1. 
   

2. differentiate between product and chemical tankers

Ans; 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)

1. under revised annex can vegetable oil be carried on product tankers

Ans; No it has to be carried on chemical tankers as per GSEAMP( group of experts on the scientific aspects of marine environmental protection) studies which revised the annex II categorization depending on bio – accumulation bio degradation

1. differentiate between convention and protocol, eg protocol

Ans; Conventions Generally used for formal multilateral treaties with a broad number of parties. Conventions are normally open for participation by the international community as a whole, or by a large number of states. Usually the instruments negotiated under the auspices of an international organization are entitled conventions

Protocols

A Protocol of Signature is an instrument subsidiary to a treaty, and drawn up by the same parties. Ratification of the treaty will normally ipso facto involve ratification of such a Protocol.

A Protocol based on a Framework Treaty is an instrument with specific substantive obligations that implements the general objectives of a previous framework. Such protocols ensure a more simplified and accelerated treaty-making process.

A Protocol to amend is an instrument that contains provisions that amend one or various former treaties, A Protocol as a supplementary treaty is an instrument which contains supplementary provisions to a previous treaty.

Protocols are made when major amendments are required to be made to a convention which, although already adopted

An Optional Protocol to a Treaty is an instrument that establishes additional rights and obligations to a treaty. It is usually adopted on the same day, but is of independent character and subject to independent

EXAMPLE of protocol- MARPOL73/78

1. general average , can master discharge the oil to save the ship

Ans; A general average act is defined in Rule A of the York Antwerp Rules 1994 and Marine Insurance Act as follows:

“There is a general average act when, and only when, any extraordinary sacrifice or expenditure is intentionally and reasonably made or incurred for the common safety for the purpose of preserving from peril the property involved in a common maritime adventure.”

The five component parts of a general average loss are therefore:

a) an extraordinary sacrifice or expenditure,

b) which is intentionally

c) and reasonably made

d) against a peril,

e) in order to benefit the common venture

yes master can discharge oil into sea As per MARPOL regulation 4 annex I, to save life at sea, securing the safety of ship, to minimize the effect of damage

Example of GA- damage caused to machinery while re-floating the vessel after grounding, or jettison of cargo.

1. why beam is large on tankers

1. discuss any contingency and action taken

Ans; FLOODING, ACTION TAKEN- sound emergency alarm, reduce speed or stop if at sea, access nature of failure and risk to environment, start all available bilge pumps,,, close water tight doors, locate and isolate damage if the flooding due to engine room pipe lines, consider internal transfer to minimize the damage, analyze fire and explosion risks, ensure stability of vessel, refer to damaged control plan, consider jettison of cargo to keep vessel under stable conditions, incase of major flooding close dead lights and ports on all lower decks (if applicable), close the vent heads in the cargo tanks ,consider the vessels manoeuvre ability and if any towing or external help is required, prepare for LSA equipments or lifeboat if necessary, ACTION PLAN- inform ships in vicinity, inform nearest coastal authorities, inform company.

FIRE;, ACTION TAKEN- raise emergency alarm, inform bridge, muster and take head count, carry out duties as per muster list such as stopping of ventilation, shutting down vent flaps, evacuation and first aid to casualty if any, operation of emergency and remote stops & shut downs, boundary cooling, closure of fire and watertight doors, fight the fire if possible, if major fire refer to contingency plan , for engine room and cargo hold release CO2 where applicable, access the damage to hull , machinery if any and analyze the assistance required from shore- with regards to fire fighting or other technical guidance, also access the possibility of pollution prevention. Maintain vessel under stable conditions at all times. If the situation becomes worse prepare for the abandoning

ACTION PLAN; inform ships in vicinity inform nearest coastal authority, inform office.

1. discuss any major survey on board

Ans: BOILER SURVEY

preparations-ample mount of time and assistance is available for survey, ensure the availability of spare tubes and changing material on board, manhole gaskets, gland packing and mountings isolate the boiler, follow the shutting down procedure and put placards, when boiler pressure becomes one bar open the vent valve, and blow down he boiler, let the boiler shell be cooled down , give sufficient time- one day, fill up the required documentations under ISM such as steam and pressurized vessel checklists,

drain the boiler and ensure that blow down valves on ship side are closed. Open the bottom manhole door and mud hole doors, slacken the nuts and break the gasket seal prior removing, open the top manhole door, slacken the door, tie it up and keep clear , hammer the door from top so that it hangs inside, tag and dismantle all the mountings, measure the safety valve clearances and document the same, overhaul the dismantled mountings and keep them nicely on floor for inspection by the surveyor, carry out the recommendation as suggested by the surveyor, fill up the enclosed space checklist before entering the enclosed spaces such as smoke box and furnace, clean the boiler furnace and smoke side for the inspections, after survey box up all the mountings with new packing, prepare the boiler for cold firing, raise the steam pressure below the rated boiler working pressure and test all the boiler safeties, such as HWL, LWL,LLWL, oil temp high, low oil pressure, flame failure, ID fan failure, cut outs and alarms upon satisfactory operation of all above ,test for any leaks from any of the mountings and call the surveyor for completion of the survey for checking the safety valve setting, gag one safety valve and fire the boiler in front of the surveyor, raise the pressure in steps till the safety valve lifts at the desired pressure, repeat the gag test with the other safety valve, once the surveyor is satisfied, the survey is finished and boiler can be put into use.

1. what is the advantage of high voltage and how it is generated

1. what is HSSC

Ans; Protocol of 1988 relating to the International Convention for the Safety of Life at Sea 1974, which harmonies the periods of validity and intervals between surveys for the nine main convention certificates. In so doing it aims to simplify the survey and certification process, HSSC will bring benefits to the industry in terms of flexibility of survey schedule, reduced numbers of surveyors, survey time and paperwork, all therefore reducing costs.

A new Cargo Ship Safety Certificate (CSSC), which includes provision for recording all the surveys required for the Cargo Ship Safety Equipment Certificate, the Cargo Ship Safety Radio Certificate and the Cargo Ship Safety ConstructionCertificate, may be issued as an alternative to the existing cargo ship safety certificates.

Under the HSSC, there are seven types of survey:

a) Initial Survey: it is a complete inspection before the ship is put into service of all the items relating to the particular certificate to ensure that relevant requirements are complied with

b) Renewal Survey: it is the same as periodical survey but also leads to issue of new certificate.

c) Periodical Survey: is an inspection of all the items relating to the particular certificate to ensure that they are in a satisfactory condition.

d) Intermediate Survey: is an inspection of specified items relevant to a particular certificate to ensure that they are in satisfactory condition

e) Annual Survey: is a general inspection of the items relating to the particular certificate to ensure that they have been maintained and remain satisfactory for service.

f) Inspection of the Outside of the Ships Bottom: is an inspection of ships underwater part and related items to ensure that they are satisfactory in condition.

g) Additional Survey: it is an inspection either general or in partial according to the circumstances made after repairs resulting from accidents, investigations or renewal

1. differentiate between York Antwerp rules and Hague Visby rules

Ans; YORK ANTWERP rules

these are set of internationally recognized rules for a uniform method of calculating the contribution of parties when there is an general average act. The York/Antwerp Rules, are not the subject of national statutes or international conventions, but are imposed by special clauses in standard form contracts - principally bills of lading.

York Antwerp rules consists of 7 lettered rules and 22 numbered rules, lettered rules deals with principles of general average, where as numbered rules deals with the practices of general average, numbered rues have precedence over the lettered rules when there is a conflict

HAGUE VISBY rules

These rules are international convention for the unification of certain rules relating to the bills of lading, drafted at Hague in 1924

Due to certain court decisions, and due to advent of containerization and multi modal transportation of goods and due to pound sterling loosing its convertibility to gold The Hague rules in 1968 were amended and called Hague Visby rules. India has adopted a number of provisions of the Hague Visby rules by amending “ the carriage of goods by sea Act 1925

Under The Hague rules shipper bears the cost of loss/damage of the goods if they cannot prove that the vessel was unseaworthy, improperly manned, or unable to safely transport and preserve the cargo.

This means that the carrier can avoid the liability for a risk resulting from human errors provided they exercise due diligence and their vessel is properly manned and seaworthy.

Hague rules do not apply to charter parties unless incorporated therein by agreement,

Whenever Hague rules are adopted by into the national statutes they apply only to the outwards cargos and for inward cargo’s they must be incorporated in the bills of lading.

Hague Visby rules falls mainly in two categories. Rules in the first category establish the obligations of the carrier. Rules in the second category define the maximum immunity to which he is entitled and the extent to which he may limit his liability.

1. What do u mean by sue and labour clause in insurance

Ans; provides that the assured has a duty to take all reasonable steps to avert or minimize any lossfor which a claim would be payable under the policy. In return, most costs incurred in taking such steps are recoverable from the underwriters.

- Was formerly known (in ITC 1/10/83 and older policies) as the Sue and Labour Clause.

* Sue and labour charges are not to be confused with general average expenditure (see G06b). They are incurred for the benefit of only a single interest (e.g. the vessel, or the cargo), whereas general average expenditure is incurred for the common benefit (e.g. of the ship, cargo and freight, if any at risk).

• Examples of sue and labour charges might include costs incurred by a shipowner in recovering a lost anchor and cable, and costs incurred by a cargo owner of having a refrigerated cargo stored ashore while a ship’s refrigerating machinery is under repair.

1. what do you understand by SECA

Ans; sulphur oxide(Sox) emission control area, areas ; Baltic sea19 may 2006 north sea, and English channel by 19 nov 2007

In such areas

• either the sulphur content in the fuel should not exceed 1.5% m/m

• an exhaust gas cleaning system approved by the administration so that emission of Sox including both aux and main propulsion engine should not exceed 6 g /KWhr. Effluents from such washing is to meet the criterion of the port state, otherwise retained on board,

• when approaching a SECA the fuel must be changed over to the 1.5% sulphur content fuel and completed before entering the SECA. That is all the fuel lines to the engine must have this fuel only.

There are two approaches to this

• 1. Flushing - low sulphur fuel is used to flush out the higher sulphur fuels from the settling/service tank

  2. Duplication of tanks- separate Settling/service tanks are installed for the two types of fuels. This has the potential to simplify the change over procedure and reduce risk of fuel incompatibilities.

The time, ships positions at the start and completion of changeover to and from 1.5% fuel oil must be recorded in a logbook (e.g. ER log. book), together with details of the tanks involved and fuel used. It can be anticipated that the same will be applicable with respect to the EU proposal upon entry into force.

1. what do you understand by the bareboat charter

Ans; bareboat charter (sometimes called a charter by demise or demise charter

is a contract for the hire of a vessel for an agreed period during which the charterers acquire most of the rights of the owners, is used by owners such as banks and finance houses who are not prepared to operate or manage ships themselves. a purchase option after expiry of the charter or during the hire period. (Hire payments may include installments of the purchase price, and transfer of ownership may follow the final installment., the vessel owners put the vessel (without any crew) at the complete disposal of the charterers and pay the capital costs, but (usually) no other costs. The charterers have commercial and technical responsibility for the vessel, and pay all costs except capital costs.

1. york Antwerp rules explain with points

1. latest SOLAS and MARPOL amendments

1. what is PSSA( particular sensitive sea area) and what is the difference between special area

Ans: PSSA is an area, which need special protection through action by IMO because of its significance for recognized ecological, or socio economic or scientific reasons and which may be vulnerable to damage by international maritime activities. Eg; Great Barrier Reef

SPECIAL AREA means a sea area where for recognized technical reasons in relation to its oceanographical and ecological conditions and to the particular character of its traffic the adoption of special mandatory methods for the prevention of sea pollution by oil, NLS, garbage, sewage, air, and hazardous substances in packed form. Baltic sea

PSSA can be protected by ships roueting measures such as an area to be avoided, an area with in defined limits in which either navigation is particularly hazardous or it is exceptionally important to avoid causality and which should be avoided by all ships or by certain classes of ships.

Where as in special area no special navigational limitations exists and required discharge criterions laid down as per MARPOL annexes are to be met while enroute

1. objective of ISM & objective of audit

ans; management failures were described as "the disease of sloppiness". objective was to ensure safety, to prevent human injury or loss of life, and to avoid damage to the environment, in particular, the marine environment, and to property

The Code became applicable, under chapter IX of the International Convention for the Safety of Life at Sea, 1974, first for passenger ships, tankers and bulk carriers on 1 July 1998, thereafter for all other ships over 500 GT on 1 July 2002 and has, therefore, been in force globally for just over two years

18.Deviation in insurance

Ans; Deviation; Where a ship, without lawful excuse, deviates from the voyage contemplated by the policy, the insured is discharged from liability as from the time of deviation, and it is immaterial that the ship may have regained her route before any loss occurs.

Several ports of discharge; Where several ports of discharge are specified by the policy, the ship may proceed to all or any of them, but, in the absence of any usage or sufficient cause to the contrary, she must proceed to them, or such of them as she goes to, in the order designated by the policy. If she does not there is a deviation

Excuse for deviation or delay; (a) where authorized by any special term in the policy; or

(b) where caused by circumstances beyond the control of the master and his employer ; or

(c) where reasonably necessary in order to comply with an express or implied warranty; or

(d) where reasonably necessary for the safety of the ship or subject-matter insured; or

(e) for the purpose of saving human life or aiding a ship in distress where human life may be in danger; or

(f) where reasonably necessary for the purpose of obtaining medical or surgical aid for any person on board the ship

When the cause excusing the deviation or delay ceases to operate, the ship must resume her course, and prosecute her voyage,

1. explain OPRC & HNS conventions

Ans; OPRC is the international convention on oil pollution preparedness response and cooperation. Entered into force 13 may 95, India has ratified, providing a global framework for international co-operation in combating major incidents or threats of marine pollution. Parties to the OPRC convention are required to establish measures for dealing with pollution incidents, either nationally or in co-operation with other countries.

Ships are required to carry a “shipboard oil pollution emergency plan”. Operators of offshore units under the jurisdiction of Parties are also required to have oil pollution emergency plans or similar arrangements which must be coordinated with national systems for responding promptly and effectively to oil pollution incidents. Ships are required to report incidents of pollution to coastal authorities and the convention details the actions that are then to be taken. The convention calls for the establishment of stockpiles of oil spill combating equipment, the holding of oil spill combating exercises and the development of detailed plans for dealing with pollution incidents.

HNS; Like the OPRC Convention, the HNS Protocol aims to provide a global framework for international co-operation in combating major incidents or threats of marine pollution. Parties to the HNS Protocol will be required to establish measures for dealing with pollution incidents, either nationally or in co-operation with other countries. Ships will be required to carry a shipboard pollution emergency plan to deal specifically with incidents involving HNS

1. Explain FUND convention, CLC conventions

Ans; The purposes of the Fund Convention are:

• To provide compensation for pollution damage to the extent that the protection afforded by the 1969 Civil Liability Convention is inadequate.

• Fund provides supplementary compensation to the victims of oil pollution disaster

• It is an attempt to ensure that damages of the oil pollution are not only borne by the shipping industry but also by the cargo interests.

• All persons or companies importing more than 150000 tonnes of oil per year shall make contribution to the fund, fund is managed as an independent entity under a supervision of director appointed by IMO.

• 2000 fund convention was adopted on 18^th oct 2000 and EIF on 1^st nov 2003, under 2000 regime maximum amount of compensation payable from the fund under single accident, including the limit established under 2000 CLC protocol is 203 million SDR, however if three states contributing to the fund more than 600tonnes of oil per annum the maximum amount is raised to 300,740,000 SDR

CLC convention

The Civil Liability Convention was adopted to ensure that adequate compensation is available to persons, who suffer oil pollution damage resulting from maritime casualties involving oil-carrying ships. The Convention places the liability for such damage on the owner of the ship from which the polluting oil escaped or was discharged.

The Convention requires ships covered by it to maintain insurance or other financial security in sums equivalent to the owner's total liability for one incident. The Convention applies to all seagoing vessels actually carrying oil in bulk as cargo, but only ships carrying more than 2,000 tons of oil are required to maintain insurance in respect of oil pollution damage. . It is applicable to ships, which actually carry oil in bulk as cargo, i.e. generally laden tankers. Spills from tankers in ballast or bunker spills from ships other than other than tankers are not covered, nor is it possible to recover costs when preventive measures are so successful that no actual spill occurs.

The 1992 protocol also widened the scope of the Convention to cover pollution damage caused in the exclusive economic zone (EEZ) or equivalent area of a State Party.

The Protocol also extended the Convention to cover spills from sea-going vessels constructed or adapted to carry oil in bulk as cargo so that it applies apply to both laden and unladen tankers, including spills of bunker oil from such ships

- For a ship not exceeding 5,000 gross tonnage, liability is limited to 4.51 million SDR (US$5.78 million) (Under the 1992 Protocol, the limit was 3 million SDR (US$3.8 million)

- For a ship 5,000 to 140,000 gross tonnage: liability is limited to 4.51 million SDR (US$5.78 million) plus 631 SDR (US$807) for each additional gross tonne over 5,000. (Under the 1992 Protocol, the limit was 3 million SDR (US$3.8 million) plus 420 SDR (US$537.6) for each additional gross tonne)

- For a ship over 140,000 gross tonnage: liability is limited to 89.77 million SDR (US$115 million) (Under the 1992 Protocol, the limit was 59.7 million SDR (US$76.5 million)

1. Explain P&I clubs, reason for such clubs, their liabilities and fund raising

Ans; protection relates to the liabilities incurred by the employment of the ship as a ship, where as Indemnity is concerned with the liabilities incurred by the employment of ship as a carrier of cargo.

