-mover market and, with the introduction of the S46- and S60ME-B units, MAN Diesel’s latest engine family now has an even broader appeal.” In summary, the ME-B series offers optimal engine performance in powerful, economic and future-oriented diesel engines, ensuring that they will remain market leaders for decades to come. Based on well-proven diesel technology, the ME-B series provides engines geared to market requirements for: electronic fuelinjection control reliability longer time between overhauls better vessel manoeuvrability very low life-cycle costs. electronic fuel-injection control reliability longer time between overhauls better vessel manoeuvrability very low life-cycle costs MEB I am sharing data I have about ME_B engine.. 7S80ME-B/C/GI7 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 B ORE 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...
11th july 2011 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?? 3. application of self starting synchronous motor? gadakar....
2.wt u will do if piston running hot?? 2. maint. on stp? 3. drw mechanical seal which part of seal will prevent leak from shaft? 4. diff btn high lift safety valve and improved high lift draw? and explain 5. how u will cut off the unit?? oral @ Old mmd on 5/7/11... by Mr. Trassi sorry i am late guys.... 1. what is intact stability. 2. why to keep trim by astern while entering drydock. 3. what is AFS convention...complete 4. Draw exhaust manifold bellow in SMC engine. 5. which engine comes after SMC n before MC-C 6. maintenance on Feed water controller in Boiler. 7. diff. bet. auxiliary steering n emc'y steering. 8. hyper mist system - complete...convention n everything 9. diff. bet. fuses and overload relay 10. how electricity produced onboard. - including all the parts of rotar n stator 11. what is the setting for overload relay. 12.what is TEU n FEU's in container ships - as i did containers as well. if ill recollect more then will post soon. 7/7/2011 : @ 17:45HRS... MR D.MEHROTRA AND MR MUKHERJEE ( MINE 2ND ATTEMPT) FUNC 3: WHAT R THE LATEST MANILA STCW AMMENDMENTS..? ANS :EXPLAINED ALL THE AMMENDENTS.. EXPLAIN STCW CHAPTER 3 REGULATION AIII/1 AND AIII/2 COLUMN WISE ? ANS: COLUMN 1: COMPETENCE,COLUMN 2: KNOWLEDGE,UNDERSTANDING AND PROFICIENCY, COLUMN 3: METHODS FOR DEMONSTRATING COMPETENCE, COLUMN 4 : CRITERIA FOR EVALUATING COMPETENCE EXPLAIN COLUMN 3..? ANS: FOUR CATEGORY 1) ASSESSMENT THROUGH EXAMINATION.,2)ASSESMENT THROUGH TRAING SHIP,3) ASSESSMENT THROGH SIMULATOR TRAING.,4.) TRAINING IN LABORATORY WHAT IS THE DIFFERENCE IN COLUMN 4 AND COLUMN 1..? ANS : COLUMN 4 EXPLAINS FOR MINIMUM CRITERIA TO BE FIT 4R SECOND ENGINEER...IT CAN BE HIGHER BT NT LOWER THAN THAT... WHAT IS AIII/1 AIII/2 ..? ANS : AIII/1 IS FOR OPERATIONAL LEVEL AND AIII/2 FOR MANAGEMENT LEVEL... WHAT IS NEW THING ADDED IN AIII/1 AND AIII/2 ? ANS : AIII/1 -LEADERSHIP AND TEAM WORK... AND AIII/2 -LEADERSHIP AND MANAGEMENT HOW MANY STANDARD OF COMPETENCE ARE THER..? ANS : 1.) NAVIGATION 2.) CARGO HANDLING AND STOWAGE 3.) CONTROL AND OPERATION OF SHIP AND CARE OF PERSONS ONBOARD AT
OPERATIONAL/MANAGEMENT LEVEL 4A) HEAT ENGINES,APPLIED MECHANICS,ENGINEERING DRAWING 4B) MARINE ENGINEERING AT OPERATIONAL/MANAGEMENT LEVEL 5) ELECTRICAL ELECTRONIC AND CONTROL ENGINEERING AT OPERATIONAL/MANAGEMENT LEVEL 6)MAINTAINANCE AND REPAIR AT OPERATIONAL /MANAGEMENT LEVEL 7.) RADIOCOMMUNICATION WHICH IS THE COMMON FUNCTION FOR DECK AND ENGINE..? ANS: FUNC 3 MATERIAL OF LIFEBOAT ? ANS : GRP ( GLASS REINFORCED PLASTIC) HOW TO RECTIFY CRACK ON LIFE BOAT ? ANS : THRU REPAIR KIT ,INTER WOOVEN FABRIC,RESINS,HARDNER... ONLOAD RELESE MECHANISM FR LIFEBOAT ? AT A HEIGHT OF 1MTR ABOVE WTR AND LOAD ON FALLS...HE ASKED CAN U RELEASE IT MANUALLY ..... I SAID YES WHT IS IBC CODE...? ANS : INTERNATIONAL CODE 4R THE CONSTRUCTION & EQUIPMENTOF SHIPS CARRYING DANGEROUS CHEMICALS IN BULK WHAT CERTIFICATE IS ISSUED UNDER IBC CODE ? ANS :FITNESS CERTIFICATE FOR CARRYING DANGEROUS CHEMICALS IN BULK.. WHAT IS DIFF BETWEEN FITNESS CERTFICATE AND NLS CERTIFICATE..? ANS : I BLUFFED NY DAMN BULLSHIT THEN HE SAID DONT GO 4R LECTURE...SAY U KNOW OR DONT...HEHEHEHEHEHEH...I SAID NO... HE EXPLAINED ME BT BOUNCER GAYA...BECOZ HE IS 75 PLUS...SARE DAANTH GIRE HUE...AND HIS TYPICAL ENGOBENGOLI ACCENT BT KUCH SAMAJ NAI AAYA I JUST SHAKE MY HEAD AND SAID OKK FUNC 6 ALL LOLLYPOP QUESTIONS WHT IS PLANNED MAINTAINANCE? WHT IS CONDITION MONITORING SYSTEM? WHT IS BREK DOWN MAINTAINANCE..? WHT MAINTAINANCE U DO ON FWG ...?
MAN Variable Turbine Area (VTA) VTA system consists of a nozzle ring equipped with adjust able vanes which optionally replace the fxed-vane nozzle rings in MAN Diesel & Turbo’s standard TCA and TCR turbochargers. 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 engine’s load and speed range. The result is reduced specifc fuel consumption, reduced emissions HC and CO2 and improved engine response. Benefts of VTA Up to 5g/kWh lower fuel consumption Lower soot and smoke emission Lower CO2 emissions Lower particle emissions Suitable for TCA and TCR turbochar orals on 7th (fn 3,5,6) taken by bakral n gadkar....... fn 3... bakral aksd his patent questions... wht is mnc? defn of nc interim doc. what is doc. validity of interim doc n smc cert.