P&I clubs are association of the shipowners to provide covers for the items of liability, which are not covered under hull and machinery insurance, such clubs operate on no profit no loss basis. Each shipowners contribution is decided on the basis of the tonnage, type of ships, and experience of the claims.

Shipowners take P&I insurance cover in respect of third party liability and expenses arising from owing ships or operating ships as principals.

Liabilities which P&I clubs covers

• Crew-liability for injury, illness, death, medical expenses, repatriation under such circumstances, funeral, and repatriation of substitute crew member under such circumstances

• Stevedores- loss of life, injury,

• Passengers, injury ,loss of life and illness

• personnel effects

• diversion expenses: to land sick crew, stowaway

• life salvage: award to person who has saved life

• one fourth collision liability: hull policy usually covers 3/4^th collision liability

• oil pollution: Standard cover: actual or threatened escape or to prevent escape or expenses borne in all such cases are covered in standard policy

USA cover: under OPA act 1990 a separate cover is required, which requires additional premiums to be paid. Issuance of COFR( certificate of financial responsibilities)

Single hull tanker 3000 gt and above or less with double side only or double bottom only

3000USD / GT

Double hull tanker 3000GT or above or less

1900USD / GT

Any other vessel other than a tanker

950 USD/GT

• wreck liabilities: removal , destruction, lightening or marking of the wreck

• cargo liabilities; for loss, shortage, damage or delay

• cargo’s proportion of general average

• fines

• legal costs

• besides above P&I clubs also give guaranty to port authorities to prevent detention of the ships for settlement of full pending cases of liability against the ships.

• Omnibus cover

policy is for one year starting noon GMT on 20^th FEBRUARY

collection of premium:

• estimated total calls ETC or advance calls; whole premium of the year collected in advance in quarterly installments

• supplementary calls: for claims heavier than expected, a call for supplementary premium to balance the books

• overspill calls: one or more overspill call in respect of overspill claim.

Disbursement of claims

• the first USD 5 million of a claim are covered by the member's club - known as the club's own retention

· the next USD 25 million (figure is reviewed annually) are covered by the Pool to which all the clubs in the International Group of P&I Associations ("the Group") contribute, according to an agreed formula

· claims in excess of USD 30 million are compensated under the Group market reinsurance arrangements. The total commercial market reinsurance limit is - currently - at USD 2000 million.

· cover in excess of USD 2000 million - "the overspill cover", This cover has been fixed at 2,5 % of the 1976 Limitation Convention's Property Fund, or approximately USD 2400 million on top of existing market reinsurances. This risk is shared mutually by the Pool members.

The system for reimbursement of oil pollution claims has the same bottom features, but the policy is limited at USD 1,000 million, with no overspill.

1. electrical requirement during dry- dock

Ans: check voltage, phase sequence, and frequency of supply, check KW hour meter reading if any prior dry-docking, If the frequency offered is lesser than the ships rated, then the machines are to be run under load condition to prevent over speeding of the rotors and prevent damage to the bearings. shore connection terminal box, if not present then connect to most convenient place such as emergency switch board or main switch board

1. ISM code NC,M-NC observation etc

Ans: Non conformity: an observed situation where objective evidence indicates the non fulfillment of a specified requirement.

Major Non conformity: mans an identifiable deviation that poses a serious threat to the safety of the personnels or to the ship or a serious risk to the environment that requires an immediate corrective action and includes lack of effective and systematic implementation of a requirement of this code.

Observation: means a statement of fact made during a safety management audit and substantiated by the objective evidence

Objective evidence; means qualitative or quantitative information, records of statements of facts, pertaining to the safety or to the existence and implementation of the safety management system element, which is based on observation, measurement or test , which can be verified.

1. Explain FOB, CIF

Free on board; under free on board contract the seller undertakes to deliver the goods over the ships rails at which point the risks passes from the seller to the buyer, the sellers responsibility is to pay all expenses till this point the buyer is responsible for freight and subsequent charges. The buyer is responsible for the insurance from the time he assumes the risk that is once the good passes the ships rail. In short till the goods passes the rail they are at the risk of the seller and there after remains the risk of the buyer.

Cost , insurance and freight; on CIF sales bases the seller is responsible for insurance from his own premises to that of the buyer at the destination. The policy is timely to the warehouse to warehouse. The policy is taken out in sellers name and buyer will negotiate any claim. Same policy protects the interests of both seller and buyer. The seller must provide the buyer a clean bill of lading

1. explain high velocity vent valve(HVVV), refer macgeaorge

1. differentiate between CAS and CAP

Ans: Condition Assessment Program(CAP) is a specialized survey program which offers owners a detailed assessment of a ship's actual condition, based on strength evaluation, and fatigue strength analysis as well as a detailed on site systematic inspection of the hull, machinery and cargo systems.

The CAP applies, in principle, to oil tankers and chemical carriers, though other types of ships may be covered, provided that the CAP is properly modified.

CAP consists of two major parts

a) CAP-HULL (Condition Assessment for Hull Structures)

b) CAP-MACHINERY/CARGO SYSTEM (Condition Assessment for Machinery and Cargo Systems)

The results of condition assessment are clearly identified using a rating system.

After the completion of the CAP, the certificate of CAP indicating the ship's comprehensive rating Detailed assessment results and the relevant records shown below are attached to the certificate of CAP. It is carried out by the classification society on the request of shipowner.

Condition assessment scheme

After disaster of prestige , IMO adopted the amendments to the regulation 13G or 20 in 2006 edition of MARPOL 73/78 annex 1, for further acceleration of the phase out timetable for single hull oil tankers and consequentially adopted the amendments to Condition Assessment Scheme (CAS). The amendments to these regulations has entered into force on 5APRIL 2005.

CAS application

Category 1 tankers: oil tanker of 20,000 tons dead weight and above, carrying crude oil , fuel oil, heavy diesel oil, or lubricating oil as cargo,

: 30,000 deadweight and above carrying oil other than above, which does not comply with the requirements of the definition of a new tanker.

Category 2 tankers: oil tanker of 20,000 deadweight and above carrying crude oil, fuel oil, heavy diesel oil, or lubricating oil as cargo and 30,000 deadweight and above carrying oil other than above. Which complies with the requirement of the definition of a new tanker.

Category 3 tankers: oil tanker of deadweight 5,000 and above but less than as specified in category 1&2 tankers.

Delivered on 5April 1982 or earlier shall be phased out on 5 april 2005 and are not applicable for compliance with CAS.

The full timetable for the phasing out of single-hull tankers is as follows:

Category of oil tanker

Date or year

Category 1

5 April 2005 for ships delivered on 5 April 1982 or earlier

2005 for ships delivered after 5 April 1982

Category 2 and

Category 3

5 April 2005 for ships delivered on 5 April 1977 or earlier

2005 for ships delivered after 5 April 1977 but before 1 January 1978

2006 for ships delivered in 1978 and 1979

2007 for ships delivered in 1980 and 1981

2008 for ships delivered in 1982

2009 for ships delivered in 1983

2010 for ships delivered in 1984 or later

Implementation

The first CAS survey will be carried out concurrent with the first intermediate or renewal survey

- after 5 April 2005

- or after the date when ship reaches 15 yrs of age

which ever occurs later.

CAS is intended to improve the requirements of the Enhanced Survey Programme (ESP) during survey of oil tankers, therefore CAS shall apply to survey of hull structure in the way of cargo tanks , pump room, cofferdam, pipe tunnel, void spaces with in the cargo area and all ballast tanks.

CAS shall not apply to survey of machinery, equipment, fire extinction and fitting

1. close up survey; the requirements of ESP at special survey no. 3 has been revised and is same as of CAS

Close up survey requirement

All web frame rings in ballast tanks and cargo wing tanks

A minimum of 30% of all web frame rings in each remaining cargo wing tank

All transverse bulkheads in cargo and ballast tanks

A minimum of 30% of deck and bottom transverses including adjacent structural members as considered necessary by the attending surveyor

1. thickness measurements; the extent of thickness measurement in CAS is enhanced than those of special survey.

a) each deck plate within cargo area.

b) 3 transverse sections( 2 tranverse section for SS 3)

c) each bottom plate

1. measurement of structural members subject to close up survey, for general assessment and corrosion recording patern.

2. suspected areas

3. selected ind and water strakes outside the cargo area

4. internal structures in the fore and aft peak tanks

5. all exposed main deck plate outside the cargo area and all exposed first tier superstructures deck plates.

CAS survey record and documentation

Upon completion of survey, (the survey shall not be considered complete until all the recommendations / COC of hull structures are have been rectified to the satisfaction of the surveyor.), surveyor will send a report to the head office of class and will issue an interim statement of compliance for a period not exceeding 5 months.

The class HO then will draft a final report and submit this report to the administration not later than 3 months of completion of survey.

The administration upon verifying and reviewing CAS final report shall issue a statement of compliance and will forward the results of the CAS final report to the IMO. The validity of the statement of compliance shall not be more than 5yrs and 6 months from the date of completion of survey.

In case the SOC issued upon the first CAS survey is valid beyond 2010 than ship may be considered under compliance, under reg13G(7). But under reg 13G(8) administrations party to convention may deny the entry of such ships beyond 2010.

After 15 years if a ship is not carrying SOC it shall be out of service.

Enhanced programme survey.

Enhanced survey programme for bulk carriers was introduced in 1993 as a voluntary measure through IMO res. A744(18).

ESP became mandatory under international law for bulk carriers under SOLAS Ch XII (additional safety measures for bulk carriers), which entered into force on 1 july 1999 and for bulk carriers and tanker under SOLAS Ch XI-1 reg 2 (special measures to enhance maritime safety).

Application;

As per MARPOL annex I reg 13G all crude oil carriers of 20,000 dwt and above and all product carriers of 30,000 Dwt and above will be subjected to ESP

As per the guidelines on the enhanced programme of inpection during safety of bulk carriers and oil tankers, there are two annexes;

Annex A guidelines on the enhanced programme of inspections during surveys of bulk carriers.

In respect of bulk carriers the surveys should be applied to surveys of hull structure and piping system in the way of cargo holds, cofferdam, pipe tunnel, voids spaces with in the cargo areas and all ballast tanks. Extent of examination, thickness measurements and tank testing the survey should be extended when substantial corrosion or structural defects are found and include additional close up survey when necessary.

Annex B guidelines on enhanced programme of inspections during surveys of oil tankers

In respect of oil tankers should apply to the surveys of hull structure and piping systems in the way of cargo tanks, pump room , cofferdams, pipe tunnel , void spaces within the cargo area and all ballast tanks

1. Explain anti fouling systems

(Adoption: 5 October 2001; Entry into force: The convention will enter into force 12 months after 25 States representing 25% of the world's merchant shipping tonnage have ratified it.)

Anti fouling systems will prohibit the use of the harmful organotins in antifouling paints used on the ships and will establish a mechanism to prevent the potential use of other harmful substances in the antifouling systems.

Shall be applicable to the ships 400GT and above engaged in international voyages will undergo an initial survey and shall be issued a international anti- fouling systems certificate for the first time and a survey when the antifouling systems are changed or replaced.

Ships of 24m length but less than 400GT shall be required to carry a declaration on anti fouling systems signed by the owner accompanied by the paint receipt.

1. Explain world scale

Ans: World scale is the code name for New World Wide Tanker Nominal Freight Scale;

This system brings out annually revised scales of freights based on the cost of operating a standard tanker to and from some known ports.

Worldscale is a schedule of nominal freight rates intended to be used as a standard of reference to compare rates for all voyages and market levels. The oil maritime transportation industry uses the WORLDSCALE rates to express the market level in terms of percentage of the WORLDSCALE nominal freight rate.

The actual rate negotiated between shipper and shipowner will be expressed as a percentage of the world scale rate, depending on the market conditions. So Worldscale 100 means exact rate, whereas Worldscale 120 expresses a rate equal to 120% of Worldscale for that particular route, and Worldscale 60 means a rate of 60% Worldscale.

Worldscale is based on an average vessel with average costs earning an average rate. It works on the basis that, using the realistic costs of operating an imaginary standard tanker of “average” size on an “average” 15,000- mile round voyage, the break-even freight rate for that ship on that route can be calculated. This “Worldscale Flat” rate is calculated in US dollars per metric ton of cargo carried on a standard loaded voyage between a loading port and a discharge port with a ballasted return voyage. The standard vessel is of 75,000 dwt with an average service speed of 14.5 knots and consumption of 55 m.t. of 380 CSt fuel per day while steaming, plus 100m.t. per round voyage for other purposes and an additional 5 m.t. in each port in the voyage. Port time allowed is 4 days for the voyage. The fixed hire element (on the assumption that the ship is time-chartered) is $12,000 per day. Bunker prices are assessed annually by the Worldscale Associations and are based, as are port charges, on the previous year’s average. Average exchange rates for the previous September are used. The total of the voyage costs divided by the cargo tonnage will give the Worldscale Flat rate, or “W100” for that voyage.

It is customary in the tanker trades to express market freight levels as a percentage of the published Worldscale rates, a method known as “points of scale”. Thus “Worldscale 100” or “W100” means 100 points of 100% of the published rate - in other words, the published rate itself, or “Worldscale flat”. “Worldscale 243” means 243 points or 243 per cent of the published rate and “Worldscale 31.5” means 31.5 points or 31.5% of the published rate.

• Economies of scale dictate that, in order to break even on a voyage, a large tanker carrying a large quantity of oil will require a lower freight rate per tonne than a smaller tanker lifting a smaller cargo. A VLCC might therefore be quoted at W41 while a 50,000-tonner may require well over W100 or even more than W200.

1. CESSER clause explain

Ans; it is in voyage charter, Where the charterers are not the owners of the goods but is acting only as an agent or broker for the loading of another party’s goods, he will probably be anxious to ensure that his liability for the cargo ceases once it is loaded. This is usually expressed in a Cesser Clause stating that “...charterers’ liability will cease on shipment of cargo and payment of freight, deadfreight and demurrage”, i.e. sums incurred at the loading port. The shipowner, however, will not want to find himself without a remedy for any breach of contract or damage done to his vessel after the charterer’s liability has ceased, and will want legal recourse against another party, who will usually be the receiver of the goods. Therefore, if a Cesser Clause is incorporated in the charter party, a Lien Clause will also be included giving the owners the right to retain possession of the goods at the discharge port until outstanding debts are paid. The two clauses are often combined in a Cesser and Lien Clause. The relief given to the charterers from their

obligations only operates to the extent that outstanding sums can be recovered at the discharge port. The owners must proceed against the receiver first, but the charterers will remain liable for sums which cannot be recovered from the receiver.

1. Explain bill of lading in detail

6.2 Ans; Bill of Lading (B/L)

The bill of lading is the declaration of the master of the vessel by which he acknowledges that he received the goods on board of his ship and assures that he will carry the goods to the place of destination for delivery, in the same condition as he received them, against handing of the original bill of lading.

The bill of lading (B/L) serves as:

1. A receipt of the goods by the shipowner acknowledging that the goods of the stated species, quantity and condition, are shipped to a stated destination in a certain ship, or at least received in custody of the shipowner for the purpose of shipment;

2. A memorandum of the contract of carriage, by which the master agrees to transport the goods to their destination; all terms of the contract which was in fact concluded prior to the signing of the bill of lading are repeated on the back of this document;

3. A document of title to the goods enabling the consignee to dispose of the goods by endorsement and delivery of the bill of lading.

. MATE”S RECIEPT Chief officer (C/O) compares ship’s tally or intaken cargo tonnage with details on Shipping Note and issues a Mate’s Receipt (M/R) from ship’s triplicate book. M/R contains accurate and truthful details of quantity and condition of goods, including references to any shortage, damage, etc. C/O gives at least one copy to shipper’s representative but retains one copy in book. Shipper obtains a full set of blank B/Ls from carrier, types in details of received cargo exactly as stated on M/R given by ship. Shipper sends full set of original B/Ls to port agent for signing by master or agent (with written authority of master). Person signing B/Ls carefully checks that typed details correspond to those in ship’s copy of M/R, and signs all original B/Ls in set. Full set of signed original B/Ls is handed to shipper. Other signed copies (marked COPY - NON-NEGOTIABLE) are also issued for office/filing purposes. Ship sails from loading port. During voyage shipper may sell goods to another party by endorsement and transfer of the full set of B/Ls. This may happen several times. Ship arrives at discharge port. Last buyer of goods in chain (who is now consignee) or his receiver proves his identity to port agent and presents one original B/L, endorsed to him. Pays freight and any demurrage owing. Agent stamps B/L ‘accomplished’ and issues Delivery Order to consignee to enable him to collect his goods. Consignee or receiver presents Delivery Order to ship, bills of lading are made up of four specimens;

1. one for the shipper,

2. one for the consignee of the goods,

3. one for the master,

4. one for the owner of the vessel.

Only these three or two specimens are marked with the statement "original", and all the other specimens - the ones for the master, the owner of the vessel, the consignee, and other specimens for other purposes - are marked with the statement "copy not negotiable". Sometimes a hundred "copies not negotiable" exist, and none of them gives the right to receive the goods.

The three or two originals, handed over to the shipper, is called "a full set of bills of lading". When a person has a full set of bills of lading, it is impossible that another person would receive the goods. The bill of lading always mentions the number of originals.

The B/L must indicate that the goods have been loaded on board or shipped on a named vessel, and it must be signed or authenticated by the carrier or the master, or the agent on behalf of the carrier or the master. The signature or authentication must be identified as carrier or master, and in the case of agent signing or authenticating, the name and capacity of the carrier or the master on whose behalf such agent signs or authenticates must be indicated.

A set contains at least two originals. In practice, a set of three originals is the most common. The number of original bills of lading (Bs/L) may be expressed as 3/3 (read as 'three of three') or 2/2 (read as 'two of two'). In the sample L/C, it the L/C stipulates "Full set 3/3... The purpose of issuing more than one original is to ensure that the port of destination will receive the original when dispatched separately. The original Bs/L are proof of ownership of goods, one of which must be surrendered to the carrier at destination, duly endorsed by the title holder in the goods in exchange for the goods or the delivery order. When one of the originals being surrendered to the carrier, the others become invalid.

The non-negotiable copy of B/L simply means the unsigned copy of the B/L, which is for information purposes.

A clean bill of lading is a bill of lading bearing no superimposed clauses stating a defective condition or shortage of the goods. It states that the goods have been received “in apparent good order and condition...”, without further remarks as to their condition.

• A dirty bill of lading, also known as a “claused” or “foul” bill, is one claused with remarks such as “torn bags”, “rusty drums”, “three (3) more c/s in dispute - if on board to be delivered”, etc.

1. discuss COLREG and reg 22 and 23

Ans: Part C Lights and Shapes (Rules 20-31)

Rule 20 states rules concerning lights apply from sunset to sunrise.Rule 21 gives definitions.

Rule 22 covers visibility of lights - indicating that lights should be visible at minimum ranges (in nautical miles) determined according to the type of vessel.

Rule 23 covers lights to be carried by power-driven vessels underway.

Rule 24 covers lights for vessels towing and pushing.

Rule 25 covers light requirements for sailing vessels underway and vessels under oars.

Rule 26 covers light requirements for fishing vessels.

Rule 27 covers light requirements for vessels not under command or restricted in their ability to manoeuvre.

Rule 28 covers light requirements for vessels constrained by their draught.

Rule 29 covers light requirements for pilot vessels.

Rule 30 covers light requirements for vessels anchored and aground.Rule 31 covers light requirements for seaplanes

Part D - Sound and Light Signals (Rules 32-37)

Rule 32 gives definitions of whistle, short blast, and prolonged blast.

Rule 33 says vessels 12 metres or more in length should carry a whistle and a bell and vessels 100 metres or more in length should carry in addition a gong.

Rule 34 covers manoeuvring and warning signals, using whistle or lights.

Rule 35 covers sound signals to be used in restricted visibility.

Rule 36 covers signals to be used to attract attention.

Rule 37 covers distress signals.

1. what is AFRA and AFRA max

AFRA- average freight rate assessment The London tanker brokers panel determine market rates under a freight billing system called AFRA.

They are unique in being the only assessment of their kind to be recognized by taxation authorities, as an acceptable method of charging freights between affiliated company of multinational groups. AFRA results are used by oil traders and govt agencies, to access the freight element in various types of oil sale agreement. AFRA results are published on the first business day of each month and cover five dead weight group.

Medium range- 25000-49999 DWT

Large range 1- 500000-79999 DWT

Large range 2- 80000-159999 DWT

VLCC- 160000- 319999 DWT

ULCC- 3200000-549999 DWT

In each of the five groups tonnage is divided into three categories, long term charter, short term charter, single voyage charter, each month AFRA subscribers receive the AFRA expressed in new Worldscale points.

Panamax tankers are vessels in the range 50,000-74,999 dwt.

Aframax tankers are vessels large enough to carry “Aframax”-size cargoes of between 80,000 tonnes and 119,000 tonnes. The average size of Aframax cargoes varies from one world region to another, resulting in different tanker market practitioners quoting different sizes for an “Aframax” tanker4 Vessels in this category of less than 100,000 dwt are divided into “dirty” and “clean” groups, “dirty” vessels carrying “black” cargoes such as crude oil, heavy fuel oils, asphalt, etc. and clean vessels carrying refined

“white” products.

A Suezmax tanker is a vessel of such a size (around 150,000-200,000 dwt, depending on dimensions and draught) that she can sail through the Suez Canal when fully loaded. Some brokers categorise “Suezmax” tankers as vessels in the range 120,000-199,999 dwt.

1. discuss wreck and salvage convention

SALVAGE convention

International convention on salvage 1989 ; it has 34 articles included in five chapters.

Ch 1 deals with general provisions – definitions etc.

Ch 2 deals with the salvage performance such as duties of salvor, owner and the master,

Ch 3 deals with rights of salvor

Article 13 deals with criterion for fixing the reward

Article 14 deals with the special compensation clause- SCOPIC

Chapter 4 deals with claims and actions

Ch 5 deals with final clauses.

1. Exhaust boiler safety valve settings

2. What things to check in dry-dock

Ans;Items to be checked before dry-docking

1. check the documentations;

• Plans- General arrangement, Docking plan, Shell expansion plan

• Surveys and certifications due/ renewal

• Maintenance schedules, spares and stores R.O. B and requirement

• Measuring instruments,

• Consumption of stern tube lube oil , send samples for analyses

• M/E crankshaft deflection and record

• Sound all the engine room DB tanks

Items to be checked during docking

• shore connection terminal box, phase sequence indicator, voltage and frequency of shore supply, KW hr meter on the shore side if any.

• maintain vessels trim as required by the dry dock authorities

• ensure the FFA equipments such as fire plan are in order, availability of international shore connection

• check with ,master when to shut down the M/E , A/E’s and Sea water pumps,

• boiler dump condenser to be isolated after stopping the boiler

• sewage discharge connection to be made ready for discharge ashore or to be collected in tanks

• isolate the tern tube lube oil head tank while the water being pumped out.

• ensure that all DB tanks bottom drain pugs are fitted back and cemented

Items to be checked during undocking

• leakages from the sea water pipe lines and ship side valves etc.

• ensure that oil is there in stern tube head tank and correct tank in use.

• Remove the shore connections and check the KW hr meter reading

• Check the contents of the DB tanks so that trim is maintained as per dry-dock authorities requirement.

1. Ballast water management why and how

Ans; International Convention for the Control and Management of Ships' Ballast Water and Sediments

Adoption: 13 February 2004

Entry into force: 12 months after ratification by 30 States, representing 35 per cent of world merchant shipping tonnage.,

Under article 2 ;to prevent, minimize and ultimately eliminate the transfer of harmful aquatic organisms and pathogens through the control and management of ships' ballast water and sediments.

Reception facilities

Under Article 5 Sediment Reception Facilities Parties undertake to ensure that ports and terminals where cleaning or repair of ballast tanks occurs,

Survey, certification and inspection

Ships are required to be surveyed and certified (Article 7 Survey and certification) and may be inspected by port State control officers (Article 9 Inspection of Ships) who can verify that the ship has a valid certificate; inspect the Ballast Water Record Book; and/or sample the ballast water. If there are concerns, then a detailed inspection may be carried out and "the Party carrying out the inspection shall take such steps as will ensure that the ship shall not discharge Ballast Water until it can do so without presenting a threat of harm to the environment, human health, property or resources."

Annex - Section B Management and Control Requirements for Ships

Ships are required to have on board and implement a Ballast Water Management Plan approved by the Administration (Regulation B-1)

Ships must have a Ballast Water Record Book (Regulation B-2) to record when ballast water is taken on board; circulated or treated for Ballast Water Management purposes; and discharged into the sea. It should also record when Ballast Water is discharged to a reception facility and accidental or other exceptional discharges of Ballast Water

Annex - Section D Standards for Ballast Water Management

Regulation D-1 Ballast Water Exchange Standard - Ships performing Ballast Water exchange shall do so with an efficiency of 95 per cent volumetric exchange of Ballast Water. For ships exchanging ballast water by the pumping-through method, pumping through three times the volume of each ballast water tank shall be considered to meet the standard described. Pumping through less than three times the volume may be accepted provided the ship can demonstrate that at least 95 percent volumetric exchange is met

The sequential flow-through and dilution methods of ballast water exchange will be accepted. When flow-through or dilution is used, at least three times the tanks volume should be pumped. Ballast water exchange should be carried out with an efficiency of at least 95% volumetric exchange.

D1 = Ballast Water Exchange (95% volumetric exchange) or pumping through three time the volume of each tank.

D2 = Ballast Water Treatment systems approved by the Administration which treat ballast water to an efficacy of:

• not more than 10 viable organisms per m³ >50 micrometers in minimum dimension, and

• not more than 10 viable organisms per millilitre < 50 micrometers in minimum dimension and >10 micrometers in minimum dimension.

Indicator Microbe concentrations shall not exceed: a) toxicogenic vibrio cholerae: 1 colony forming unit (cfu) per 100 millilitre or 1 cfu per gram of zooplankton samples; b) Escherichia coli: 250 cfu per 100 millilitre c) Intestinal Enterococci: 100 cfu per 100 millilitre

Construction Date (CD) = keel laying date; 50 tons or 1% of structural material – whichever is less; or major conversion.

Major Conversion = change of ballast capacity of 15%; change of ship type; projected life is extended by 10 years; or ballast system modification except for replacement-in-kind or modifications needed to meet ballast water exchange

Ballast Water Exchange is to take place as follows: regulation B4

1) at least 200 nm from the nearest land and in 200 m water depth;

2) at least 50 nm from the nearest land and in 200 m water depth; or

3) in the event throughout the intended route the sea area does not afford the above characteristics, in a sea area designated by the port State.

All ships > 400gt are to be surveyed (initial, annual intermediate, and renewal) and certificated (not exceeding 5 years).

1. Differentiate between bareboat and voyage, time charter

Ans; voyage charter

is a contract for the carriage by a named vessel of a specified quantity of cargo between named ports or places. The charterer, who may be the cargo owner or may be chartering for the account of another party such as the shipper or the receiver, agrees to provide for loading, within the agreed period of time, the agreed quantity of the agreed commodity, to pay the agreed amount of freight, and to take delivery of the cargo at the destination place. In effect the charterers hire the cargo capacity of the vessel, and not the entire vessel, and to this extent a voyage. The shipowner must provide the master and crew, act as carrier and pay all running and voyage costs, unless the charter party specifically provides otherwise.

Freight is in proportion to the volume of the cargo

time charter -

- is a contract for the hire of a named vessel for a specified period of time. The shipowner is responsible for vessel’s running expenses, i.e. manning, repairs and maintenance, stores, master’s and crew’s wages, hull and machinery insurance, etc. He operates the vessel technically, but not commercially. The owners bear no cargo-handling expenses and do not normally appoint stevedores Stevedoring damage notification forms, and log extracts (or “abstracts”) will usually be required to be sent to the charterers.

an extra payment to be made by the charterers each time the ship’s crew sweep and/or wash down the holds of a dry cargo ship. Time charterers are normally allowed to fly their own house flag and, at their own expense, paint their own colours on the funnel and/or sides.

bareboat charter (sometimes called a charter by demise or demise charter

is a contract for the hire of a vessel for an agreed period during which the charterers acquire most of the rights of the owners, is used by owners such as banks and finance houses who are not prepared to operate or manage ships themselves. a purchase option after expiry of the charter or during the hire period. (Hire payments may include instalments of the purchase price, and transfer of ownership may follow the final instalment. Many permutations are possible.) In essence the vessel owners put the vessel (without any crew) at the complete disposal of the charterers and pay the capital costs, but (usually) no other costs. The charterers have commercial and technical responsibility for the vessel, and pay all costs except capital costs.

1. DOC is issued to whom?

Ans: Document of Compliance is issued to the shipping company upon when the shipping company demonstrates the plan to implement safety management system, meting the full requirement of this code with the period of validity of interim DOC

1. Discuss LOF

Ans; The only international standard form of salvage agreement in use is Lloyds Standard Form of Salvage Agreement or Lloyds Open Form (LOF). A form of contract which was easily understood and known to be fair to salvors, seafarers owners and underwriters alike;

a contract which can be agreed without hesitation or negotiation thereby

enabling necessary salvage work to start immediately;

a contract with an administrative system and rules of conduct under which the

assessment of the salvage award and all disputes could safely be left to be

resolved after a successful operation had been completed;

The 1980 version (LOF 80) provided that contractors could limit their liability

in accordance with the 1976 Limitation Convention, notwithstanding that, at

that time, the Convention did not then have the force of law. LOF 80 also broke, for the first time, the centuries old salvage principal of ‘no cure no pay’ by providing that if the salvage services involved a laden tanker, the salvor, even if unsuccessful, would at least recover the very minimum of his expenses plus an uplift of 15%. This was done to encourage salvors to run to the assistance of seriously damaged tankers which were threatening damage to the environment.

LOF90 incorporated the Salvage Convention which included the very important new provision for Special Compensation under Article 14. But difficulties of interpreting the precise meaning of Article 14 of the Convention was defeating its very purpose, namely to encourage salvors to proceed to the assistance of seriously damaged ships

To correct the situation, new concept, the SCOPIC Clause (Special Compensation P&I Clause), which was specifically designed to replace the Article 14 provision of the Salvage Convention and make the assessment of the amount due to the contractor that

much easier. LOF2000 specifically made provision for the use of the SCOPIC clause

1. What are critical machinery and critical operations

Ans; critical machineries are those machineries sudden failure of which may result in hazardous situation- such as M/E, A/E. steering gear, IOPP euipment, LSA & FFA equipments, IG system anchoring and mooring equipment, cargo handling equipments,

Critical operations are those operations, which if not followed correctly may lead to hazardous situation or may pose a threat to the environment. such as manoeuvring or bunkering.

Critical operation would include but not ltd to

-navigation in res visibility

-nav in high desity traffic

-nav in res/narrow area

-heavy weather operation

-handling of haz cargo and noxious liquid substances

- bkrg and oil transfer operation at sea

- cargo operations on gas and oil / chemical tankers

1. What are dynamic elements of ISM

Ans; dynamic elements of ISM code are as follows, dynamic elements are designed to support continuous improvement of SMS

• 1. Internal audit and SMS review by the company

  2. reporting of non conformities, accidents, near misses, and hazardous situations

  3. masters review and reporting of deficiencies

  4. identification of training needs and provision of same.

1. Test ships safety- tankers-hull related- cargo safety

2. Damaged stability criterion-product tanker – chemical tanker- bulk carrier

3. For gas carrier any convention

1. P&I club who pay the premium

Ans; Shipowners pay the P&I club premium.

1. Suppose shipowner takes the policy from the P&I now the vessel is sold to another person will policy get transferred,

Ans: NO the policy will not gets transferred, because new owner may not be a member of the same club, While other insurance premiums are fixed on the basis of probabilities - or actuary calculations, P&I insurance premiums are reviewed annually on a per ship and/or fleet basis. Several factors are taken into account in the process, most importantly the claims record of the vessel, specifically the average loss-ratio (claims as percentage of premium) over the previous 5 years.

1. a major maintenance is carried out in engine room , after starting normally another accident take place- found from the incident , what could be the reason what will you do regarding that.

Ans; Generally if a major maintenance is carried out and test run is normal , and after that if any accident takes place the following could be the reasons

• 1. human error, lack of knowledge and experience, senior engineers irresponsible.

  2. material failure, due to poor quality or substandard spare parts

  3. failure of lubrication, again it’s the coz of human error, either insufficient lube oil in the system or passages are not clear.

  4. Excessive thermal stress or mechanical stress due to over tightening of components, again it leads to human error, either insufficient cooling – cooling medium valves shut, or over or under tightening of the component, correct tightening methods and procedures not followed.

1. CLC conventions what are the limits what are the amendments, has this convention signed by India.

Ans; YES, ratified on 19.6.75 , CLC 69, and CLC protocol 1976

Limits in 1969-133 SDR /ton , with max limit of 14 million SDR

Limits as per 1992 protocol

Less than 5000GT , 3million SDR

5000GT to 140,000 GT , 3 million SDR+ 420 SDR per ton

over 140,000 GT , 59.7 million SDR

limits as per 2000 amendments

less than 5000GT, 4.51 million SDR

5000 to 140,000GT 4.51 million SDR+ 631 SDR per ton

over 140,000 GT 89.77 million SDR

1. What is FUND convention limit, who contribute to fund, has India ratified it, what is supplementary fund, who contribute to supplementary fund, what is SDR

Ans; YES India has ratified , act16.10.78, FUND, 1971 and protocol FUND 1976, 1992 protocol FUND ratification is under consideration, All persons or companies importing more than 150000 tonnes of oil per year shall make contribution to the fund.