i explained himm the entire process... frm the interim doc to the smc.. just as given in the theory notes... fn 5.. what is singlephasing. means to detect single phasng concequencs of single phasing. info exchanged by shore n ship regardiing power supply during drydock.. msb n esb safeties frm outside.. how do you do the load test for a newly wound alternator... i thought he was asking for the overload test.. n went n explained him the relay...injection of signal...but he wantd to kno how to test the source of the power, whethr it will be able to bear the overload...he said something abt load banks...these r loads ( lke a capacitor banks) whic r attached to the alt o/p in order to load it up. fn 6... o'haul of kinghorn valve.... i diiiidnt know wht a king horn valve was....later i foun out ... its the suctn/disc v/v of compr.... routine maintenance of sewage treatment plant... answerted him...air filter n oil replacement of blower, belt tension, periodical backfludsh..chlorine tablets dosing..he aked me wht the chlorine tablets r made
of...well i dint kno that either.. refg compressor shortcycling. On 14/07/11...Mot & Stm Fn 3: As I sailed on LNG...all question were predominated by the same LNG tank boils off rate...(0.15% of cargo carried) difference btw moss and membrane tanks Tank construction...wrt leakage of any membrane why no reliq in steam ships...conceptual design?????? ballast water mangt...why not in marpol... wt is flow thru sys wrt BWM Fn 4: Abbreviation of MAN engine... Fuel p/p in electronic engines... Exh v/v actuator on ME engines Ahead/Astern on ME engines T/C removal on same engine....wt precautions... Steam orals: Boiler Heat transfer distribution...in furnace, spht tubes, gen tubes, other tubes, eco tubes, uptake......% distribution Effect of increased FW flow rate on ECO O/L temp and STC O/L temp Adv/Disadv of injecting hydrazine in crossover pipe... ..why not practically done??? Will regen condenser reduce the O2 in the system...how???? Fn 5: T/G governor operation.....reg stm v/v design??? T/G expansion arrangements???? How pf of ship's electrical system can be improved??.... ...... ......... 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 bakral in dgs
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 gadkar and trassi 5/ 7 / 2011 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 winch brake lining made from non asbestos fiber, brass and resin. high flexibility, good wear rate, stable friction coefficient and without any environment pollution. trassi
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? 7. types of floor,with diagrams and explain f: 4b 1.engine specs for last 2 ships 2. type and make of your d/g 3.turbo generator trips and how do you simulate 4 how is boiler producing steam for t/g at ports and at sea , make up valve function. 5. why MEB series , with specs f :5 1.oc and sc tests of 3 phase motor ,with values 2.navigtaion lights and their alarm 3.pump room light specs and their ovl. 4.what is special abt pump room lights 5.if navigation light panel alram comes what do you do in the night time . f:6 1. difference between gear and screw pumps 2. types of dies and taps , only ship specific ,with no nonsense type 3. freon bottle thread sizes 4. how do you charge refrigerent in compressor 5.coupling thread size for charging of adapter. 6. bottle color coding on ships 7. db tank bottom plug thread size orals on 06/07/11 bakral and dutta fun 4 turbocharging and supercharging method of securing bearing in sulzer air bottle corrosion, what to do boiler water treatment fun 3 ism in detail isps in detail bulkhead stool checks in drydock before flooding fun 5 avr and its working with diag shore supply checks emergency generator requirements
types of motors. fun 6 furnace bulging and wat repairs to be done boiler survey latest rule types of pressure vessels Old MMD, Ext: Bakraal, Int: Dutta. Fn3: Types of Anchor Anchor chains, What is Kenter shackle? Draw it. ISM code, Diff b/w convention & code ISPS applicable to which ships (NA to 300 GT Coastal V/Ls) Frequency of DD, Under which Solas Ch. it is mentioned. Method of anode attachment to hull Wt. of sacrificial anodes;( It depends on the wetted surface area to be covered; Mentioned that its around 50 kgs for Zn anodes used for ICCP, he wanted wt of sacrificial Zn anodes ) How r SC gratings attached to hull? ( Told him that CSK screws r used, but he wanted the locking arrangement) Final checks to be carried out prior flooding in DD. Types of bulkheads. How r corrugated blkhds connected to the hull in a bulk carrier Fn 4b: 1st order/ 2nd order Moment Compensators location, use. (location found in chain drive arrangement, Purpose is to balance moments caused due to rotating masses and thereby assist in dynamic balancing of the engine. How can one increase pressure ratio of a T/C? (mentioned regarding variable geometry turbine blades, Asked its function, told regarding the nozzle ring angle 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. ) 06/07/11: 08:30 old mmd : dutta alone f:3 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....
Don't know the name of internal external was dhar 04/jul/2011 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.
tambekar 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 Intact stability 1 Every oil tanker of 5,000 tonnes deadweight and above delivered on or after 1 February 2002, as defined in regulation 1.28.7, shall comply with the int act stability criteria specified in paragraphs 1.1 and 1.2 of this regulation, as appropriate, for any operating draught under the worst possible conditions of cargo and ballast loading, consistent with good operational practice, including intermediate stages of liquid transfer operations. Under all conditions the ballast tanks shall be assumed slack. .1 In port, the initial metacentric height GMo, corrected f or the free surface measured at 0° heel, shall be not less than 0.15 m; .2 At sea, the following criteria shall be applicable: MEPC 52/24/Add.2 ANNEX 2 Page 52 I:\MEPC\52\24-Add-2.doc .1 the area under the righting lever curve (GZ curve) shall be not less than 0.055 m.rad up to θ = 30º angle of heel and not less than 0.09 m.rad up to θ = 40º or other angle of flooding θf * if this angle is less than 40º Additionally, the area under the righting lever curve (GZ curve) between the angles of heel of 30º and 40º or between 30º and θf, if this angle is less than 40º, shall be not less than 0.03 m.rad; .2 the righting lever GZ shall be at least 0.20 m at an angle of heel equal to or greater than 30º; .3 the maximum righting arm shall occur at an angle of heel preferably exceeding 30º but not less than 25º; and .4 the initial metacentric height GMo, corrected for free surface measured at 0º heel, shall be not less than 0.15 m. datar 1st jully, f4 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?
04/07/2011 orals @ DGS Trassi Gadkar this was my 2nd attempt Fn 4b Types of ships sailed on (crude oil tankers). Latest engine on crude oil tankers. MAN B&W GME-B.asked about its stoke bore ratio MEP SFOC. Type of auxiliary engine.Daihatsu 6 DL-22.asked me does it have a telescopic pipe for piston cooling. Piston ring for main engines material and coatings. Profile of top piston ring and of the other rings. how is plasma coating done on the rings.. Dynamic OWS? what is the ppm of oil it can deliver. Fn 5 Relief valve and N/R valve symbol in hydraulic circuit? Ward leonard system explain? Types of meters u find with the electrical officer How to remove HRC fuse from the switchboard? What will happen to current in a step up transformer? Fn 6 Why is the vessel trimmed by aft when u enter drydock? Ref. bottle types of thread for the adapter and types of threads found in the engine room for taps and dies and in general? Reamer? Where is it used? how to us e? how to carry out welding on a rudder? He told me to wait outside...after all orals were over Gadkar called us one by one and started again What type of steering gear u had on ur ship. what is auxiliary steering gear? did u have auxiliary steering gear on ur ship? steering gear regulations? how to carry out maintenance on a circuit breaker.how to isolate and remove it out? then he again started where trassi left off. Threads?? types of threads on b oard? types of taps and dies? how will u select taps and dies? reamer? types? Where it is used and how to use? if i there is a hole of a certain dimension then wat should be the size of th e tap? what checks to carry out on tie rods? where r pinching screws located? how to carry out tightening? Answers that i gave: Latest engine is GME-B with stroke bore ratio 4.65 MEP-21, RPM-67, SFOC-around 120gm/bhp.hr 6 DL-22 does not have a telescopic pipe. Coatings plasma coating, tungsten, carbide, ceramic, alu coat, chromium(mentioned in aranha) for plasma coating chk aranha pg 42 regarding profile of the piston rings..its mentioned in the same page.top ring CPR(lap joint) and rest all oblique. Dynamic OWS...Told about the alfa laval centrifuge type separator..regarding ppm told him that it can give upto 0 ppm..(it has been given a 5 ppm certificate) Types of meters i told him megger, multimeter,clampmeter,tester..he asked only these?? Ward leonard system i messed up with the diag..cudnt recollect it.. refer bottle types of threads..he dosent seem to accept anything. told him SAE BSP..Wrong...i told him tht i have been asking this question to several seniors and this is wat i came up with..why dont u tell me the answer? he said "u should contact unitor! Seniors Clear and forget everything..." Reamer told him what it is..in uses told f or main engine and a/e holding down bolts...but he asked where else? welding on rudder--slot welding.