In May 2003, a Diplomatic Conference adopted the 2003 Protocol on the Establishment of a Supplementary Fund for Oil Pollution Damage. The Protocol establishes an International Oil Pollution Compensation Supplementary Fund, the object of which is to provide an additional, third tier of compensation for oil pollution damage.

the total amount of compensation payable for any one incident will be limited to a combined total of 750 million Special Drawing Rights (SDR) (just over US$1,000 million), including the amount of compensation paid under the existing CLC/Fund Conventions

Special drawing rights is the new unit of account, based on the special drawing rights as used by the International Monetary Fund (IMF)

1. What is the purpose of MS?

Ans; to provide for the registration of Indian ships and to consolidate the law relating to merchant shipping

An act to foster the development and ensure the efficient maintenance of an Indian mercantile marine in a manner best suited to serve the national interests and for that purpose to establish national shipping board.

1. Junior for training on board – DMET, and workshop, what will be your criterion for training

2. STCW section in MS act

3. UK COC want to sail in Indian ship – which section of MS act allows

Ans: 86.Recognition of certificates of competency or service granted in other countries.- (1) If provision is made by the law in force in any country other than India for the grant of certificates of competency or service similar to those referred to in this Act, and the Central Government is satisfied-

(a) that the conditions under which any such certificates are granted in that country require standards of competency or service not lower than those required for the grant under this Act of corresponding certificates; and

(b) that certificates granted under this Act are accepted in that country in lieu of the corresponding certificates granted under the laws of that country;

the Central Government may, by notification in the Official Gazette, declare that any certificate of competency or service granted under the laws in force in that country and specified in that notification shall for the purposes of this Act be recognised as equivalent to the corresponding certificate of competency or service granted under this Act and specified in the notification.

(2) Whenever the provisions of this Act require that a person employed in any capacity on board any ship shall be the holder of a specified certificate of competency or service granted under this Act, any person employed in that capacity shall, if he is the holder of a certificate recognised under sub-section (1) as equivalent to the first-mentioned certificate or to a certificate of higher grade granted under this Act, and still in force, be deemed to be duly certificate under this Act.

1. As C/E what will you do when going to SECA area, what will you do with cylinder oil

Ans: in SECA area’s to meet the SOX emission requirement of 6 g / kw hr under annex VI, provision is made to burn fuel having low sulphur content of 1.5%. since the sulphur is reduced therefore the TBN should also be reduced to counter less generated acidic effect, therefore cylinder oil of low TBN should be used in the main propulsion engines. This can be also be achieved by intelligent cylinder lubrication.

1. As C/E what will you do with respect to annex VI – Nox technical file if original spare is not there what will you do.

Ans; The engine’s Technical File identifies the components, settings and operating values that influences the exhaust emissions and these must be checked to ensure compliance during surveys and inspections.

To satisfy the requirements of this method the following must be available:

• • Technical File including the onboard verification procedure.

  • Record book of engine parameters for recording all of the changes made relative to an engine’s components and settings. Also to include technical documentation in case of modification of any of the engine’s designated components

  • Nox influencing components- fuel injector nozzle, fuel pump, fuel injection pressure, liner, piston , valve cams, valve timings, fuel timings, con rod piston rod shims, cylinder heads and gasket.

Changing spares must be entered in the NOX tech file,

If the original spares as per the Nox tech file code are not on board then, make a requisition on urgent basis, inform the company about the same, if possible try to overhaul the same component, such as fuel injectors, don’t change any parts with those which are not in compliance with the Nox tech file.

In case it is very much urgent to renew such a part then keep a close monitoring of the engine parameters and compare them with the previous record, Engine parameter record book., while entering port limits reduce the load on the engine so that the exhaust temperature are reduced and hence NOX.

1. What are the future amendments of MARPOL

Ans: 1 August 2007

March 2006 amendments to MARPOL

MARPOL regulation on oil fuel tank protection

The amendment to the revised MARPOL Annex I (which was adopted in October 2004 with entry into force set for 1 January 2007) includes a new regulation 12A on oil fuel tank protection. The regulation is intended to apply to all ships delivered on or after 1 August 2010 with an aggregate oil fuel capacity of 600m³ and above. It includes requirements for the protected location of the fuel tanks and performance standards for accidental oil fuel outflow. A maximum capacity limit of 2,500m³ per oil fuel tank is included in the regulation, which also requires Administrations to consider general safety aspects, including the need for maintenance and inspection of wing and double-bottom tanks or spaces, when approving the design and construction of ships in accordance with the regulation. Consequential amendments to the IOPP Certificate were also adopted.

The MEPC also agreed to include appropriate text referring to the new regulation in the amendments to theGuidelines for the application of the revised MARPOL Annex I requirements to FPSOs and FSUs and approved a Unified Interpretation on the application of the regulation to column-stabilized MODUs.

Definition of heavy grade oil

A further amendment to the revised MARPOL Annex I relates to the definition of "heavy grade oil" in regulation 21 on Prevention of oil pollution from oil tankers carrying heavy grade oil as cargo, replacing the words "fuel oils" with "oils, other than crude oils", thereby broadening the scope of the regulation.

MARPOL Annex IV amendments

The amendment to MARPOL Annex IV Prevention of pollution by sewage from ships adds a new regulation 13 on Port State control on operational requirements. The regulation states that a ship, when in a port or an offshore terminal of another Party, is subject to inspection by officers duly authorized by such Party concerning operational requirements under the Annex, where there are clear grounds for believing that the master or crew are not familiar with essential shipboard procedures relating to the prevention of pollution by sewage.

Amendments to BCH Code

Amendments to the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code) were adopted as a consequence of the revised Annex II of MARPOL 73/78 and the amended International Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC Code), which are expected to enter into force on 1 January 2007. The MEPC also adopted a resolution on Early and Effective Application of the 2006 amendments to the BCH Code to invite MARPOL Parties to consider the application of the amendments to the BCH Code, as soon as practically possible, to ships entitled to fly their flag. Also adopted were the revised Guidelines for the provisional assessment of liquids transported in bulk. In this context the Committee urged industry, in particular the chemical industry, to provide information on the revision of List 2 of the MEPC circular which contains pollutant-only mixtures based on section 5 of the revised Guidelines.

1. Discuss reg 13G, 13F

Ans; New-build tankers are covered by Regulation 13F, while regulation 13G applies to existing crude oil tankers of 20,000 dwt and product carriers of 30,000 dwt and above. Regulation 13G came into effect on 6 July 1995.

Regulation 13F requires all new tankers of 5,000 dwt and above to be fitted with double hulls separated by a space of up to 2 metres (on tankers below 5,000 dwt the space must be at least 0.76m).

As an alternative, tankers may incorporate the "mid-deck" concept under which the pressure within the cargo tank does not exceed the external hydrostatic water pressure. Tankers built to this design have double sides but not a double bottom. Instead, another deck is installed inside the cargo tank with the venting arranged in such a way that there is an upward pressure on the bottom of the hull.

Other methods of design and construction may be accepted as alternatives "provided that such methods ensure at least the same level of protection against oil pollution in the event of a collision or stranding and are approved in principle by the Marine Environment Protection Committee based on guidelines developed by the Organization.

For oil tankers of 20,000 dwt and above new requirements were introduced concerning subdivision and stability.

The amendments also considerably reduced the amount of oil, which can be discharged into the sea from ships (for example, following the cleaning of cargo tanks or from engine room bilges). Originally oil tankers were permitted to discharge oil or oily mixtures at the rate of 60 litres per nautical mile. The amendments reduced this to 30 litres. For non-tankers of 400 grt and above, the permitted oil content of the effluent which may be discharged into the sea is cut from 100 parts per million to 15 parts per million.

Regulation 24(4), which deals with the limitation of size and arrangement of cargo tanks, was also modified.

Regulation 13G applies to existing crude oil tankers of 20,000 dwt and product carriers of 30,000 dwt and above. Tankers that are 25 years old and which were not constructed according to the requirements of the 1978 Protocol to MARPOL 73/78 have to be fitted with double sides and double bottoms. The Protocol applies to tankers ordered after 1 June 1979, which were begun after 1 January 1980 or completed after 1 June 1982. Tankers built according to the standards of the Protocol are exempt until they reach the age of 30. Existing tankers are subject to an enhanced programme of inspections during their periodical, intermediate and annual surveys. Tankers that are five years old or more must carry on board a completed file of survey reports together with a conditional evaluation report endorsed by the flag Administration. Tankers built in the 1970s which are at or past their 25th must comply with Regulation 13F. If not, their owners must decide whether to convert them to the standards set out in regulation 13F, or to scrap them. Another set of tankers built according to the standards of the 1978 protocol will soon be approaching their 30th birthday - and the same decisions must be taken.

1. 
   

2. discuss future amendments of SOLAS?

1. types of certificates on that ship P&A( Procedures and Arrangement) manual , SOPEP

Ans:

1. international tonnage certificate

2. international load line certificate

3. international loadline exemption certificate

4. certificates for masters, officers and rating

5. International oil pollution prevention certificate

6. International air pollution prevention certificate, ( EIAPP for new ships )

7. Copy of DOC, and SMC

8. cargo ship safety certificate

   • cargo ship safety equipment

   • cargo ship safety construction certificate

   • cargo ship safety radio certificate

9. CLC certificate

10. international sewage pollution prevention certificate

11. certificate of compliance for VDR

12. international ships security certificate

Documents

1. intact stability

2. damaged control plan

3. minumum safe manning document

4. Fire safety training manual

5. Fire control plan booklet

6. on board training and drills record (official log book)

7. Oil record book

8. garbage management plan and record book

9. Cargo securing manual( container ship)

10. Nox technical file

11. ship board oil pollution emergency plan

12. ships security plan

13. SMS manual

14. continuous synopsis record

Oil tanker

Certificates;

1. statement of compliance if vessel is older than 15 yrs

Documents

1. record of ODMCS for last ballast voyage

2. ODMC operational manual

3. crude oil washing manual

4. DCBT operation manual

1. MS act – purpose , define marine causality

"distressed seaman" means a seaman engaged under this Act who, by reason of having been discharged or left behind from, or shipwrecked, in any ship at a place outside India, is in distress at that place;

"master" includes any person (except a pilot or harbour master) having command or charge of a ship;

"seaman" means every person (except a master, pilot or apprentice) employed or engaged as a member of the crew of a ship under this Act, but in relation to sections 178 to 183 (inclusive) includes a master;

Shipping casualties and report thereof.- (1) For the purposes of investigations and inquires under this part, a shipping casualty shall be deemed to occur when

(a) on or near the coasts of India, any ship is lost, abandoned, stranded or materially damaged;

(b) on or near the coasts of India, and ship because loss or material damage to any other ship;

(c) any loss of life ensues by reason of any casualty happening to or on board any ship on or near the coasts of India;

(d) in anyplace, any such loss,.abandonment, stranding,.material damage or casually as above mention occurs to or on board any Indian ship, and any competent witness thereof is found in India;

(e) any India ship is lost or is supposed to have been lost.any evidence is obtainable in India as to the circumstances under which she proceeded to sea or was last heard of-

1. type of insurance , certificate of financial responsibility, ( CLC and P&I club)

Ans; Marine Insurance can be divided into three sections:

Marine Hull insurance, Marine Hull policies are usually time policies, the maximum period of insurance usually being 12 months. It covers loss/damage suffered to a ship and machinery of vessel.

Marine Cargo insurance The insurance of goods in transit from one place to another by any single mode or combined modes of sea, rail, road, air and inland waterways. Under marine cargo, export and import shipments, including air and registered post as well as goods in transit by rail/ road/ air/ post can be insured.

P&I Clubs insurance. Shipowners take P&I insurance cover in respect of third party liabilities and expenses arising from owning ships or operating ships as principals. An insurance mutual, a Club, provides collective self insurance to its members.

For trade to the United States, one has to make sure their ship complies with the special US Coast Guard regulations for US waters and in particular the OPA 90 (Oil Pollution Act, 1990) and COFR (Certificate of Financial Responsibility) requirements. Such a certificate is issued under the provision of CLC convention and is issued by the P&I clubs.

1. PSC detainable deficiency, how will you calibrate OWS 15 PPM. if PSCO detains your ship and you feel that cause of detention is not detainable then what will be your action.( court of survey)

Ans: Areas under the SOLAS Convention

Insufficient cleanliness of engine room, excess amount of oily water mixtures in bilges, insulation of piping including exhaust pipes in engine room contaminated by oil, improper operation of bilge pumping arrangements

Failure of the proper operation of propulsion and other essential machinery, as well as electrical installations

Failure of the proper operation of emergency generator, lighting, batteries and switches

Failure of the proper operation of the main and auxiliary steering gear Absence, insufficient capacity or serious deterioration of personal life saving appliances, survival craft and launching arrangements

Absence, non compliance or substantial deterioration of fire detection system, fire alarms, firefighting equipment, fixed fire extinguishing installation, ventilation valves, fire dampers, quick closing devices to the extent that they cannot comply with their intended use

Absence, non-compliance or serious deterioration of lights, shapes or sound signals

Absence or failure of the proper operation of the radio equipment for distress and safety communication

Areas under the Load Lines Convention

Significant areas of damage or corrosion, or pitting of plating and associated stiffening in decks and hull affecting seaworthiness or strength to take local loads, unless proper temporary repairs for a voyage to a port for permanent repairs have been carried out

insufficient stability

The absence of sufficient and reliable information, in an approved form, which by rapid and simple means, enables the master to arrange for the loading and ballasting of his ship in such a way that a safe margin of stability is maintained at all stages and at varying conditions of the voyage, and that the creation of any unacceptable stresses in the ship’s structure are avoided.

Absence, substantial deterioration or defective closing devices, hatch closing arrangements and watertight doors

Absence of draft mark or draft mark impossible to read.

Overloading

Areas under the MARPOL Convention, Annex I

Absence, serious deterioration or failure of proper operation of oily water filtering equipment, the oil discharge monitoring and control system or the 15 ppm alarm arrangement

Remaining capacity of slop and/or sludge tank insufficient for the intended voyage

Unauthorised discharge bypass fitted

Oil Record Book not available

Survey report file missing or not in conformity

Areas under the MARPOL Convention, Annex II

Absence of the P&A Manual

Cargo is not categorized

No cargo record book available

Unauthorised discharge bypass fitted.

Areas under the 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.

Areas under the ILO Conventions

1. Insufficient food for voyage to next port (Convention 68 Article 5(2)(a)).

2. Insufficient potable water for voyage to next port (Convention 68 Article 5(2)(a)).

OWS cannot be calibrated on board by ship board personnel’s, it can be only calibrated by the with the aid of the calibrating equipments, through a technician qualified by the maker.

It can only be checked on board by the a sampling kit which can only indicate that the IOPP equipment is required to be calibrated. If PSCO detains without any valid reason,

Then as a chief engineer make a report of it and inform the flag state with all the facts and figures, inform company. And classification society.

A chief engineer can also appeal to the port state for another survey by another surveyor, he must report the grounds of detention with full facts and figures, if port state thinks it valid then they may appoint another surveyor, and results of both surveyors can be considered as the case of detention.

1. training to engine room crew about emergency

identify the types of emergencies

1. flooding, find source of flooding , try to isolate if possible, start bilge pumps in case major flooding,

2. grounding, check all ship side , frames and structures, sound all the tanks, if possible stop the main engine in consultation with bridge,

3. fire, if possible restrict the fire- remove combustible material, or discharge a portable fire extinguisher, inform bridge of the extent, location of fire, keep safe away from the fire, all remaining crew to muster and prepare for the fire fighting, shut down the

4. blackout

5. critical machinery failure

6. steering failure

7. Man overboard

8. rough weather

9. abandon ship

10. collision

11. security breach

12. oil pollution, inform master or chief engineer of the probable oil discharged, notify the contents with the SOPEP locker, location of sopep locker, carry out containment, importance of identification of source of pollution. Means of communication, be alert while bunkering and fuel transfer operations, don’t transfer the fuel unattended, don’t gag any fuel tank self closing drain valve, location of remote stops of such transfer pumps, keep checking sounding of all the concerned tanks,

raise alarm, follow checklists, inform bridge or chief engineer of the type of emergency, carry out drills,

1. how will you prepare for external audit ISM

Ans;

1. define seaworthiness

Ans; the ship must, at the commencement of the voyage, be seaworthy for the purpose of the particular voyage insured. Thus a ship is deemed to be seaworthy when ‘reasonably fit in all respects to encounter the ordinary perils of the seas of the adventure insured’

Voyage seaworthiness

Technical seaworthiness

Cargo seaworthiness

Define Seaworthiness. What is the difference between an unseaworthy ship and a unsafe ship?

SEAWORTHINESS

Definition:

Seakeeping ability is a measure of how well-suited a vessel is to conditions when underway. A ship or boatwhich has good seakeeping ability is said to be very seaworthy and is able to operate effectively even in high sea states.

In ship design it is important to pre-determine the behavior of the ship or floating structure when it is subjected to waves. This can be calculated, found through physical model testing and ultimately measured on board the vessel. Calculations can be performed analytically for simple shapes like rectangular barges, but need to be calculated by computer for any realistic shaped ship. The results of some of these calculations or model tests called Response Amplitude Operators (RAO). For a floating structure they will need to be calculated for all six motions and for all relative wave headings.

Ship motions are defined by the six degrees of freedom that a ship or boat can experience.

Heave : is the linear vertical (up/down) motion

Sway : is the linear lateral (side-to-side) motion

Surge : is the linear longitudinal (front/back) motion

Roll : is when the vessel rotates about the longitudinal (front/back) axis.

Pitch : is when the vessel rotates about the transverse (side-to-side) axis.

Yaw : is when the vessel rotates about the vertical (up-down) axis.

UNSAFE SHIP

Anything that poses a threat to the continued well being of Ship, Cargo or Crew is said to be a Danger.

Being protected from Danger is “Safe”.

Being exposed to Danger is considered Unsafe.

Therefore a ship that is not protected from dangers is called an “Unsafe Ship”

1. what is philosophy of registry

Ans;

1. define affidavit

Ans; an affidavit is a formal sworn statement of fact written down signed by the declarant (who is also known as affiant and witnessed as to the varsity of the affiant signature) by a taker of oath such as notary public,

1. what is affreightment

Ans; contract of affreightment

is an agreement between a charterer and a shipowner, disponent owner or carrier for the carriage of a specified (and often large) quantity of specified goods between specified places, over a specified (and usually long) period of time, by vessels of a type and size stipulated by the charterer, but which are nominated by the owners. The goods to be carried and the total period are clearly defined, but the shipment dates may be approximate, often giving an even spread of shipments over the period (which may, for example, be 12 months). A stated minimum quantity must usually be loaded each voyage, with a “more-or-less” margin at the option of either the charterers (MOLCO) or the owners (MOLOO). the owners agree to transport an agreed volume of cargo over a specified period; the charterers nominate cargoes and loading dates; the owners nominate suitable vessels.

1. what are the functions of MMD and Registrar

Ans: registration of ships;, surveys, port state inspection, examination and certification of various grades of competency, inspection and approval of LSA,FFA, Navigational equipments, investigation into accidents and casuality

1. pollution ( local P&I) , 1/4^th is not giving what will you do

2. collision ( 3/4^th HULL & MACHINERY) ( 1/4^th P&I)

3. OPRC convention India agreement with which all countries

Ans; srilanka, pakistan, Maldives,

1. definition of liabilities

1. what was the reason of sudden losses of bulk carriers in 1990

1. what is the purpose of ballast water mgt

2. what is act of god

1. what are the C/E responsibilities as per ISM

1. equipment failure.

2. what is importance of masters review

1. example for third party for the ship.

2. difference between ESP and CAS

3. MARPOL reg 13 G

4. define accidents

5. what are elements of SOPEP

1. why a ship required to be registered in which convention does it come

1. define emergency preparedness

1. what is FAL convention

1. what is development in charter party

1. what is rem ; in res

2. compensation regieme

3. superstructure definition; is bridge a superstructure

4. third party liability – definition and example

5. specific to tanker – give one detainable deficiency

6. what is flag state control

7. ship is deliverd in foreign port what will you do as C/E ( 5 things)

1. developments in turbocharger nozzle rings flow

1. name 5 offence on board

1. reliability based on maintenance

1. quality mgt 5 key points

1. loadline latest amendments

1. damage control booklet

2. Chemical (HNS) carrier certificate as per marpol

1. LRIT – range

2. ship identification – what is LRIT and AIS

3. 5 points – what is the reason for equipment failure

1. Differentiate between maritime liens and mortgage

2. Conflict between India and IMO, what will be the effect.

3. What is M.S. ACT?

4. PSC is harassing you what action will you take.

5. Gross tonnage and net tonnage- define

1. What is seaman is the master included all the time.

1. Entire crew is on strike what will you do

1. What is a third party?

2. An OBO is changed over from ore to oil, what will be the effect on DOC /SMC

1. DOC is invalid and company has 40 ships what will be the effect. Does all the ships stops trading

1. What are clear grounds?

1. My ship is brand new and is not registered anywhere and you as a charterers will you load cargo on my ship.

1. why do u require registry of ship.

1. what cover provided by P&I club.

1. What shipboard health and safety document plan?

2. What are the essential features of quality management system?

1. What do you mean by objective evidence.

2. Various oil covers provided for ship.

3. Condition bared system/ maintenance.

4. what is a marine casualty?

5. New delivery sea trial.

1. Reliability barred index maintenance

2. Japan built ship mandatory- issue certificate, now to be registered in India.

1. A chief has taken an strict action against 4/E, together signed off, after 4/E complained against C/E how will you defend yourself.

1. Hazardous occurrence.

2. Statutory certificates.

1. Condition of class-imposed ship is going to Siberia no survey facilities, how will you manage for further inspection.

2. OPRC – OPR plan integrated with national oil pollution response plan

3. All statutory certificates are valid and in inspection ship is found to be unseaworthy, who is to be blamed and why.

4. Vessel is OBO how it changes oil to carry ore. What will be effect on SMC and DOC interim DOC and Full time SMC what intermediate assessment in above case.

1. How funds are collected in P&I clubs, what is pooling

2. What are the worldwide Hull & machinery insurance?

3. if flooding contingency plan is wrong what action will you take.

4. in case of engine room flooding what will be your action as chief engineer.

1. Explain the following terms:

a) Charter party

b) Freight

c) Laytime

d) Bill of lading

e) Off hire clause

f) Contract of affringement.

g) Bare boat charter.

h) Lloyds open form

i) GA & PA

j) Treaty, convention and protocol.

2. What are P & I clubs? How P & I clubs collect funds from ships. Risks covered under P & I.

3. Principles of modern salvage law? What is GA, explain in context to GA

a. Entitlement.

b. Artificial adjustment.

c. Contestation.

4. Reasons for bulk carrier losses and amendments of Solas 74 – chapter xii to reduce losses.

5. As per marine insurance act – write notes on

a) Deviation

b) Warranties

c) War risk clause

d) Charterer’s contribution clause.

6. Primary strategy for coping stress affected personnel, implementation for better team work.

7. Explain PSC inspection. Underline its authority for exercising basis of such inspection – enumerate relevant regulations articles and annexes of Solas 74, Load line 66, Marpol 73/78, STCW 95 and Tonnage 69 which form provisions for PSC.

8. Differentiate third party liability and contractual liability. When may the ship owner seek to limit his liability? List the persons entitled to limit liability and claims entrusted.

9. As a chief engineer describe the procedure you would employ for bunkering at a port for ascertaining and receiving correct grade and quantity of oil from shore supplies. In case of dispute over LO/ FO received describe the actions you would take in these circumstances. What are the applicable provisions under Marpol 73/78 annex VI regulations?

10. Unclos provisions concerning ships flag & nationality. In observation what are the duties of flag states and how are they enforced?

11. Socio cultural differences have been an accepted fact in major merchant ships. Explain how these differences generate inter personnel conflict and affect the safety management. How can they be resolved onboard?

12. Your company has deputed you to take over a second hand bulk carrier. The vessel is registered under Indian flag. As a chief engineer and owners representative what aspects would you look for

a) Solas 74.

b) Marpol 73/78.

c) Crew accommodation.

d) Machinery/Boiler.

e) Previous survey report

13) Explain the associated key factors and activities to ensure planned maintenance programmes onboard ships and ISM codes with the following terms.

a) Corrective action process.

b) Developing and improving maintenance records.

c) Systematic approach to maintenance.

d) Maintenance intervals.

e) Inspections.

14) Differentiate between rules, regulations , Protocol, Act, Tacit acceptance and convention as adapted in IMO. Describe the process by which a draft proposal gets converted into a rule administered by a maritime member country.

15) During dry dock what are the steps you take in aspects of co- ordination, and exchange of info with master – preparation required along with engineers regarding delegation of work. Organising with dry dock authorities for undocking the vessel.

16) Protection of Marine environment is of utmost importance today. Discuss – ensure protection of environment by compliance with various regulations of MARPOL 73/78.Annex I for prevention and control of pollution at sea.

State the requirements for compliance under annex VI of Marpol 73/78.

17) Wrt PSC inspection, what are clear grounds, and ISM related deficiencies for a PSC officer to conduct a detailed inspection. Deficiencies leading to detention of ship and how to avert it.

18) Highlight the following amendments to IMO conventions and its effect in operation thereof. Mention their date of entry into force.

a) CLC and FUND convention.

b) Solas- IMDG code.

19) Salient factors for onboard training and standard of competence as per STCW 95, Chapter III. Requirements of C/E for training e/r personnel and criteria for assesment.

20) ILO convention 2006(no 186).

21) List objectives of ISM external audit? How does an internal audit help in external audit of a vessel. Name the salient issues addressed in external audit and persons responsible for carrying out external audit. What are safety management principles in ISM to guide ship owners.

22) Detail the inspection that you as a C/E of a passenger vessel would make on joining the ship with regard to a) stability b) damage control c) fire fighting d) critical machinery.

23) State the circumstances which may lead to suspension or withdrawal of class.

Explain following terms

a) Period of class

b) Anniversary date

c) Survey time window

d) Memoranda

e) Recommendations.

24) While approaching a port an accident took place , resulting in grounding of vessel. A team of surveyors carried out inspection of vessel and official records. Company has advised you to submit the report along with the relevant log book records for formulating an opinion regarding cause of grounding. In case the grounding was not due to machinery failure , same may be brought out in the report.

25) During bunkering of a vessel in foreign port , a substantial amount of spillage of oil in water has taken place. Draw an emergency preparedness plan for such an incident.

26) vsl in which you are posted as C/E is undergoing dd and a serious fire occurs on deck because of welding. Illustrate documented procedures to deal with such emergency and its advantages over non documented actions.explain different ship related contingencies against which documented procedures exist .

27) wrt Unclos explain

a) territorial sea

b) Contiguous zone.

c) Exclusive economic zone.

d) Continental shelf

e) High seas.

28) Differentiate between annual survey, intermediate, renewal, damage and repair surveys. What is purpose of each survey and enlist list of statutory certificates carried on board , their issuing authority and IMO convention under which they are issued?

29) Ballast Water Management.

30) Explain associated key factors and activities to ensure successful PMS under ISM code, explain.

a) corrective action process

b) Developing and improving maintenance programmes.

c) Systematic approach to maintenance.

d) Maintenance intervals.

e) Inspections.

1 (a) Explain the need for taking series (set) of power cards to assess engine performance

(b) Explain minimum information required from the power card for accurate assessment of engine performance (Hint- MIP, Pmax, Pcomp)

(c) Explain the significance of:

· Out of phase diagram (draw card)

· Light spring diagram

2 Explain with the aid of power, draw and light spring cards how following abnormalities affect engine performance:

(i) Piston ring leakage

(ii) T/C fouled gas sides

(iii) Low fuel injection pressure

What is the limitation of above method of monitoring?

3 Explain how following abnormalities can be identified in a large engine with the aid of modern electronic equipment and performance monitoring concepts:

(i) Hull / propeller fouling and effects on main propulsion engine

(ii) Abnormalities fuel and / or fuel injection systems , fuel pump wear

(iii) Mechanical condition in the cylinder

(iv) Turbocharger Gas side fouling

(v) Turbocharger air side fouling

(vi) Air cooler air side fouling

(vii) Air cooler water side fouling

(viii) Cylinder liner cold corrosion

4 Explain the effect on the on engine performance if it is operated with

· high Pmax

· low Pmax

5 Explain the effect of variation in

· Fuel density

· Scavenge pressure and temperature

· Ambient temperature and pressure

On Pmax, Pcomp, Texh, Power and speed of the engine

Q What is nonconformity? State ground for PSC detention under ISM code?

A Non-conformity means an observed situation where objective evidence indicated

the non-fulfilment of a special requirement.

Has relevant valid documentation.

Has the ship sufficient and suitable crew as required in the minimum safe manning document.

During inspection the PSCO must also assess weather the ship and crew is able to carry out the following tasks during the forthcoming voyage.

• Safe navigation

• Safety handle, carry and monitor the condition of the cargo.

• Operate the ER safely

• Maintain proper propulsion and steering

• Fight effectively fires in any part of the ship

• Abandon ship speedily and safely and effect rescue if necessary

• Prevent pollution of the environment

• Maintain stability

• Maintain water tight integrity

• Communicate in distress situation

• Provide safe and healthy conditions on board.

Potential for detention:

• Propulsion essential machinery as well as electrical installations

• Engine room cleanliness including bilges, ER lagging, and the correct operation of bilge pumping operation.

• Em gen, lighting batteries and switches

• Main and aux steering gear

• Personnel LSA

• FFA equipments- FFA equipments for cargo areas of tankers

• Nav lights, shapes. or sound signals.

• Radio equip.

• Nav equip.

• Charts and other nautical publications.

• Non sparking exhaust ventilation for cargo pump room.

Q. How can class withdraw Class?

A. The classification of a ship is based on the understanding that the ship is loaded, operated and maintained in a proper manner by competent and qualified crew or operating personnel. It is the owner's responsibility to ensure proper maintenance of the ship until the next survey required by the rules. It is the duty of the owner, or its representative, to inform the surveyor, on boarding the ship, of any events or circumstances affecting the class.

Where the conditions for the maintenance of class are not complied with, class will be suspended, withdrawn or revised to a different notation, as deemed appropriate by the society when it becomes aware of the condition. The ship may lose its class either temporarily or permanently. In the former case it is referred to as “suspension” of class; in the latter case as “withdrawal” of class. In the case of surveys that are not carried out within the specified time frame, or if the vessel is operated in a manner that is outside its classification designation, the suspension may be automatic.

Q what are the contents of oil record book? (part I & II)

Q what are the contents of an ODMCS printout?

Q You are a C/E of a product tanker entering USA, besides OPA what are the other conventions , under which the ship should carry different certificates.

• A. International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001.Ships will need to carry evidence of compliance.

• CLC 92 proof of that.

• Convention on Limitation of Liability for Maritime Claims (LLMC), 1976

Q.6 Preparing for external audit?

Q. 7. Emergency preparedness – define? How will you tackle a bunker spill? What is your first action and reaction?

Q8 Contents of BDN – Bunker Delivery Note.

Q9. NSB? What is its role?

1. What are the statuatory certificates required for a 15 year old tanker.

( Mention all certificates plus the Statement of compliance (Soc) of CAS survey)

1. What is Nonconfirmity? State grounds for PSC detention under ISM code?

2. How can a class withdraw Class?

3. What are the Contents of Oil Record Book?( Part I and Part II)?

4. What are the contents of an ODMCS printout? How long do you retain these records ( ORB and ODMCS ) onboard?

5. As a chief engineer how will you motivate a multinational crew onboard?

6. You are a chief engineer of a product tanker entering USA. Besides OPA , what are the other conventions, under which the ships should carry different certificates, what are these certificates?

7. How will you prepare your ship for an external audit?

8. You are a chief engineer of a ship which has suffered a machinery breakdown and ship has gone offhire for 6 hours. How do you defend yourself?

9. Emergency preparedness - define? How will you tackle a bunker spill?what is your first action and reaction to it?

10. Contents of BDN?

11. What are measurable and nonconformity?

12. NSB? What is its role?

13. Describe Structure of IMO?, General assembly once in how many years will it convene?

14. What is PSSA? How is it different from special areas?

15. What is ISPS? What is ship alert system, how does it work?

16. Define Sp.cyl oil consumption, what is your engines sp.cyl.oil. consumption?

17. Explain alpha lubrication system?

18. What is latest development in turbochargers?

19. Under what conditions are SMC, DOC, Interim SMC, Interim DOC issued?

20. Regarding Marpol regulations – explain conditions in air pollution?

21. What are different types of Audit? what are additional audits like Initial, annual , final….

22. There is excessive hull vibrations on a new ship coming out of dock – as a chief engineer what actions do you take?

23. ISPS code? What is your actions for different levels?

24. Emergency preparedness for steering failure?

25. Emergency preparedness for Helicopter landing?

26. How do you plan for a drydock – before, and after docking?

27. What is economic order quantity? What is your role as C/E?

28. What is P& I club? What are policies not covered under p & I ?

29. What is B/l? explain clean and dirty B/L?

30. As a C/E what do you do when you have to pull out propeller before and after the process in a DD?

31. What are necessary conditions for Emcy Fire pump?

32. What are necessary conditions for emcy generator?

33. What are different H& M policies?

34. How do you calculate SFOC?

35. What is Energy audit? How do you manage energy efficiently in a boiler and M/E?

36. As a C/E how will you train your staff for Ballast water management?

37. How does a draft proposal gets implemented into a draft acceptance?

38. What is CAS, CAP? How will you prepare your ship for CAS survey, CAP survey?

39. GA/PA explain with one example.

40. What is cesser clause, Lien clause?

41. What is Inch Maree clause?

42. According to Marpol what are different catagories of tankers?

43. SFOC is high, what is your immediate action?

44. In a passenger ship – fire in ECR, emergency preparedness?

45. How do you register a ship built outside india?

46. History of P& I club?

47. How does an EPIRB work?

48. What role does a computer play in running of ships?

49. Contents of Garbage record book?

50. What is Sue and Labour clause?

51. Contents of official log book?

52. Passenger vessel grounded in shallow waters due to S/G failure- what is emergency response?

53. In a bareboat charter if goods were sold midway, what will happen to B/L?

54. According to Marpol – can a product tanker carry Vegetable oil?If yes under what regulation, if no why not?

55. What are dynamic elements of ISM, why do we need them?

56. Spares Inventory, effective ways of using spares?

57. As a C/E how will you prepare your vessel for vetting survey?

58. What are permanent certificates onboard a ship?

59. What is Damage survey, special survey?

60. What is laytime, Laycan, deadfreight, back freight, NOR, Layday?

61. How do you mortgage a ship? How do you take a ship out of mortgage?

62. Marpol – incinerator regn.

63. How does viscosity affect fuel timing?

64. What are common chapters in ISM and ISO?

65. Combustion time period? Whats it effect of combustion process?

66. Why do we need VIT? Why was VIT developed?

67. T/C latest developments?

68. Marpol - what are sewage regulations?

69. What are elements of ISM code?

70. Relationship between Fuel quality and combustion? What will you do as C/E if the bunkers in your ship has excessive viscosity, carbon content?