orals @1000 hrs old mmd dutta/ trassi 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.
oral date 30/06/11 surveyor - gadkar 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 -types of sheer strakes -prismatic coefficint, bluock coeffiecient -scotch boiler-type of corrugations -tie bolts and struts -types of hatch covers -% wear allowed in anchor chain cable WE ALLOBSERVED..IF YOU ANSWERED CONFINDENTLY HE WOULD NOT DIG FUTHER, BUT IF YOU HESITATED LITTLE, HE WOULD DIG N DIG TILL U BREAK. GOOD LUYCK ALL TO U GUYS..HOPE YOUALL DONT MEET THE SAME FATE AS US
Oral by Datta old MMD 0900 27 JUNE 1.where r friction pads used onboard. friction pads how will u remove? I said for purifier? R they used there? Said yes. Ok tell then. Explained everything till box up. 2. how overhaul AE t/c? explained everything right from dismantling and taking to workshop and renewing bushes and clearances taking and fitting back.. 3. cross question k value? Axial and radial clearances? Procedure to take clearances? Precautions before removing compressor (blower)? Blower material? 4. difference between welding brazing? Explained all points temperatures of both, parent metal fusing in welding and not in brazing etc…. strength more of which , pre and post treatment needed for welded ones and not for b razing, full annealing etc…. 5. latest solas and marpol ?. explained all the points Around 25-30 minutes over. He asked me to wait outside for some w ork of his. Turned back after 15-20 minutes. And continued 6. how is forward of a ship strengthened ? explained all from eyeres and reeds , shell thickness in panting pounding region, solid floor and frame spacing , bulbous bow, stringers and spacings of each and every item …… seemed satisfied 7. draw lo diagram of 6s50mc , mention all pressures at various points. Said pressures r wrong and was upset 8. how will u order hack saw blades ? course teeth fine teeth? Inches mm? blade material? 9. what is lh electrode? How u do stainless steel weldng? C.i. welding? Electrode material? Took oral for another 25-30 minutes Cleared fn 3 and 6 01/07/2011 function 5 internal surveyor - gadkar ext surveyor - datar {all questions are asked by datar sir only} ` 1 working of shaft generator 2 working of single phase induction motor 3 what is IP?? ingress protection what is IP rating for deck motors,engine room motors, alternator and submersible motors 4 how 2 achieve speed control in a big motors in ships?? ans:VFD 5 what is single phasing?? what s protection provided?? 6 what s d consequences of increase or decrease in air gap in an alternator?? all questions wer simple and he was xpecting single line answers..... so guys all d best for ur xms
sps complete ism+amendments
orb codes, psc inspections in detail, various dates regarding solas/marpol nox tier 2+ exhaust gas cleaning sys explain ig system explain collisionbhd+bhd stool diagram (GOD WHEN WILL SAFETY QUESTIONING END???) fUNC4B ccai? its significance? ccr? significance? piston ring coatings 2s,4s? checks after chain tightening? liner glazing? action? dIFFERENCE MAN/SULZER XHD SMC-C AND SMC DIFFERENCE sulzer/manbnw lubrication system yanmar/your aux engine detailed explaination.. (SOME MORE QUESTIONS WERE ASKED.. WILL POST IF I CAN RECALL THEM..
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 h e started cros questioning, how does pilling occurs : I sai d 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 sequence…he 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?
Lifeboat release and retrieval systems – On-load release mechanism Accidents with on load release lifeboat hooks not functioning properly have been a major concern for the shipping industry for the last 15 years. At this meeting the Committee adopted the following amendments and supporting documents: Amendments to the 1974 SOLAS Convention A new Regulation III/1.5 entering into force 1 July 2014 requires that for all ships, lifeboat on-load release mechanism shall meet new requirements of the amended LSA Code not later than the first scheduled dry-docking after 1 July 2014, but not later than 1 July 2019. Amendments to the LSA Code Revised Chapter IV on design criteria of lifeboat release gear mechanism will enter into force 1 January 2013. Three of the subparagraphs will also apply to existing ships, i.e. criteria of hook stability, locking devices and hydrostatic interlock (if provided).
Ammendments of solas latest is no asbestos,ecdis bnwas mandatory, msds compulsory , imsbc code to replace bc code.
classification of lpg ships,difference between their tank structure,material of tank,pressure. -purpose of ig filling in interbarrier space. -solas chapter twelve additional safety for bulk carriers. -what is continuous structure, tank top or bulkhead. - minimum bulkhead required for container ship. -ism code -psc inspection -annexe vi amendments.can you measure nox emission on board. -regulation for pumping bilges through OWS.
FUNCTION-4B -latest development in diesel engines. -what is liner glazing. where it is more(in 2-stroke or 4-stroke). and why? -running in period.total running in period required for 2-stroke. -Is 4-stroke engine required running in period?(Ans-no).but why? -fuel oil specification(BDN details along with percentage) -piston rings coating in 2-stroke & 4-stroke. -FUNCTION-6 -action on OMD alarm -procedure for checking fuel p/p timing.(both b&w and sulzar) -duty of second engineer. -keyless propeller fitting back in dry dock.reason for matching mark on propeller with engine. -alfa lubricator.mechanical lubricator.can cylinder oil neutralise acid formation.if no what is the remedy for it. -crank shaft deflection.plot graph and interpret it.how you come to know that c/s is overhang and not sitted properly? -cross head bearing inspection? after fitted back found clearance is excessive,would you run engine with excessive clearance? FUNCTION-5 -shaft generator.coupled with M/E,how to maintain the frequency. -if ac motor is installed for electric propulsion then how will you controlled rpm? -single phase induction motor. -what is IP? if generator has IP 23 then what it denotes. -if air gap in alternator is not uniform,what will be the consequences(electrical,not interested in mechanical) -reverse power trip -types of insulation. and what it denotes. -i cleared function 3&5. 4b 1. What is mean piston speed. Significance of MPS and wats d values for high, medium and low speed engines 2. What additive is added is a lube oil which due to which lubrication takes place. 3. What r jack bolts. Advantages. r they straight or inclined...at wat angle. 4.explain full bore safety valve F3 1. ISPS under which chapter of solas .why do we sign declaration of security. 2. Why DOC is issued to a company 3. What is balanced rudder.abt wat axis it turns 4. How cargo hatches r strenghened in a bulk carrier. F5 1. What safety precautions will u take while tightening d tie rods. 2. Boiler furnace bulging.wat repair will u carry out. 3.s.w contamination of m/e crankcase wat action u will take. What are the physical and chemical changes in oil aprt from milky appearance F6 1. What is power factor.how to improve it 2.what is commutation. 3.draw electronic circuit diagram for echo sounder...i was shocked...he den said ok den draw ships log....still shocked den he said ok den draw for OMD.... 4. Bridge nav lighting diagram.