71. If a ship is sailing without any cargo insurance, what are its risks and liabilities?

72. How FQS and VIT helps in economy of fuel?

73. What is unclos? Role? How is PSC empowered by UNCLOS?

74. What is dynamic stability and how is it applied to ship?

75. What is damage stability and damage buoyancy?

76. Impact of controlled combustion period on combustion?

77. P&I club, role , functions , policies?

78. Whats reinsurance , market insurance?

79. What is institute time clause, different types.

80. According to STCW 95, How can you train a crew for Fire fighting?

81. How will you motivate E/R crew?

82. What is emergency preparedness for excessive list?

83. What are different types of warranties?

84. Bulk carrier safeties?

85. A ship is built at Korea what are its registration procedure, documents required?

86. What is open policy, blanket policy, floating policy, what type of insurance do they fall?

87. What is laycan, layday, demurrage?

88. Reasons for a vessel capsizing?

89. What are latest Marpol regulations?

Q1) Write briefly what is understood by the following:-

· Memoranda

· Enhanced Survey Programe (ESP)

· Bareboat charter

· What are the major steps of FSA

Memoranda

Other information of assistance to the surveyor and owners may be recorded as ‘memoranda’ or a similar term. They may, for example, include notes concerning materials, barred engine speed ranges and other constructional information. A memorandum may also define a structural condition which, though deviating from the technical standard, does not affect the class (e.g. slight indents in the shell, which do not have an effect upon the overall strength of the hull, or minor deficiencies, which do not affect the operational safety of the machinery).

In addition, memoranda could define recurring survey requirements, such as annual survey of specified spaces, or retrofit requirements, which have the de-facto effect of conditions of class. Specific questions in relation to the meaning of memoranda / recommendations / conditions of class are to be addressed to the classification society concerned though the owner of the ship.

ENHANCED PROGRAMME OF INSPECTIONS DURING SURVEYS OF BULK

CARRIERS AND OIL TANKERS

Adopted by IMO Assembly, 1993 resolution 744(18).

Further SOLAS regulation XI/2 was adopted to making compliance of ESP mandatory.

These requirements apply to surveys of hull structures and piping systems in way of cargo holds or tanks, pump rooms, cofferdams, pipe tunnels, void spaces within cargo spaces within the cargo spaces and ballast tanks in general.

Enhances surveys involve overall surveys, close up surveys, thickness determination with prompt repairs if required.

The main causes of bulk carrier casualties were analysed to be:

• Corrosion due to age & certain cargos

• The effects of demanding operational practices such as cargo handling methods or loading patterns.

• Leading to general deterioration, damages, fatigue cracks etc.

• Resulting in weakened side structure and leaking corroded and deformed hatch covers.

In tankers it was found that number of oil spills and accidents were caused by deteriorated structural conditions. So the purposes of Enhanced surveys were to:

• Detect and correct structural damage and structural deterioration beyond permissible limits through a survey programme specifically aimed at these aspects.

• ncourage application and maintenance of protective measures against corrosion.

• This will maintain the water tight integrity and the structural strength to enhance safety and prevent pollution prevention.

Bareboat Charter

In this arrangement a charterer charters—in the ship similar to long term time charter, but without manning (complement onboard).

The charterer thus becomes responsible for the manning/ maintenance and supplies which otherwise forms the responsibility of the owner.

This charter is generally a long term arrangement with option to buy at the end of charter period.

Name of the ship and other particulars are already spelt out in this charter party as in the case of other charters.

What is FSA?

Is a structured and systematic methodology, aimed at enhancing maritime safety, including protection of life, health, the marine environment and property, by using risk analysis and cost benefit assessment. Can be used as a tool to help in the evaluation of new regulations for maritime safety and protection of the marine environment or in making a comparison between existing and possibly improved regulations, with a view to achieving a balance between the various technical and operational issues, including the human element, and between maritime safety or protection of the marine environment and costs.

FSA consists of five steps:

1. identification of hazards (a list of all relevant accident scenarios with potential causes and outcomes);

2. assessment of risks (evaluation of risk factors);

3. risk control options (devising regulatory measures to control and reduce the identified risks);

4. cost benefit assessment (determining cost effectiveness of each risk control option); and

5. recommendations for decision-making (information about the hazards, their associated risks and the cost effectiveness of alternative risk control options is provided).

OBJECTIVES OF THE CODE

THE PURPOSE OF THE CODE IS TO PROVIDE AN INTERNATIONAL STANDARD FOR THE SAFE MANAGEMENT AND OPERATION OF SHIPS AND FOR POLLUTION PREVENTION.

OBJECTIVES:

1. THE OBJECTIVES OF THE CODE ARE TO ENSURE SAFETY AT SEA,PREVENTION OF HUMAN INJURY OR LOSS OF LIFE,AND AVOIDANCE OF DAMAGE TO THE ENVIRNMENT,IN PARTICULAR TO THE MARINE ENVIRONMENT AND TO PROPERTY.

2.SAFETY MANAGEMENT OBJECTIVES OF THE COMPANY SHOULD PROVIDE FOR SAFE PRACTISES IN SHIP OPERATION AND SAFE WORKING ENVIRONMENT ESTABLISH SAFEGUARDS AGAINST ALL IDENTIFIED RISKS, AND CONTINUOUSLY IMPROVE SAFETY MANAGEMENT SKILLS OF PERSONNEL ASHORE AND BOARD SHIPS,INCLUDING PREPARING FOR EMERGENCIES RELATED BOTH TO SAFETY AND ENVIRONMENTAL PROTECTION.

3.THE SAFETY MANAGEMENT SYSTEM SHOULD ENSURE COMPLAIANCE WITH MANDATORY RULES AND REGULATIONS And THAT APPLICABLE CODES,GUIDELINES AND STANDARD RECOMMENDED BY THE ORGANISATION, ADMINISTRATIONS, CLASSIFICATION SOCIETIES AND MARITIME INDUSTRY ORGANISATIONS ARE TAKEN INTO ACCOUNT.

DESIGNATED PERSON(S): TO ENSURE THE SAFE OPERATION OF EACH SHIP AND TO PROVIDE A LINK BETWEEN THE COMPANY AND THOSE ON BOARD, EVERY COMPANY ,AS APPROPRIATE,SHOULD DESIGNATEB A PERSON ASHORE HAVING DIRECT ACCESS TO THE HIGHEST LEVEL OF MANAGEMENT.THE RESPONSIBILITY AND AUTHORITY OF THE DESIGNATED PERSON OR PERSONS SHOULD INCLUDE MONITORING THE SAFETY AND POLLUTION-PREVENTION ASPECTS OF THE OPERATION OF EACH SHIP AND ENSURING THAT ADEQUATE RESOURCES AND SHORE-BASED SUPPORT ARE APPLIED,AS REQUIRED.

FOR ANY MANAGEMENT SYSTEM TO BE ADEQUATELY MAINTAINED IT IS NECESSARY FOR,

1. ITS EFFECTIVENESS AND DEGREE OF IMPLEMENTATION TO BE VERIFIED

2.DEFICIENCIES TO BE REPORTED TO THE RESPONSIBLE LEVEL OF MANAGEMENT AND

3.PERSONS RESPONSIBLE FOR RECTIFYING THE DEFICIENCIES TO BE

IDENTIFIED.

FOR THE ABOVE REASONS DP IS REQUIRED.

THE DESIGNATED PERSONS SHOULD BE SUITABLY QUALIFIED AND

EXPERIENCED IN THE SAFETY AND POLLUTION CONTROL ASPECTS OF

SHIP OPERATIONS AND SHOULD BE FULLY CONVERSANT WITH THE COMPANYS SAFETY AND ENVIRONMENTAL PROTECTION POLICIES.

THE DP SHOULD HAVE THE INDEPENDENCE AND AUTHORITY TO

REPORT DEFICIENCIES OBSERVED TO THE HIGHEST LEVEL OF

MANAGEMENT.

THE DP SHOULD HAVE THE RESPONSIBILITY FOR ORGANISING

SAFETY AUDITS,AND SHOULD MONITOR THAT CORRECTIVE ACTION

HAS BEEN TAKEN.

THE DP IS INTENDED TO BE,

1.A CONDUIT BETWEEN THE COMPANY ASHORE AND THE SPECIFIC

SHIP ON ALL MATTERS REVELENT TO THE SMS

2.AN INDEPENDENT INDIVIDUAL WITH DIRECT ACCESS TO THE HIGHEST

LEVELS OF MANAGEMENT

3.AN OVER-SEER—VERIFYING AND CHECKING THAT THE SMS IS

FUNCTIONING ADEQUATELY.S

1. WRT to BALLAST WATER MANAGEMENT, why alien species are attacking, why can’t they be attacked.

2. WRT to Emergency preparedness

a) cold start failure of main engine, A/E & , Boiler etc.

In order to avoid such a situation, it is always advisable to keep the Main Engine, the Aux Engine and the Boiler in a “warmed up“ condition at all times.

Before starting up cold machinery, a ‘Risk Assessment’ is to be done and cold machinery should be started only if the risk is worth taking.

When the cold start fails, we will already be aware of the threats to Safety and will have to take appropriate action (grounding, collision etc)

b) both steering gear failure:

Assess the Risk to decide if there is an Emergency. An emergency is when there is a threat to the Safety of Life, Ship or Cargo. If there is a risk of grounding, collisions etc, take appropriate action.

Next analyze your resources and determine if repair can be done with the available resources. Repair, if possible and if not, ask for assistance

3. Latest developments in refrigeration recently implemented onboard, what is going to come, what is in near future (on research).

- Latest development in ultrasonic catalytic cracking

4. What is relation between SOPEP and ISM

SOPEPP is a plan of action AFTER an Oil pollution has taken place. (Emergency Prepardness plan).

ISM code is Management System to PREVENT pollution

5. WHO can sign LLOYDS OPEN FORM other than MASTER?

Owner

6. WHAT is first document of ISM?

Company Policy

7 .INTACT STABILITY relation with respect to ISM.

8. WHAT is meant by port facility?

A port is a facility for receiving ships and transferring cargo.

Some of the facilities provided in a Port include a) Ports often have cargo-handling equipment such as cranes(operated by b) stevedores) and c) forklifts for use in loading/unloading of ships, which may be provided by private interests or public bodies.. d) Harbour pilots and e) tugboats are often used to maneuver large ships in tight quarters as they approach and leave the f) docks. Ports which handle international traffic have g) customs facilities.

9. Management review???

Management Reviews are conducted at Planned intervals to ensure continued suitability, adequacy and effectiveness of the systems

The review includes assessing opportunities for improvement and the need for

changes with respect to ISM systems on board ship.

1. What is ISPS? When did ISPS come into force?

2. What documents/records to be carried under ISPS?

3. What is meant by “declaration of Security”?

4. Who decides on Security levels at Port?

5. What is meant by a Port Facility?

6. At what security levels are Indian Ports?

7. Where do you get this information from?

8. What are restricted Areas? How are these areas decided upon?

9. What do you mean by Ship Security Assessment?

10. What action will you take if your vessel interfaces with a non-ISPS compliant port?

11. What is Management Review? Who all attend the same?

12. Ships need to carry one spare Coalescer filter for the Oily Water separator? Under what code/regulation is this required?

13. How will you prepare for an ISM Audit?

14. What are the Procedures for ISM certification of a a) Company b) Ship?

15. Difference between CLC and FUND Convention. What are their limits of Liability?

16. What is meant by “Condition of Class’? Can you change class? If so, how?

17. What is the latest in Bulk Carrier Safety?

18. Why STCW 95 divided into STCW Code?

19. As a Chief Engineer, what are the various checks you will carry out before taking Bunkers?

20. What are Operational requirements under MARPOL Annexe 1?

21. What is NOx Technical Code?

22. What supplement to IAPP certificate to be carried?

23. What are the recent Air Pollution prevention developments? What rules are being phased in for 2010 and 2016?

24. What are the recent developments in Engines?

25. What are the regulations under Anexxe IV and V of MARPOL?

26. What is a ‘note of Protest’?

1. Documents to check prior to bunkering.

2. ISPS documents

3. Fixed foam what checks/maintenance.

4. Loadline survey.

5. P&I claims.

6. Marpol latest.

7. Solas latest.

8. Latest M/E

9. Latest OWS

10. ESP.

11. What is sua.has India ratified it? (Yes)

12. What is national shipping board? What are its functions?

13. Continous Synopsis record.

14. Additional certificate carried on tankers.

15. IMO NO.

16. Latest amendments for bulk carriers.

17. Lifeboat maintenance.

18. Lifeboat tests.

19. Seafarers recruiting agencies to be registered. Describe.

20. Describe HSSC.

21. STCW 78&95 differences.

22. SEQ survey.

23. Safety construction survey.

24. ISM before and after, advantages to the c/e.

25. What is an article?

26. What is a Nox technical file?

27. Nox reduction methods.

28. What is deficiency, finding, observation, nonconformity?

29. How is a freefall lifeboat launched?

30. C/E's responsibilities as per ism code.

31. IOPP survey preparation.

32. IAPP survey preparation.

33. Local fixed firefighting system (high pr water mist).

34. CLC and P&I differences.

35. What is a nox technical code?

36. SEQ survey fixed co2 system.

37. Important checks prior to dry-docking.

38. Protocols of Marpol.

39. Protocols of Solas.

40. Safety radio survey.

41. Define bulk carrier.

42. M/E lo sump maintained very low. what will be the consequences.

43. How the internal audit helps in formulating training for the crew.

44. How a ship is registered in India.

45. Describe internal audit.

46. What certificate are there onboard related to portable fire extinguishers.

47. What is free in and out?

48. What is management review?

49. What is bunker convention?

50. Container ship construction.

51. Bulk carrier construction.

52. In a foreign port oil spill has occurred during bunkering. what actions.

53. Safety radio survey. To what all ships it is applicable.

54. What are the antipollution equipment onboard.

55. To what all ships Marpol annex4 applies.

56. Who is a freight forwarder?

57. What is deadweight, NRT, GRT?

58. Describe COLREG.

59. What is ISM code?

60. Describe wreck.

61. What is ISM, why it is required?

62. Certificate of registry

63. Relation between SOLAS and MS act

64. Relation between SOLAS and ISM

65. Certificates recommended on board with validity

66. What all surveys are done by class

67. MARPOL 73/78, what is 78 protocol

68. STCW 78 and 95, why not STCW 78/95

69. Bunker annex VI, Reg 18 fuel oil quality

70. What is new in oil sampling?

71. Before dry-dock what you will check wrt to shore connection

72. In dry-dock just before flooding you found a hole/crack in the shipside plating what will be your action

73. What is in certificate of fitness / IBC CODE?

74. Boiler safety valve survey

75. Main bearing survey

76. Fire in engine room

77. Flag state /port state/ MS act

78. SOLAS/ MS act

79. ISM non conformity

80. What is loadicator

81. As chief engineer what inspections you will make under load line

82. As chief engineer how will you go about sea trials

83. What are new safeties related to a bulk carrier

84. What are the new safeties related to container

85. What are the new safeties related to a oil tankers

86. What difference types of maintenance schedule.

87. Describe the Procedure for the regular maintenance routines to be carried out on the CO2 total flooding system

88. Describe the nature and the possible effects on Machinery operation of deposits which may be found on the internal surface of exhaust gas turbocharger blades and explain how these deposits are removed?

89. With reference to exhaust valves of an Auxilliary engine, describe how valves are reconditioned.

90. Condition monitoring

91. Liner gauging

92. Timing of exhaust valve

93. Stuffing box

SIL ORAL QUESTIONS AND ANSWERS

1. Crude oil washing (COW) is washing out the residue from the tanks of an oil tanker using the

crude oil cargo itself, after the cargo tanks have been emptied. Crude Oil is pumped back and

preheated in the slop tanks, then sprayed back via high pressure nozzles in the cargo tanks on to

the walls of the tank. Due to the sticky nature of the crude oil, the oil clings to the tank walls, and

such oil adds to the cargo ‘remaining on board (the ROB). By COWing the tanks, the amount of

ROB is significantly reduced, and with the current high cost of oil, the financial savings are

significant, both for the Charterers and the Shipowner. If the cargo ROB is deemed as ‘liquid and

pumpable’ then the Charterers can claim from the owner for any cargo loss for normally between

0.3% up to 0.5%. It replaced the load on top and seawater washing systems, both of which

involved discharging oil-contaminated water into the sea. MARPOL 73/78 made this mandatory

equipment for oil tankers of 20,000 tons or greater deadweight.