ICCP Systems work by taking the ship’s power, converting it using as a transformer rectifier unit into direct cu rrent and impressing this on to the hull thro ugh 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. ICCP Systems are generally self-regulating using a feedback control system. This is done by positioning suitable Reference Electrodes at various points on the structure to measure the potential of the structure at those points. By comparing the measured potential with the desired non-corroding structure potential, the control unit of the ICCP System determines whether the current feed to the hull through the anodes should be increased, decreased or maintained. The objective is to ensure that the potential of the structure as measured by the Reference Electrodes is as close to the desired protection potential as possible
Orals on 29th june:- Mr. Datta 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 D EPRESSURIZING, ALL INTERNAL, EXTERNAL AND MOUNTINGS SURVEY. 6. HOW FREQUENTLY U WILL SEND A UX.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. 4. REGARDING REVERSING, I TOLD HIM ABOUT F UEL CAM AND STARTNG AIR DISTRIBUTOR CAM REVERSAL. THEN HE ASKED HOW CAM WILL ROTATE, MAINLY HE WANTS TO LISTEN ABOUT SERVO MOTOR AND LOST MOTION CLUTCH. 5. BOILER SURVEY IS NICELY COVERED IN ABDUL HAMID AND SAIF TOLE NOTES. THEN HE ASKED ME HOW WILL U MEASURE SAFETY V/V BODY THICKNESS MEASUREMENT, I TOLD HIM ABOUT THICKNESS GAUGING. 6. SHORE ANALYSIS- 6 MONTHLY, ONBOARD TEST- MONTHLY. IN SHORE ANALYSIS, SPECTROGRAPHY AND FERROGRAPHY ANALYSIS. ASKED WHAT WILL U FIND IN IT- B ASICALLY OIL CONTAMINATION BY METAL PARTICLES, BRG MATERIAL IN LO SAMPLE, WHICH ALL WILL INDICATE WEAR DOWN OF DIFF, ENGINE COMPONENTS. THEN FOR ONBOARD TEST- TBN TEST, WATER CONTENT TEST AND VISCOSITY TEST. HE ASKED VALUES- 30-40TBN, VISCOSITY BY FLOW STICK METHOD, 0.2% vol./vol. WATER AND INSOLUBLES 0.1% m/m SOME MORE PATENT QS OF MR. BAKHRAL- C'SHAFT DEFLECTION IN DETAIL ALONGWITH INTERPRETETION OF DEFLECTION RDG GRAPH, SULZER RTA FUEL P/P TIMING, AUX BOILER SURVEY, POWER BALANCING OF MAIN ENGINE. f-3 1.what is bulk carrier stability reqiurement? that is chapt-12 of solas....explained nicely. 2.wht type of life-boat was there on ur ship?(enclosed type--wht fire fighting arrangement provided on it?explain.......),lowering procedure........ if u r at fwd...side of ship n there is a fire, such that u can can not come aft wht will u do? 3. ism code amendments in detail............ 4.wht is GM ? explain.....its significance.....wht happens.....if it is more? 5.stcw......amendments. 6.SOPEP............wht was ur duty in that.........explain Master's over-riding authority related to sopep. f-4b&6 1.what type of engine u worked on? what was the bore n stroke...... 2.difference b/w 2s n 4s connecting rod bolt..............( explained but not satisfied.) 3.late ignition reasons n corrective action...........( one of d reason i told is poor fuel quality--corrective action.....some Fuel Quality Setting provided on some engine.-he wants to hear this) 4.major scvg.fire........action to be taken...( asked abt..tie-rod tightening procedure) 5.boiler wtr treatement............some cracks observed inside the boiler reasons? u have joined as 2/E while inspection u found heavy scale formation(thickness--about 30mm.........what will u do.......what possible causes u will mention in the report to the company?-----i told him so many reasons... but he wanted more n more....... 6.condensor leaking....how u will detect leaky tubes n renewal? whts d material for tubes........ 7.dry dock.....what inspectins n checks u will carry out on rudder..wht is pintel n what material..is used?
1) average weight of a person 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
24th June 2011 DGS 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 dos is declarartion of security and it cums under chp 5 of isps .there r five cases when a dos can be requested by a ship: 1) if the ship is operatin at a higher security level than the port2) if the contractin govt has a treaty with other contracting govts for a particular voyage n for the particular type of ships 3) if there has been a security threat or security incident involvin the ship or port facility 4) shiip is at a port not req to have & implement an approved port facility security plan 5)ship is conducting isps activities with another ship not reqd t o have and inpmlement approved plan isps applies to coastal vessels of 300 grt n above n fg vessels of 500grt n then passenger ships including high speed cfrafts n mobile offshore drilling units
The IP rating normally has two (or three) numbers:
1. 2. 3.
Protection from solid objects or materials Protection from liquids (water) Protection against mechanical impacts (commonly omitted, the third number is not a part of IEC 60529)
Example - IP Rating With the IP rating IP 54, 5 describes the level of protection from solid objects and 4 describes the level of protection from liquids. An "X" can used for one of the digits if there is only one class of protection, i.e. IPX1 which addresses protection against vertically falling drops of water e.g. condensation..
IP First number - Protection against solid objects
0
No special protection
1
Protected against solid objects up to 50 mm, e.g. accidental touch by persons hands.
2
Protected against solid objects up to 12 mm, e.g. persons fingers.
3
Protected against solid objects over 2.5 mm (tools and wires).
4
Protected against solid objects over 1 mm (tools, wires, and small wires).
5
Protected against dust limited ingress (no harmful deposit).
6
Totally protected against dust.
IP Second number - Protection against liquids
0
No protection.
1
Protection against vertically falling drops of water e.g. condensation.
2
Protection against direct sprays of water up to 15 from the vertical.
3
Protected against direct sprays of water up to 60 from the vertical.
4
Protection against water sprayed from all directions - limited ingress permitted.
5
Protected against low pressure jets of water from all directions - limited ingress.
6
Protected against temporary flooding of water, e.g. for use on ship decks - limited ingress permitted.
7
Protected against the effect of immersion between 15 cm and 1 m.
8
Protects against long periods of immersion under pressure.
o
o
IP Third number - Protection against mechanical impacts (commonly omitted, the third number is not a part of IEC 60529)
0
No protection.
1
Protects against impact of 0.225 joule (e.g. 150 g weight falling from 15 cm height).
2
Protected against impact of 0.375 joule (e.g. 250 g weight falling from 15 cm height).
3
Protected against impact of 0.5 joule (e.g. 250 g weight falling from 20 cm height).
4
Protected against impact of 2.0 joule (e.g. 500 g weight falling from 40 cm height).
5
Protected against impact of 6.0 joule (e.g. 1.5 kg weight falling from 40 cm height).
6
Protected against impact of 20.0 joule (e.g. 5 kg weight falling from 40 cm height).
datar 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 fuel lead and cam lead VIT and super VIT details main engine c/case oil tbn high reasons power balancing , what is the most important criteria liner glazing ...reasons Que) Aux. Eng. crack found at connecting rod serrations how you will repair.... please ans.... I found this in wartsila site...but whats the onboard repair method "If cracks are found in the serration area, the connecting rod will be reconditioned completely, as per Wärtsilä procedures. The cracked serration is machined off completely, until the cracks have disappeared. The machined connecting rod is preheated in the oven. Having reached the required temperature, the machined area is rebuilt with certified Wärtsilä high quality alloys, f ollowing a controlled and strict welding procedure. After welding, the rod will be stress relieved immediately. In the final step, all serrations and bores will be machined to the original dimensions. The connecting rod geometry is recorded and the connecting rod is protected against corrosion and made ready."
ORAL QESTIONS SAMPLES Differentiate between a product and crude oil tanker Product tanker: Oil tanker engaged in carrying oil other than crude oil is termed product tanker Chemical tanker: A ship constructed for the carriage in bulk of any liquid product listed in chapter 17 of IBC code (international bulk chemical code) Crude oil tanker: Any tanker used in carriage of crude oil in bulk Crude oil is any liquid hydrocarbon mixture occurring naturally in the earth whether or not treated to render it suitable for transportation How will you motivate a multinational crew Use simple English and hand symbol Respect their cultures Praise good behavior Pat on back/ Appreciation of work Provide monetary incentives Fair appraisal, promotion Use common language Food is served without discrimination Means of recreation, CD’s and magazines of their nationality Provide good working atmosphere Conduct social gathering, parties Provide equal opportunities Understand his cultural values Recognize hard work Major non conformity example and definition As per ISM code major non conformity means an identifiable deviation that poses a serious threat t o the safety of personnel, the ship, or a seri ous risk to the environment, that requires immediate corrective action, In addition lack of effective and systematic implementation of ISM code is also considered as a major non conformity.