2.Selective catalytic reduction (SCR) is a means of converting nitrogen oxides, also referred to as

NOx with the aid of a catalyst into diatomic nitrogen, N2, and water, H2O. A gaseous reductant,

typically anhydrous ammonia, aqueous ammonia or urea, is added to a stream of flue or exhaust

gas and is absorbed onto a catalyst. Carbon dioxide, CO2 is a reaction product when urea is

used as the reductant. Ammonia slip is an industry term for ammonia passing through the SCR

un-reacted. This occurs when ammonia is: over injected into gas stream, temperatures are too

low for ammonia to react, or catalyst has degraded catalyst eg. titanium oxide.

3. Remote detection of oil spills

Ionics Agar Environmental has launched Leakwise WL, a new wireless oil sheen detector and oil

build-up monitor which uses Orbcomm satellite communication and cellular networks to alert

operators of oil leaks and spills. Designed for installation onshore near terminal storage tanks and

pipelines and at sea close to tanker jetties and offshore tanker buoys, the Leakwise WL sensors

can detect the presence of as little as 0.3 mm of oil on water and monitor its build-up. The floating

sensors in Leakwise WL use the latest technology of high-frequency electromagnetic energy

absorption and are unaffected by dirt or oil coating or by hanges in water level, salinity and

temperature. This enables reliable operation with no false alarm and very low maintenance costs,

according to the manufacturer. The Leakwise offshore detector is mounted on a stable wave-rider

buoy and contains a solar panel with rechargeable battery, digital signal processor, transceiver

for the bidirectional data link and antennae for satellite and cellular communications.

4. What all certificate to be carried according to annex 6? International Air Pollution Prevention

Certificate. Our Administration DG Shipping has not yet ratified the same, therefore, for Indian

Flag Vessels they issue Statement of Compliance (SOC). Also control of emissions from ship and

certificate for Volatile Organic Compounds.

5. Harmonized survey or how certification of ship is harmonized - Harmonization of certification

means all the surveys are normally carried out in one go within the window period. This will ease

the Owners to complete all the surveys in dry dock or during lay up of the vessel. Also any

recommendation arising during the surveys can be easily dealt with. Harmonization of certificate

normally done during the renewal surveys (every five yearly)

6. Container capacity- how much load a container can carry – Normally 20 cbm or 40 cbm 7.

What is dewatering?

Process to remove water droplets from air say scavenge air. This is normally achieved by many

stages fine filtering. 8. How to weld 16mm plate with 8mm plate –One side to be flushed with thick plate while other side of the thick plate to be shampered at 1:3

ratio to match with 8 mm plate.

9. What is the purpose of top side tanks in bulk carriers?

Top side tanks are used only when ship is loaded with high density cargoes, like steel sheets,

rolls etc,, in that case centre of gravity g moves too low to make extremely large GM, (stiff ship)

which in turn can break ship in any bad weather, to raise G up the TST is filled with water, other

design of bulk carriers are there in which top holds of smaller sizes in mid of two holds are there

to load same cargo and thus adjusting GM.

10. Why governor spring is conical?

In governor measured parameter is speed and measured by the flyweights. Flyweights sense the

speed by centrifugal force, so C.F is mw2r (where w is angular velocity), so since the speed is

measured in power of square, the correcting action should also be in power of square. In conical

spring the stiffness also behaves in power of square pattern (stiffness= force/deflection, so when

u apply a unit force, the deflection is in power of square). So the springs are conical.

11. What does 3/8” or ¾” means in thread nomenclature?

3/8” or ¾” means the nominal OD of the bolt. For Course threads the TPI will be 16 and for fine

threads the TPI will be 20. Actually that’s according to the American standards. Metric standards

define it in eg. M10 * 1.5 where, 10 is the nominal diameter and 1.5 is the pitch. If Pitch is not

mentioned, then we take it as that thread is belonging to the course group.

12. What happens when all the flywheel markings are somehow erased and how will you check

the timings, tappets etc?

The cam shaft will give a brief idea regarding position of the engine. There will be two units which

will be in TDC so just rotate the push rod to see which one is there in the power stroke because

the unit which will be in TDC, the push rods will be rotating freely and thus we can check the

tappet of that engine. for timing also we have to see the cam position and marking on the pump

plunger but it is very difficult to know the value exactly when fuel injection is starting and stopping

as there is no marking in the flywheel.

13. PIPE SCHEDULE

Pipe Schedule is the term used to describe the thickness of a pipe. The outside diameter of a

pipe is the same for all Schedules in a particular nominal pipe diameter. Standard pipe schedules

or pipes sizes as given by ANSI / ASME B36.10M and API 5L. These schedule numbers bear a

relation to the pressure rating of the piping. There are eleven Schedules ranging from the lowest

at 5 through 10, 20, 30, 40, 60, 80, 100, 120, 140 to schedule No. 160. Regardless of schedule

number, pipes of a particular size all have the same outside diameter (not withstanding

manufacturing tolerances). As the schedule number increases, the wall thickness increases, and

the actual bore is reduced. For example: A 100 mm Schedule 40 pipe has an outside diameter of

114.30 mm, a wall thickness of 6.02 mm, giving a bore of 102.26 mm. A 100 mm Schedule 80

pipe has an outside diameter of 114.30 mm, a wall thickness of 8.56 mm, giving a bore of 97.18

mm. The schedule number is defined as the approximate value of the expression: Schedule

Number = (1,000)(P/S)Where,P = the internal working pressure, psigS = the allowable stress

(psi) for the material of construction at the conditions of use. For example, the schedule number

of ordinary steel pipe having an allowable stress of 10,000 psi for use at a working pressure of

350 psig would be: Schedule Number = (1,000)(350/10,000) = 35 (approx. 40) Method for

Determining Schedule Measure the inside diameter and divide it by the wall thickness. (Inches)

R= ID/Thickness Pipe Schedule R Schedule 30 40-50 Schedule 40 29-39 Schedule 60 25-29Schedule 80 20-23 Schedule 100 16-18 Schedule 120 13-15 Schedule 140 11-13 Schedule 160

9-11

14. As per Marpol annex II what is water performance test?

Procedure- fill cargo tank with water to a depth necessary to carry out normal end of unloading

procedure. cargo tank pumped and stripped with associated piping in accordance with ships

approved manual. Collect water remaining in cargo tank & piping in calibrated container for

measurement. Residue should be collected from - cargo tank suction and its vicinity, any

entrapped area in cargo tank bottom, low point drain of cargo pump, all low point drain in piping

upto manifold valve. Total quantity collected above determines stripping quantity for cargo tank. If

more than one tank is using pump and piping then all drained and distributed amongst the tank if

mentioned in approved manual. Condition of testing- trim (minimum) by stern and list <1’ to

facilitate proper drainage at suction point. and during test back pressure maintained at minimum 1

bar at cargo tank unloading manifold.

15. What does 15W40 denote? Here 40 is SAE number. SAE number like SAE 10, SAE 20

corresponds to that having kinematic viscousity at 100°C. Likewise W denotes the winter grade

for cold start. Thus SAE 15W40 denotes that the lube oil of this grade has kinematic viscousity of

40 cst at 100°C and its winter grade is 15W ie, the cranking and pump ability of this lube oil grade

has passed tests of 20W and 15W but failed test of 10W at below zero temperatures.

16. MOB marker?

The Lifebuoys come in two sizes to cover all SOLAS requirements. One weighing 2.5 kg, the

standard, and one weighing 4.5 kg to comply with SOLAS-74 Chapter III, Reg. 31.1.7 which

states that to operate the quick release arrangement for self-activated smoke or light, the lifebuoy

should weigh min. 4 kg. (Bridge wing: Smoke and light).

day and night signal attached to Lifebuoy and used in emergency to mark position of man

overboard

provides 15 minutes of dense orange smoke

far exceeds SOLAS requirements of 2 hours at 2 candela for light output and duration

safe to use on petrol or oil covered water

lithium battery sealed for life - no annual replacement

automatic or manual deployment

universal stainless steel mounting bracket

tested to survive a 60m drop into water (SOLAS 30m)

ideal for use on ships or rigs with high freeboard

360 degrees all-around signal light.

17. What is squatting effect?

The squat effect is the hydrodynamic phenomenon by which a vessel moving quickly through

shallow water creates an area of lowered pressure under its bottom that causes the ship to

“squat” lower in the water than would otherwise be expected. This is due to a reduction in

buoyancy caused by a downward hydrodynamic force created by flow-induced pressures. It is

caused by similar forces as lift in aircraft, except that the low pressure area is beneath the hull. It

can lead to unexpected groundings and handling difficulties.

This phenomenon is caused by hydrodynamic effects between the hull of the ship and the sea

floor. Squat effect is approximately proportional to the square of the speed of the ship. Thus, byreducing speed by half, the squat effect is reduced by a factor of four. Squat effect is usually felt

more when the depth/draft ratio is less than four or when sailing close to a bank.

The phenomenon is caused when water that should normally flow under the hull encounters

resistance due to the close proximity of the hull to the seabed. This causes the water to move

faster, especially under the bow of the ship, creating a low-pressure area. This counteracts the

force of buoyancy, causing the vessel to dip towards the bow. The reduced pressure on the

bottom of the boat sucks the boat slightly downward until the increased displacement counteracts

the force generated by the reduced pressure.

18. Hypermist systems?

●New IMO Requirements The IMO requires all ships constructed on and after July 1, 2002 to

install water-based local fire extinguishing systems in machinery spaces accommodating

machinery with a particularly high risk of fire (main engine, D/G engine, boiler, incinerator, F.O.

purifier and I.G.G.) with the aim of extinguishing or suppressing fires in their early stages. This

new rule was established in recognition of the importance of exitnguishing or suppressing fires

while they were still small, after analyzing many on-board fire incidents from all over the world.

This idea arose in response to situations in which prompt operation was difficult with previous

systems (especially CO2 fire extinguishing systems), because the crews’ safety had to be

confirmed before discharging the extinguishant, which enabled fires to expand.

The “HYPER MIST” employs specially developed nozzles operating at high pressure (approx.

5MPa) to generate super fine particles of mist ranging from 30 to 80 microns in diameter. When

sprayed on a fire, the mist offers compound effects: it absorbs radiant heat from the fire, creates a

shield, reduces the temperature of the fire area by evaporating upon contact with the flame and

depletes the oxygen, thereby extinguishing or suppressing the fire.

Maintenance includes blowing through lines with air, operation of pump and proper solenoid

operation.

19. Under which clause in ISM Safety Management System is there?

(Part A: clause 1.4, part A is IMPLEMENTATION and part B is certification and verification)

20. What materials are used in LPG tanks construction?

INVAR: 36% nickel steel with 64% iron or 9% nickel steel for higher temperature. 21. Actions to

be taken during boiler uptake fire?

Boiler uptake fire is because of wet soot deposited during low steaming and also during uptake

fire do not carry out soot blow reduce the load and stop the engine , cover the m/e t/c with the

canvas so that no air is supplied. 22. How much is Needle vv lift? Generally 1mm maximum for

320 bar lifting pressure. 23. Boiler corrosion how it happens and how to prevent?

The most common causes of corrosion are dissolved gases (primarily oxygen and carbon

dioxide), under-deposit attack, low pH, and attack of areas weakened by mechanical stress,

leading to stress and fatigue cracking and pitting corrosion: scales such as calcium and

magnesium salts.Many corrosion problems occur in the hottest areas of the boiler-the water wall,

screen, and superheater tubes. Other common problem areas include deaerators, feedwater

heaters, and economizers.

Prevention:

maintenance of proper pH and alkalinity levels between 8.5 and 9.5

control of oxygen and boiler feedwater contamination (less than 7 ppb oxygen for a 900 psigboiler)

reduction of mechanical stresses

operation within design specifications, especially for temperature and pressure

proper precautions during start-up and shutdown

effective monitoring and control

24. Accumulation of pressure test in boiler?

Classification Societies require that that when initially fitted to boilers safety valves must be

subjected to an accumulation of pressure test to ensure the valves are of the correct discharge

capacity for the boiler. To conduct such a test, all feed inlets and steam outlets to and from the

boiler must be closed and maximum firing load achieved. Accumulation of pressure must then not

exceed 10% of working pressure. Duration of test is not to exceed 15 minutes for cylindrical

boilers and 7 minutes for water tube boilers. 25. How to reduce maintenance in exhaust valve?

Good quality fuel usage, VIT adjustment, avoid running engine on low load, check fuel injection

system, good scavenging, maintaining cooling water temp, check rotation of exhaust v/v. 26.

Refrigeration gases how it’s classified according to environment hazard?

Ozone depletion potential- max R11, for R22 is 0.05 and global warming potential- max is

R11….and R22 is 0.365 27. How induction motor works?

An induction motor or asynchronous motor is a type of alternating current motor where power is

supplied to the rotor by means of electromagnetic induction. An electric motor turns because of

magnetic force exerted between a stationary electromagnet called the stator and a rotating

electromagnet called the rotor. In an induction motor, the current is induced in the rotor without

contacts by the magnetic field of the stator, through electromagnetic induction. The current in the

primary side creates an electromagnetic field which interacts with the electromagnetic field of the

secondary side to produce a resultant torque, thereby transforming the electrical energy into

mechanical energy. The induction motor does not have any permanent magnets on the rotor;

instead, a current is induced in the rotor. The stator windings are arranged around the rotor so

that when energized with a polyphase supply they create a rotating magnetic field pattern which

sweeps past the rotor. This changing magnetic field pattern induces current in the rotor

conductors. When current flows through a conductor a magnetic field is produced around the

conductor. This current interacts with the rotating magnetic field created by the stator and in effect

causes a rotational motion on the rotor. 28. Contactors maintenance on starter what is the

material of contactor?

Check for loose, missing, broken contactors

Cleaning and checking contact surfaces for improper wear or discoloration

Remove oxides from faces using fine files

Main contacts are high conductivity copper because they will not heat up due to lower resistance

and arcing contacts are made of sintered silver tungsten or other materials which don’t weld at

high temperatures. 29. How signal is carried to ECR from rpm indicator? Magnetic pick up sends

signal to transducer. An output coming from a transducer is filtered, signal conditioned and

chopped. Finally it is converted into square waves. The square wave is passed through Phase

Lock Loop multipliers. This output is gated by a precise time base generated through piezo

crystals and then counted. These counts are displayed on bright LED's. It's nothing but R.P.M.

with accuracy of ± 1 RPM. 30. Crane jib is cracked how u r going to weld? Arrest crack by drilling

holes at both ends and weld supporting plate at the back and then carry out welding on the crack.

31. Junior engineer boxed back the purifier after cleaning then its found vibrating probable

causes?

bowl may not be cleaned properly,

lock ring not tightening properly, bowled assembled with wrong parts,

gear can be in damaged condition,

bowl springs not fitted correctly,

top bearing springs damaged,

discs not properly assembled or tightened,

some external tool left inside

32. Insulation of motor is found to be 0.5 mega ohms what we can do to bring back the

insulation?

Disconnect motor

Clean windings

Dry the motor by heating lamp

Check visually for any wires broken

Put fast drying varnish

Test insulation

33. Procedure for CWT test?

1. Fill the sample cup to the 25 ml mark with sample. 2. Slide the open end of the valve assembly

over the tapered tip of the Titret1 so that it fits snugly to the reference line. 3. Snap the tip of the

Titret at the score mark. 4. Lift the control bar and insert the Titret assembly into the body of the

Titrettor2. 5. With the tip of the valve assembly immersed in the sample, press the control bar

firmly, but briefly, to pull in a small amount of sample. The contents will turn a green color.

CAUTION: Do not press the control bar unless the tip of the valve assembly is immersed below

the surface of the liquid. 6. Press the control bar again briefly to allow another small amount of

sample to be drawn into the ampoule. 7. After each addition, rock the entire assembly to mix the

contents of the ampoule. Watch for a color change FROM GREEN TO BRIGHT ORANGE.

NOTE: Immediately before the contents turn bright orange, they will briefly turn blue. Make further

additions with care. 8. Repeat steps 6 and 7 until a permanent color change occurs. 9. When the

color of the liquid in the ampoule changes to BRIGHT ORANGE, remove the ampoule from the

Titrettor. Hold the ampoule in a vertical position and carefully read the test result on the scale

opposite the liquid level. See the following chart to obtain results in ppm product. Satisfactory

Ranges Scale Product Scale ppm product LIQUIDEWT 1.2-1.8 3 10,0000 -15000 ^ MAXIGARD1

1.6-3.0 19,000-36,000 ' DEWT® NC .5-5.0 3,000-4,300 Titrate ampule: >85% Delonized Water,

<10% Sulfuric acid, 5 % Ceric sulfate Valve assembly : >95% Diethylene Glycol, <1.5 % 1.10-

Phenanthroline, <1.5% Delonized water

Alternate method: Take a 5 ml sample of cooling water and dilute it with 45ml of distlled water

and add 2 drops of potasium cromate indicator and titrate with suphate based reagent to obtain a

colour change.