Structural damages, Invalid certificates or documents Emergency generator cannot start Oil record book not available Non conformities raised during last internal audits are still pending Non conformity example and definition Means an observed situation, where objective evidence, indicates the non fulfillment of a specified requirement, ISM checklists incomplete, Crew not aware of companies ISM safety and environmental protection policy Responsible officers not knowing their duties as per SMS manual Crew not knowing DPA Oil record book incomplete/ not signed SOLAS latest developments / amendments. Dec 2004 Amendments, Bulk carrier safety- A new text for SOLAS chapter XII, Free fall life boat on bulk carrier Simplified VDR, S-VDR May 2005 Amendments, A revised chapter II indented to harmonize the provision on sub division and damaged stabi lity for passenger and cargo ship. Probabilistic method is being used rather than deterministic method. All ships to be provided with arrangements, equipme nts, fitting of sufficient SWL for safe conduct of towing and mooring Water level detector in cargo holds for new single hold cargo ship other than bulk carrier. Ship construction drawings to be maintained on board and ashore Mandatory company and registered owner identification number May 2006 Amendments Long range identification and tracking system (LRIT) EPIRB capable of transmitting a distress alert through polar orbiting satellite MARPOL latest developments/ amendments. Annex I Annex I rewritten Chapters segregated Reg 23 Accidental oil out flow performance Oman Sea has been designated as special area (wef 01 Jan 2007) Double hull protection for pump room(reg 22) Heavy grade oil definition changed Limitation of bunker tank capacity max to 2500 Cu m for FO tank and protective location of bunker tank (Entry in force 01 Aug 2010) South run of South Africa as special area Annex II Categorization of chemicals to X,Y,Z and IBC code Chapter 17 also changed. Removal of Special areas except Antarctic region Max residue in tank ands associated piping after discharge limited to a max of 75 ltr for X,Y,Z category of chemicals. (Entry in to force 01 Jan 07) About veg oil carriage ; Veg oil which was earlier unrestricted is now need to be carr ied in chemical tankers
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 mutual’s or clubs which provide collective self insurance each others insurance requirements. This is a non – profit making organization. ¼ th Collision liability to 3rd party Crew repatriation in case of sick person Diversion expenses for ship in cases of sick seamen What is syllabus of MEO class I as per meta manual? Knowledge of inter national legislation and regulation. Knowledge of national legislation and regulation-MS act Official log book and record keeping Charter party Marine insurance, P&I Clubs, Classification society Human relations Modern mgt principles, Conflicts, influence of human factor, Computers Ship stability Safety regulations and SOLAS ISM , Emergency preparedness. Repair management. Machinery performance testing, Inventory Management PSC, Coast guard York Antwerp rules? This is regarding General average act. What is latest in fire fighting? Water mist nozzles- hyper mist pump and nozzles in engine room, CLC convention : International convention on Civil Liability for oil pollution damage 1969. It ensures compensation to persons who suffer oil pollution damage resulting from maritime causalities in case of oil pollution. Payable by ship owner, who in turn insure themselves with P & I clubs.max limit million SDR (special Drawing Rights) FUND convention: CLC funds were not sufficient in case of large tanker pollution. And a fund was instituted to relive ship owners and additional compensation to victims. Limit 300 SDR . Fund contribution from all major oil importers above 150 million gallon. Supplementary FUND over and above FUND convention. It is a third tier protection. Limit 750 million This convention is optional and India has not ratified this. What is MS act This is a comprehensive piece of legislation passed by Indian parliament in 1958 for development of maritime activities. Merchant shipping act 1958 has been modified many times to implement the provisions of international conventions. Latest developments in tankers /MARPOL Double hull construction, Alternate design of cargo tanks CAS requirement for tankers of 15 year or more Enhanced Survey file to be maintained. Certificates of chemical tanker Fitness certificate for carriage of noxious liquid substances in bulk ( NLS Certificate) M/E breakdown in rough weather. Possibility of cutting out the effected unit
Cut out the unit as per makers instructions cut out the fuel pump and exhaust valve using cutting out arrangements- levers for SULZER exhaust valve must be closed Possibility of repairing or renewal of major spare parts Plan the job check availability of the spares Prepare to stop, engine let it cool down nad start maintenance job Take full assistance from engine and deck crew Lash the heavy parts properly Tell all crew to keep clear and themselves in safe working locations All must wear full protective gear should work carefully Leader to communicate with all Delegate nature duties and explain them in a meeting prior to starting the work Instructions to crew in safeties in dry dock. Look out for any unsafe act Fire capabilities may be reduced and efficient fire patrol to be done Dangers of fall, Protect any open removed guard rails.
What is new in annex VI North sea area has been designated as SECA wef 26 Nov 2006 What is new in MARPOL annex I, and new regulation regarding bunkering ? A new regulation 12 A added to chapter 3 – Requirement for machinery space for all ships for control and protection of bunker tanks, ie. Ships having a aggregate bunker capacity of 600 cu m or more and Order placed on or after 01 Aug 07 Keel laid 01 Aug 08 Delivered on or after 01 Aug 2010 It includes the requirements for protective location of fuel tank and performance standards accidental oil fuel flow. A max capacity limit of 2500 cu m per fuel oil tank is included What is interim SMC?
What is new in marpol annex II What is NOx technical file File maintained on board to verify the various components installed on the engine which affect the engine performance wrt NOx emission. All components replaced and maintenance carried out on these components are to be recorded in this file. There is one file for each engine with EIAPP certificate issues. When replaceing these components it is to be checked that the component replaced have the same IMO number as specified in the technical file What is the difference between hull and enhanced survey (CHS & ESP) HULL ENHANCED
Latest developments and amendments in bulk carriers. Dec 2004 Amendments : A new text for SOLAS chapter XII – Additional safety measures for bulk carrier New reg 14 on restriction from sailing with one hold empty and requirements for double side skin construction. Free fall life boats made mandatory on bulk carriers. What declaration is made under ISPS How is enhanced survey different from other surveys
What is continues synopsis record? SOLAS chapter XI -1 Special measures to enhance maritime safety, Reg 5 states that every ship to which chapter 1 applies shall be issued with a continuous synopsis record . indented to provide on board record of the ship history. Name of flag state Date registred Ship identification Number Name Port at which registred Name of owners and address./ If bare boat charterer their address. Address of safety management company. Name of Class society Name of administration issued SMC,ISSP certificate. Any changes to owner/ Fl ag state etc to be entered in this record. If D/G is damaged how will you go as C/E about making a claim Hull and machinery insurance deals with this type claim. Inform full details of incident and all relevant class survey reports Ship out of dry-dock, heavy vibrations what internal checks you will carry out.
check the tightness of the foundation bolts of M/E check the foundation for any damage and tightness of the pedestal bearing take the engine crankshaft deflection check the tightness of the shafting couplings Take the trust bearing clearance. M/E top bracing to be checked Tie rod tightness to be checked Check integrity of vibration dampers and detuners if any. Ship out of dry-dock SFOC is increased what all-internal checks to carry out. Take indicator cards, Check that power developed are comparable Incorrect or clogged flow meter, clean the filter Fuel injection valves may be leaking Check and compare scavenge air pressure with test trials, Air pressure drop at air filters coolers and assess the need for any cleaning of air side of air cooler Check the fuel timing Check the chain tightness- Check the operation of VIT and confirm that linkages are free. How will you align deep well pumps
As C/E what will you do in annex VI? Keep a accurate record of Ozone depleting substances and if any maintenance work need to be done on A/C or REF plants methods for extracting Freon from the system to be available. During bunkering a representative sample is obtained with Bunker delivery note with appropriate information to be available. Sample (MARPOL) to be signed and kept on board for 12 months with record. Fuel change over procedure to be available and are followed when required. Records of change over to LSFO consumption and back is recorded with location. Nox technical file for each engine is available and maintained.
What all will you do for SEQ survey What all certificates to carry regarding CO2 system Weight cert, Pressure test certificates of bottles, lines, installation cert. Annual shore service certificate 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 ship’s officer in accordance with the instructions provided by the manufacturer, All other inspections, servicing and repair should be conducted by the manufacturer’s 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 manufacturer’ s 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 e mpty boat. When the boat has reached its maximum lowering speed and bo at 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 companie s are required to ensure that the refill of the sa me 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 fireman’s 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 vari ety 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 r eaches 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 s ame 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 w hen 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 o f 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.
SSAS what and how ? The SSAS should be documented in the Ship Security Plan. The location of activation points should be specified in the plan and may form a part of the �Confidential � Section of the plan. It is advised that such information shall be known to the Master, Ship Security Officer and other ship personnel as may be decided by the Master and the SSO. The dedicated equipment used for transmission of Security Alert should not be used for any other routine communication. The system should have the main source of electrical power and a backup source, which may include emergency source or independent supply. However, an uninterruptible power supply (UPS) or such similar device may also be considered as an alternate source of power. All Indian Ship owners, Company Security Officers, Masters and others concerned may please note that the SSAS test is to be c arried out in the "LIVE" mode only. How to test SSAS? The standard procedure for testing of Ship Security Alert System is as follows: 1. E-mail DG Commcentre the following information at least three hours in advance when requesting for a test : a) Name of the vessel and its present position b) Intended date and time (UTC) and IST of the test. 2. The DG Commcentre will acknowledge confirming the conduct of the test. It may be noted that SSAS tests with other ship/s may have already been scheduled at the proposed time, in which case, the DG Commcentre would advise the earliest suitable time for the conduct of the test. 3. The ship staff may then carry out the SSAS test as per schedule, first from Location 1. 4. The CSO/ Master shall confirm by phone whether the Alert has been received by DG Comm centre. DG Comm centre will then advise if all details provided in the alert are correct, or otherwise. 5. If all details received are correct, DG Comm centre will advise to reset the alert and then proceed to test from Location 2 6. When testing from Location 2, WAIT FOR about 30 minutes for alert to go to Level 3. 7. Call DG Comm centre to confirm whether alert Level 3 has been received. 8. DG Comm centre will confirm whether all is OK, or otherwise. If all is OK, DG Comm centre will advise the CSO/ Master to reset the system. 9. After resetting the system, the CSO/ Master to send an email to DG Comm centre stating that the "SSAS test has been completed and all subsequent alerts may be treated as true alerts." Request for compliance may be made immediately upon satisfactory completion of the test, and not after several days, 10. Comm centre will then revert compliance by email if tests were OK or advise further testing/ rectification, as required. Refrigerator bottle adapter BSP threads on female side 1/4" or 3/8" SAE Threads on male side
Charging hose for refrigerant gas thread
User instructions and a set of hoses Hoses in set: 3 x 120cm 1/4" flare hoses (yellow, red, blue) Standard hose connection is 1/4" SAE with core depressor (Schrader) on system side and 1/4" SAE against the manifold 1 x 90cm 3/8" SAE flare hose (yellow) Features Optical sight glass allows visual indication of refrigerant as it flows through manifold. Piston-type valve network keeps 'O' rings from rotating and eventually leaking.
Easy to use colour-coded valves and hoses. Hoses fitted with long lasting quick snap Teflon gaskets. Hoses has 1/4" Schrader connection in one end R410A manifold hoses is supplied with 1/2" – 20UNF Schrader connection to fit R410A system service valves Hanging hook and holes for fixed mounting. The manifold has a built-in Schrader valve that enable easy hook-up to a vacuum gauge. Blind connections to hook up hoses, prevent moisture ingress. 80mm glycerine-filled gauges (60mm on R410A manifold). Easy to read and eliminates any vibration while compressor is running. Easy hook-up to vacuum pump gives «finger-tip» control and eliminates moisture ingress. Supplied in a carrying case complete with user instruction and set of hoses (yellow, red, blue) class 2 ki shurwat EK DUM JHAKAASSSSSSS.Old MMD Dutta & Trassi @ 1000hrs bt started @ 1500hrs func 3 1.) what r the foam regulation...question upar se gaya...becoz nt prepared..? 2.) oil record book latest regulation...like a,b,c in orb what is 'j' again a bouncer 3.) marpol annex 1 and annex 6 latest ammendments...totte ki tarah answer de diya... mr.trassi was happy by hearing tis..4.) chemical tnkr type 2 cross section again correct answer... FUNC 4B: what is delta tuning in RTFLEX: ANSWER IS THE cylinder head consisits of 3 fuel injectors...fitted in delta form....at full load all injectors will inject fuel...at mid load tht is at 75-80% load 2 injectors will work in rotation...and at low load 1 injector will act by rotation of 3 injectors...was quite surprised to see tht i knew it...2.) latest tnkr man engine..ans: GME-B ultralong super stroke...advantage is high stroke/bore ratio:4.65,lower sfoc,high mep trassi said okk...3.)what is deepwell p/p and sumeersible p/p ans: deepwell is multi stage,electrically operated used in gas carriers...sumersible used in oil tnkrs...hydraulically and electrically driven ,deepwell p/p a long vertical shaft is in tank and the motr on deck...showed him the arrangement of tank frm saiftole notes...4.) how will u p/p out chain locer bilge ans: thru bilge eductor connected to fire p/p 5.) l.o arrangement of MAN B&W engine..explained him wid the help of sketch frm saif tole motor notes...6.) types of keel and draw ny two type of keel ans: flat,bar,duct & bilge ,i showed him bilge and bar keel...FUNC 5:Types of fuse ans: cartridge and semienclosed...2.) how to test a fuse ans: by checking its continuity thru multimetr..3.) o.c and s.c test....ans: tell him the same procedure bt cross quest is why to remove connecting plate then answer be coz its connected in star...o.c value is infinity and nt i mega ohm 4.)zener diode application ans : its nt used in voltage stabilizer and intrinsically safe equipments..its a 30v and 50ma..used in digital sounding and temp sensor.. FUNC 6 : 1.) Fuel p/p setting of rta same as rananjays post..2.) main brg o/haul of sulzer...i missed the bridge guage pt..and he put a big cross 3.) compressor safeties ans : l.o low pr,high air temp,relief v/v,bursting disc,fusible plug.. asked me the location of relief v/v...and screwed me in tis...4.) compr bursting disc rupture..ans frm saiftole mep notes...5.) fuel p/p stud broken how to remove...ans drill a hole on top and by using twist extractor or stud extractor remove the stud..he asks what size of drill u will use..made a mess in tis and was nt satisfied...6.) how 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.. EEDI
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.
Energy efficiency measures adopted Mandatory measures to reduce emissions of greenhouse gases (GHGs) from international shipping were adopted by Parties to MARPOL Annex VI represented in the MEPC (see Briefing 42/2011 http://www.imo.org/MediaCentre/PressBriefings/Pages/42-mepc-ghg.aspx). The MEPC agreed to the terms of reference for an intersessional working group on energy efficiency measures for ships, scheduled to take place in February/March 2012, tasked with: further improving, with a view to finalization at MEPC 63, draft Guidelines on the method of calculation of the EEDI for new ships; draft Guidelines for the development of a SEEMP; draft Guidelines on Survey and Certification of the EEDI; and draft interim Guidelines for determining minimum propulsion power and speed to enable safe manoeuvring in adverse weather conditions; considering the development of EEDI frameworks for other ship types and propulsion systems not covered by the draft Guidelines on the method of calculation of the EEDI for new ships; identifying the necessity of other guidelines or supporting documents for technical and operational measures; considering the EEDI reduction rates for larger tankers and bulk carriers; and considering the improvement of the guidelines on the Ship Energy Efficiency Operational Indicator (EEOI) (MEPC.1/Circ.684). United States Caribbean Emission Control Area adopted Following approval at its last session, the MEPC adopted MARPOL amendments to designate certain waters adjacent to the coasts of Puerto Rico (United States) and the Virgin Islands (United States) as an ECA for the control of emissions of nitrogen oxides (NOX), sulphur oxides (SOX), and particulate matter under MARPOL Annex VI Regulations for the prevention of air pollution from ships. Another amendment will make old steamships exempt from the requirements on sulphur relating to both the North American and United States Caribbean Sea ECAs. The MARPOL amendments are expected to enter into force on 1 January 2013, with the new ECA taking effect 12 months later. Currently, there are two designated ECAs in force under Annex VI, the Baltic Sea area and the North Sea area, while a third, the North American ECA, which was adopted in March 2010 with entry into force in August 2011, will take effect in August 2012. Other Annex VI issues The MEPC adopted Guidelines for reception facilities under MARPOL Annex VI and Guidelines addressing additional aspects to the NOx Technical Code 2008 with regard to particular requirements related to marine diesel engines fitted with selective catalytic reduction (SCR) systems. The MEPC approved, for future adoption, draft amendments to the NOxTechnical Code 2008, relating to engines not pre-certified on a test bed and toNOxreducing devices. It also agreed terms of reference for the review of the status of technological developments to implement the Tier III NOx emission standard. Black Carbon measures to be further considered The MEPC agreed a work plan on addressing the impact in the Arctic of Black Carbon emissions from ships and instructed the Sub-Committee on Bulk Liquids and Gases (BLG) to: develop a definition for Black Carbon emissions from international shipping; consider measurement methods for Black Carbon and identify the most appropriate method for measuring Black Carbon emissions from international shipping; investigate appropriate control measures to reduce the impacts of Black Carbon emissions from international shipping in the Arctic; and submit a final report to MEPC 65 (in 2014). Black Carbon is a strongly light-absorbing carbonaceous aerosol produced by incomplete combustion of fuel oil and is considered a constituent of primary particulate matter, as distinguished from secondary particulate matter pollutants formed in the atmosphere from sulphur dioxide emissions. In addition to harmful human health effects associated with exposure to particulate matter, Black Carbon has effects on climate change. When deposited on snow and ice in the Arctic
and lower latitudes, it darkens light surfaces and absorbs energy, causing snow and ice to melt. Annex IV (Sewage) Baltic Special Area adopted The MEPC adopted amendments to MARPOL Annex IV Prevention of pollution by sewage from ships to include the possibility of establishing “Special Areas” for the prevention of such pollution from passenger ships and to designate the Baltic Sea as a Special Area under this Annex. The amendments are expected to enter into force on 1 January 2013. Revised Annex V (garbage) adopted The MEPC adopted the revised MARPOL Annex V Regulations for the prevention of pollution by garbage from ships, which has been developed following a comprehensive review to bring the Annex up to date. The amendments are expected to enter into force on 1 January 2013. The main changes include the updating of definitions; the inclusion of a new requirement specifying that discharge of all garbage into the sea is prohibited, except as expressly provided otherwise (the discharges permitted in certain circumstances include food wastes, cargo residues and water used for washing deck and external surfaces containing cleaning agents or additives which are not harmful to the marine environment); expansion of the requirements for placards and garbage management plans to fixed and floating platforms engaged in exploration and exploitation of the sea-bed; and the addition of discharge requirements covering animal carcasses. PSSA for Strait of Bonifacio designated The MEPC agreed to designate the Strait of Bonifacio as a Particularly Sensitive Sea Area (PSSA), following its approval in principle at the last session, and consideration of associated protective measures by the Sub-Committee on Safety of Navigation (NAV) in June 2011. The MEPC also agreed, in principle, to designate the Saba Bank in the Caribbean Sea as a PSSA, noting that the Netherlands would submit detailed proposals for associated protective measures to the NAV Sub-Committee, which would provide recommendations to the Committee with a view to final designation of the PSSA at MEPC 64 in October 2012. Biofouling guidelines adopted The MEPC adopted the first set of international recommendations to address biofouling of ships, to minimize the transfer of aquatic species. The Guidelines for the 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 world’s 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.
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MAN Variable Turbine Area (VTA)MAN Variable Turbine Area (VTA) VTA system consists of a nozzle ring equipped with adjustab le vanes which optionally replace the fxed-vane nozzle rings in MAN Diesel & Turbo’s standard TCA and TCR turbochargers. 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 engine’s load and speed range. The result is reduced specifc fuel consumption, reduced emissions HC and CO2 and improved engine response. Benefts of VTA Up to 5g/kWh lower fuel consumption Lower soot and smoke emission Lower CO2 emissions Lower particle emissions Suitable for TCA and TCR turbochargersMAN Variable Turbine Area (VTA) The new TCR turbochargers were designed to comply with the special demands made on HFO, MDO, biofuel and gas engines. They cover the complete range of possible applications, like propulsion and stationary engines, GenSets as well as traction engines, wich are subject to t he strictest requirements with regard to size and weight. As compared to the previous generation, these new turbochargers offer the advantage of increased compactness and less weight without any concessions regarding efficiency and performance. Advanced materials ensure extended service lives and easier maintenance. The TCR is a completely redesigned turbocharger with:
Engine outputs from 390 to 6,700 kW
Maximum pressure ratio of 5.2
Optimised compressor and turbine wheel for increased efficiency
Constant and pulse pressure turbocharging
Low moment of inertia for best dynamic behaviour
New compressor wheel fixation for easy servicing
Uncooled casings
Pipeless design with integrated oil inlet and oil drain
No sealing air required
Market introduction 2004
With the new TCA series we have refined the proven technology of the most successful NA series. The integrated design simplifies installation on the engine and maintenance becomes easier than ever before. Advanced materials allow for increased lifetime. The TCA sets the new standard for axial turbochargers and is featuring the following benefits: * * * * * * * * * * * * *
For engine outputs from 2,100 to 30,000 kW per turbocharger Maximum pressure ratio of 5.2 Inboard bearing arrangement High performance floating bearings for minimised mechanical losses and optimised damping behaviour Newly developed compressor wheel with reduced noise emission and increased efficiency Compressor wheel change with basic tools and no need of rebalancing the complete rotor Thrust bearing inspection without shaft removal Easy replacement of individual turbine blades Integrated oil piping, sealing air and venting system for simple installation to the engine Entirely water-free design Integrated containment area Reduced number of parts Market introduction 2002
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 or 40hourweek 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. i hope...tis is wat he wants.... Capella® HFC 32, 55 and 100: Refrigerating compressor oils, formulated with polyolesters, intended for systems charged with chlorine-free refrigerants Pinnacle® Marine Gear: A gear lubricant that is a mixture of polyalphaolefins and diesters. We recommend using this on enclosed gears operating at extreme temperatures or under severe conditions
L Synthetic Base Type Alkylbenzenes Polyalphaolefins Diesters Phosphate Esters Polyalkylene Glycols Polyolesters
Some pros and cons Although synthetic lubricants are more expensive than mineral-oil based products, they offer operating or performance advantages that decrease operating costs. For example, synthetic lubricant is the preferred choice for lubricating cargo gas compressors that compress various gases. Mineral base oils can only be used with a limited number of these gases. However, synthetic oils, based on polyalkylene glycol, can be used with many of the gases shipped today. Synthetic-based oils have a longer service life in addition to their extended overhaul periods. When used in air compressors, turbo chargers, and gear applications, synthetic-based oils may be more economical. For some systems, outside contamination (by water and/or dirt) and not lubricant breakdown may cause frequent oil changes. Using synthetic oils in these systems increases rather than decreases costs. Mineral base oil and synthetic lubricants are widely available, especially those used in industrial lubrication applications, and they have many applications onboard ships. It is important to select the right lubricant for your hydraulic system. 8 Marine Lubricants Information Bulletin
Synthetic base oils Historically, special purpose demands triggered the development of synthetic lubricants. For example, conventional mineral-oil based lubricants could not meet extreme low- (Arctic) or high-temperature operations and fire resistance requirements. Synthetic base oils, a complex mixture of hydrocarbons, are the result of a carefully controlled chemical reaction process that produces a “pure” chemical of preselected composition. This reaction process produces an unlimited variety of products. Many synthetic-based lubricants are formulated with additives similar to those in mineral-oil based lubricants. However, some synthetics require newly developed additives. This is true of the fully formulated lubricants for internal combustion engines and heavyduty gear cases. Various types of synthetic-based oils used to formulate synthetic lubricants have certain advantages over conventional mineral-oil based products. These advantages are: • Low pour point • Low volatility • Low toxicity • High viscosity index • High oxidation stability • High flash and fire point Mineral base oils These oils are mixtures of a wide range of hydrocarbons. They are derived from crude oils by distillation, solvent extraction, and hydro-finishing/cracking processes. Mineral-oil based lubricants are blends of mineral base oils with additives to enhance or introduce specifically desired properties to the oil or suppress certain undesired characteristics. Mineral-oil based lubricants, widely available at low to moderate prices throughout the world, provide satisfactory lubrication for most applications onboard ships. However, in specific conditions, such as some “filled -for- life” systems or under extremely demanding operating conditions, mineral-oil based lubricants can fail and synthetic-based lubricants should be considered
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.
Lube Oil Testing
As for the machinery spares, lube oil also has a limited period of operation after which it must be renewed with a fresh lot. The renewal is decided by the property of the lube oil, type of machinery it is used for and type of conditions it is used in. Apart from renewal after given running hour, the lube oil must be checked and tested for its quality and purity. Why Lube Oil Testing? As discussed in our article on Lube oil Properties, to maintain these properties while in operation the lube oil must be checked time to time both on board and in shore laboratory. Following are the point for which lube oil tests are carried out: To monitor the deterioration of oil with time To check for contamination with other oil, water and bacterial attack To avoid damage to the lubricating part of the machinery To determine any leak or source of contamination of oil To understand the performance of the supplied lube oil Hence lube oil for important systems like main propulsion plant, auxiliary engines, air compressors, steering gear etc. must be checked as described by the company. It may vary from every 15 days or once in a month for onboard lube oil tests. The lube oil must be sent ashore every three months for special laboratory tests such as spectro-analysis. Taking Sample for Tests The onboard lube oil tests are carried out by taking samples from the sampling point, which should be located after the system, with the system in running condition. Before taking the sample, oil must be drained so that stagnant oil in the sampling point is removed. The sample must be kept within control room for cooling it down to normal atmospheric temperature. While doing this, the lid on the sample bottle must be half open else vapour condensing during cooling process will get back into the sample. Onboard Lube Oil Tests For all types of lube oils on ships, following Lube oil tests are carried out: 1. Water Content test 5 ml of sample is taken inside digital water content meter mixed with 15 ml of reagent containing paraffin or toluene. Before closing the lid of the digital meter, a sealed sachet containing calcium Hydride is kept and container closed tight. The meter is shaken by hand and the pressure rise due to the chemical reaction in the test container is shown as water percentage in the digital display. 2. pH Test It is done by using a pH paper which changes colour once in contact with oil and it is then compared with standard values. This test determines the reserve alkalinity of the oil sample. 3. Viscosity Test This test is performed by using a Flow stick in which two paths are provided for flow of oil side by side. In one path fresh oil is filled and in other side path used sample oil is filled. Now the flow stick is tilted allowing oil on both paths flowing in the direction of the tilt due to gravity. A finish point is provided along with reference points along the flow stick and the position of used oil is checked when fresh oil reaches the finish point. This method shows the contamination of lube oil which may be due to diesel oil, heavy oil or sludge resulting in change in viscosity. 4. Spot test In this test a drop of lube oil is put on the blotter paper and it is then dried for few hours. The dry spot is then compared with the standard spot available which determines the insoluble components in lube oil. 5. Flash point test This is performed by using Pensky Martin closed cup apparatus which determines the temperature at which the vapour will flash up when an external ignitable source is provided. As per the regulation, this apparatus generally carried on passenger ships. 6. Water Crackle test It is another method of determining water presence in the lube oil where the oil sample drops are heated in an aluminium container over a flame. If water is present crackling sound will come. A regular lube oil monitoring will ensure that machinery will run in good condition and will also give any warning of deterioration in advance which will avoid sudden breakdowns and save spare costs. the meathod is that a co2 btl is taken to the workshop. all the syphon tube arrangement is removed and the testing head is installed .now a reservoir is filled with water and its gauge is marked...with the help of the hand pump, pressurise the btl to 235 bars...so difference in level in the gauge glass will give u volumetric expansion of the btl ...now release the gas inside and the water level will rise up to a certain extant but not to the original level...the difference in the initial and this level will give u plastic deformation of the btll.....he asked me how much is allowed but i did not know that......he asked me to draw the arrangement....i drew a rough sketch.....
Mounting location The transducer must be fully immersed in water and not subjected to air bubbles, or turbulent water flowing across the radiating face. Acoustic Noise Acoustic noise is always present and these sound waves can interfere with the operation of the transducer. While background noise cannot be controlled, carefully selecting the transducer mounting location can minimize the effect of vessel generated noise. The lower the noise level, the higher the echo-sounder gain setting that can be used. • Background noise sources: • Waves and air bubbles • Fish and mammals • Rain and hail • Other vessels and shore • Vessel generated noise sources; • Propeller(s) • Propeller shaft vibration • Aerated and turbulent water flowing across the hull • Machinery such as: engine, generator. gears and pumps • Interference from other echo-sounders On Displacement Hulls: Carefully study the shape of the hull to determine the best transducer mounting location where; • The transducer is away from the propeller and other sources of vessel generated noise. • The water is smoothest wi th a minimum of turbulence and bubbles. 1. Locate the transducer about 1/3 aft LWL. Generally, this provides the best compromise between obtaining aeration-free water away from the bow a nd minimizing propeller noise.
2. Water near the keel can be quite aerated. Mounting it awa y from the keel can minimi ze interference with the transducer. Also, the deeper the transducer protrudes into the water, the less aeration. 3. Mount the transducer on the side of the hull where the propeller is moving downward. The upward motion of the propeller generates pressure waves and pushes bubbles up against the hull. By mounting on the downward side, the hull shades the transducer from this effect. Caution: Do not mount the sensor in an area of turbulence or bubbles: • Near water intake or discharge openings. • Behind strakes, fittings or hull irregularities. • Near the keel • Behind eroding paint (an i ndication of turbulence) INERT GAS SAFETY SYSTEM AS PER FSS CHAPTER 15 INERT GAS SYSTEM......TRIPS AND ALARMS 2.3.1.5.1-automatic shut down of inert gas blowers and gas regulating valve shall be arranged on predetermined limits being reached in respect of paragraph 2.4.3.1.1,2.4.3.1.2,2. 4.3.1.3 2.4.3-Audible and visual alarms