34. What is a scavenge limiter?

The "scavenge air fuel limiter" is an integral part of an electronic governor and it limits the fuel

according to the pressure measured on the scavenging air receiver by a transducer. The limiter

curve is set according to engine makers specification. During starting when the scavenge air

pressure is low it limits fuel.

35. What is singing of propeller?

If tip clearance is increased, then the aft end vibration starts and noise comes due to large

distance between stern and propeller tip. This is known as singing of propeller.

36. What is injection delay?In jerk type pump when spill port or spill valve and suction port or suction valve both get closed, at

that time injection should start practically, but due to inertia of fluid and other moving parts of

injector, injection does not start immediately, although oil is considered incompressible but it gets

compressed slightly, and at the same time the high press pipe gets an expansion all way and

after that injection starts. This potential energy gets released during termination of injection.

37. What is proportional control and offset control?

In proportional control the output of controller is proportional to the deviation hence for output to

occur a deviation has to be there ie, an offset has to be there in proportional control. While in

integral control the rate of change of output of controller is proportional to the deviation so it is

able to minimize the offset.

38. What is Skin effect?

Skin effect is the tendency of ac current to distribute itself within a conductor with the current

densities being largest near the surface. It causes the effective resistance of the conductor to

increase at higher frequencies where the skin depth is smaller thus reducing effective cross

section of the conductor.

39. What is a Diesel Switch? Changeover from preheated HFO to cold MDO/ MGO and vice

versa represents a risk of fuel pump sticking or seizure due to the very small clearances in the

fuel pump. The Diesel Switch is able to do the changeover in a controlled way so that rapid

temperature deviations are avoided. This tendency is likely to spread and will, for instance, be

introduced in European harbours from 1 January, 2010. This means more frequent changeovers.

As we find that the changeover between HFO and distillate fuels can give problems for the fuel

equipment, the process will need a high degree of automation to avoid incidents. MAN Diesel

now offers the Diesel Switch, which ensures the necessary the flexibility and safety when

changing between HFO and MDO/MGO.

The principle of the Diesel Switch- Today MAN Diesel recommends to reduce the load to 25-40%

to control the changeover. The Diesel Switch ensures a controlled and safe changeover

independent of the engine load. The Diesel Switch operates on a combination of the temperature

at the engine and the time. If the fuel temperature at the engine inlet exceeds 2 degrees/minute

the Diesel Switch will give an alarm and put the process on hold. The process will be logged in

the Diesel Switch so that it can be used as documentation to port authorities after the

changeover.

The Diesel Switch offers:

Touch screen control panel

Control handle for the changeover

Safety

Data logging

Changeover valve

Magnetic coupling

Integrated sensor for actual position

Integrated sensors for end positions

Integrated connection box

Manual override

Controlling an MGO cooler or chiller

Data logging of temperatures and pressures

Remote operation with second touch screen

40. How aluminum is welded? TIG (Tungsten Inert Gas) welding, also called a GTAW (Gas

Tungsten Arc Welding), is the best method of welding aluminum. Spray the aluminum withacetone Rinse the aluminum in water, just in case there’s any nasty residue. The aluminum

should be completely dry before welding. Use a stainless steel brush to scrub the aluminum shiny

clean around the area to be welded in one direction Clamp your work to a heat sink made of

copper or aluminum Preheat before welding upto 275 deg to 500 deg but optimum temp. is 350

deg. If the tungsten gets contaminated, stop welding and fix it. When the tungsten gets touches

the weld pool or the filler, the arc becomes unstable and the weld quality goes way down. The

best method for fixing this is to remove the tungsten, lay it on a flat surface with the contaminated

part hanging over the edge, hit the contaminated part of the tungsten (it will snap right off),

reinstall the tungsten, change the polarity to DCEP (direct current electrode positive), strike an

arc on some scrap metal to re-ball the tungsten, switch back to AC high, and you're ready to weld

again. Fit the parts together as tightly as possible leaving no gaps. The tighter the pieces are

pressed together and the fewer the gaps, the easier the welding is. Use one amp per .001" of

material thickness. Set the amperage a higher than the maximum you expect to use and use the

foot pedal to back it down. Use pure tungsten for aluminum. Use a 1/16" pure tungsten for 30 to

80 amps Use a 3/32" pure tungsten for 60 to 130 amps Use a 1/8" pure tungsten for 100 to 180

amp Use 15 to 20 CFH Argon flow. Use a filler rod size equal to the tungsten size. Adjust the

tungsten to project from the hood a distance roughly equal to the diameter of the tungsten. The

arc length should be roughly equal to the diameter of the tungsten. 41. Why during rudder test we

are doing 35 degree and 30 degree and why not both 35 degree? When rudder is on starboard

35 and then order is given to port 30 or 35, the variable discharge pump gets huge error signal

gives maximum pumping rate but when it reaches 30 in port the error signal remains very less

and it is much lesser than the error between 0 degree and 5 degree because when at 0 the error

is maximum because floating lever link is at 90° to the radius. Again as the error between 30 and

35 is less, the pumping rate also becomes very less and at higher angles the travel of ram is

more for each deg movement as compared to mid position. Moreover the feedback system on the

steering gear gradually reduces the speed of the gear with in the last 5 degrees of the gears full

rotation. If we put to 35 then the hunting gear will start to reduce the pump stroke and achieving

this in a time frame of 28sec will not be possible. So the test is done from 35° to 30°. 42. Why

engine room valve lift is D/4? Assume that valve is like cylinder and on the top is covered so

minimum lift you will get from equating the cylinder area and circumference of the cylinder. Area

of cylinder is πD2/4 and circumference of cylinder is πDH. By equating both the

equations you will get D/4. That is why valve lift is D/4 to allow uninterrupted flow

when the valve is fully open. 43. What is chock fastening? At the time of engine

installation, the engine is alligned and hot resin bonds are poured in the mould to

take the shape and solidify. This is chock fastening. 44. What is proximity effect? The

proximity effect increases the effective resistance and is associated with the

magnetic fields of two conductors which are close together. If each carries a current

in the same direction, the halves of the conductors in close proximity are cut by more

magnetic flux than the remote halves. Consequently the current distribution is not

even throughout the cross-section, a greater proportion being carried by the remote

halves. If the currents are in opposite directions, the halves in close proximity will

carry the greater density of current.

45. 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 pumpgives «finger-tip» control and eliminates moisture ingress. Supplied in a carrying case complete

with user instruction and set of hoses (yellow, red, blue)

46. What is setting for safety valves? One safety v/v is to be set at 3% of working pressure and

other v/v slightly more (0.5bar) and superheater safety v/v at lesser pressure (sup v/v= blr v/v –

0.35bar – pr drop across superheater)

47. Differences between MC/MC-C and ME/ME-C engines The electrohydraulic control

mechanisms of the ME engine replace the following components of the conventional MC engine:

• Chain drive for camshaft • Camshaft with fuel cams, exhaust cams and indicator cams • Fuel

pump actuating gear, including roller guides and reversing mechanism • Conventional fuel

pressure booster and VIT system • Exhaust valve actuating gear and roller guides • Engine driven

starting air distributor • Electronic governor with actuator • Regulating shaft • Engine side control

console • Mechanical cylinder lubricators. The Engine Control System of the ME engine

comprises: • Control units • Hydraulic power supply unit • Hydraulic cylinder units, including: •

Electronically controlled fuel injection, and • Electronically controlled exhaust valve activation •

Electronically controlled starting air valves • Electronically controlled auxiliary blowers • Integrated

electronic governor functions • Tacho system • Electronically controlled Alpha lubricators

48. CRANK CASE INSPECTION (20 points) 1. Firstly check the oil condition for any

smell,discolouration or degradation. 2. Turn the Engine to BDC & start checking from under

stuffing box area for any signs of black oil, if so indication of stuffing box leaking. 3. Check piston

rod surface for scoring marks & roughness. 4. Check Piston palm bolts & locking device for

slackness & fretting. 5. Check guide & guide shoe bearing general condition & area around frame

where guide is attached for any visible cracks. 6. Check guide shoe end cover bolts in place & not

slack. 7. Check cross head general bearing condition. 8. Top & Bottom end of the con rod bolt,

nut & locking devices for slackness, sign of fretting etc. 9. Check sliding of bottom end bearing

(floating of con rod). 10. Check for slip of web & journal by checking the reference mark. 11.

Check the web in the area of stress concentration & check tie bolts (bottom side). 12. Check

cross girder, area around main bearing & bearing keep for signs of cracks & check the main

bearing. 13. All bearings to be checked for silvery colour, (indicates bearing wiping) 14. Check all

the surrounding oil pan area of all units for any sludge deposits, bearing metal pieces etc. 15.

Check crankcase relief door (wire mesh should be wet, spring tension sealing condition etc.) 16.

Check the teeth of transmission gears for signs of wear. 17. Check chain drive for tightness. 18.

Oil mist detector sampling pipe to be checked for clear passage. 19. Clear all foreign materials

from the C.C. & tools accounted for. 20. Start L.O.p/p & X-Hd p/p & check oil flow & distribution.

21Check C.C.door sealing condition & close the door.

49. Dry Dock Chain Inspection Anchor & Anchor Chain Cable Anchors and anchor chain cable if

ranged should normally first be examined as follows: Anchor heads, flukes and shanks should be

surface examined for cracks. If any such defects are found they may be weld able, otherwise

renewal will probably be necessary. In such cases welding may be attempted as a temporary

measure pending availability of the new equipment, which may take 3 to 6 months. Anchor head

crown pins and anchor shackle pins should be hammer-tested, hardened-up if slack, or renewed

if excessively worn or bent .Swivels if fitted, should be closely examined so far as possible in way

of the threaded connection, as many have been lost in service due to concealed wastage in this

area. If in doubt the swivel should be recommended to be removed. Consideration should be

given to simply eliminating any questionable swivels, they are normally not essential. Patented

type detachable connecting links should be opened out and slack or corroded taper locking pins

renewed their holes re-reamed and new lead keeper plugs peened in."U" type connecting

shackles should be examined for excessive neck wear, slackness in the pins and for shearing of

keeper pins. The pin must be a snug fit all around in these shackles, otherwise the keeper pin

may shear when a strain is put on the chain. Anchor chain cable should be surface examined,

hammer-tested and loose or missing studs replaced by welding at one end of the stud only, at the

end of the stud opposite the link butt weld. The rest of the chain cable should be further examined

for excessive wear and gauged if necessary to ensure continued compliance with the Rules.Verify that the number of shots of anchor chain as fitted port and starboard, equal the total length

required by the Classification Rule Equipment Numeral.

50. Bunker delivery notes It is a requirement of Regulation 18 that any fuel oil for combustion

purposes delivered to and used onboard shall be recorded by means of a Bunker Delivery Note

(BDN). This implies that a bunker delivery note shall be presented for every barge delivery and

every grade. Bunker Delivery Notes are required to contain all specific information as follows:

-Name and IMO number of receiving ship -Bunkering Port -Date of commencement of bunkering

-Name, address, and telephone number of marine fuel oil supplier -Product name -Quantity

(metric tons) -Density at 15 oC (kg/m3) -Sulphur content (% m/m) -A declaration signed and

certified by the fuel oil supplier's representative that the fuel oil supplied is in conformity with

regulation 14 and 18 (I.e. that the fuel supplied has a sulphur level below 4.5% and that the fuel is

free from inorganic acid, does not include any added substance or chemical waste which either

jeopardises the safety of ships, adversely affects the performance of the machinery, is harmful to

personnel, or contributes overall to additional air pollution). Further, Resolution MEPC.96(47)

recommends that the seal number of the associated MARPOL Annex VI fuel sample is included

in the BDN’s for cross-reference purposes. The BDN’s are to be kept on board and readily

available for inspection at all times. It shall be retained for a period of three years after the fuel oil

has been delivered on board.

51. Final Inspection before Undocking :- Check paintwork is completed. Hull repair is completed.

All Tank plugs are in place. All Anodes are fitted, grease/paper used to cover them during

painting is removed. Echo Sounder Transducer is cleaned of paper & grease. Propeller rope

guard is fitted properly in place. Oil is not leaking from stern tube. Propeller is free from paint &

free from any other object. Check freedom of movement of rudder with steering gear, smooth

movement. Jumping & Pintle clearances taken. Rudder plugs are in place. Sea Grids are in place

& secured properly. Ensure all sea v/v's are shut. Ensure all tanks are at same level as when

entry ~ to maintain same trim when re-floating.

52. What is lantern ring? Where it is located? Lantern ring are the split rings. They are provided in

centrifugal pump between the packing ring so as to direct the clean fluid between gland packing

and seal and lubricate the gland. 53. Why do we use compound gauge for refer system?

Compound gauge is to see the system is not going into vacuum anyway. If goes to vacuum then

any leak in system will take air in and that is not good for the system in any condition. Bringing

suction pressure below one bar gauge is itself not good. To prevent this we have low press cut

out too to prevent it from vacuum.

54. Catalytic Fines Origin: By-product from the catalytic cracking process in the refinery Catalyst

consists of complex crystalline particles containing aluminum silicate Catalyst fines result from

catalyst particles breaking into smaller particles Catalyst is expensive, i.e. refiners minimize loss

but not 100%

Effects * Severe wear of Liners * Severe wear of Rings * Wear out of Cylinder-grooves * Scuffing

of liner * Abrasive Wear of Spindle-Guide & cut-off shaft & nozzles * Scuffing of Fuel Pump

spindle guide

Specification Variable in size ranging from sub microic to about 30 microns – even seen larger

Frequently considered spherical but this is not necessarily the case Hard particles Hardness not

directly related to relative hardness of Al or Si Can cause abrasive wear ISO 8217 specifies the

catalyst fines by Al and Si ISO 8217 limit is 80 mg/kg Al+Si for marine residual fuels

Reduction: Gravitational settling Centrifuge (Note: Homogenizers will not reduce the amount of

catalyst fines but might instead break them into even smaller particles) Overhaul and

maintenance intervals must be kept according to manufacturers recommendation Temperature

control very importantThe higher the temperature the better the separation efficiency. Both density and viscosity of the

oil decrease when the temperature rises, thereby increasing the settling velocity (Stoke’s law) (If

the separation temperature is lowered from 98ºC to90ºC the separator throughput has to be

reduced by25-30% to maintain the same separation efficiency.)

55. After you have detected air ingress in a refrigeration system how do you purge it out? Collect

all the gas in the receiver and let it cool and note the temp of the receiver, then check the

pressure of the receiver and the corresponding temp on the gauge. Then purge the receiver till

both the temp are equal. Every refrigerant will have a saturation pressure corresponding to a

particular temp. Air ingress in the system will show a higher pressure on the gauge. Purging has

to be carried out till it both the pressures are same on the gauge. As per regulation never purge

the air and gas in open atmosphere, always collect it into gas recovery cylinder.

56. How to remove thrust pads? Remove the spray pipes, take out the nuts holding the stopper

and remove the stoppers on both side, then remove each shoe, (generally there are eight) by

sliding them around the holding panel. The shoe pads have a tilt and are to be mounted taking

care of it. Before removal of pads, it is important to take out the temperature sensors, which are

located on engine entablature, just forward side of the fly wheel. There are two sensors fitted, one

in working condition, and other one remains on standby.

57. ME-GI injection system: Dual fuel operation requires the injection of both pilot fuel and gas

fuel into the combustion chamber. Different types of valves are used for this purpose. Two are

fitted for gas injection and two for pilot fuel. The auxiliary medium required for both fuel and gas

operation is as follows:

High-pressure gas supply.

Fuel oil supply (pilot oil).

Control oil supply for actuation of gas injection valves.

Sealing oil supply. The gas injection valve design complies with traditional design principles of the

compact design. Gas is admitted to the gas injection valve through bores in the cylinder cover. To

prevent a gas leakage between the cylinder cover/gas injection valve and the valve housing/

spindle guide, sealing rings made of temperature and gas resistant material have been installed.

Any gas leakage through the gas sealing rings will be led through bores in the gas injection valve

to the space between the inner and the outer shield pipe of the double-wall gas piping system.

This leakage will be detected by HC sensors. The gas acts continuously on the valve spindle at a

max. pressure of about250 bar. To prevent gas from entering the control oil actuation system via

the clearance around the spindle, the spindle is sealed by sealing oil at a pressure higher than

the gas pressure (25-50 bar higher). The pilot oil valve is a standard ME fuel oil valve without any

changes, except for the nozzle. The fuel oil pressure is constantly monitored by the GI safety

system in order to detect any malfunctioning of the valve. The oil valve design allows operation

solely on fuel oil up to MCR. The gas engine can be run on fuel oil at 100% load at any time,

without stopping the engine. For prolonged operation on fuel oil, it is recommended to change the

nozzles and gain an increase in efficiency of around 1% when running at full engine load. As can

be seen in Fig. 5 (GI injection system), the ME-GI injection system consists of two fuel oil valves,

two fuel gas valves, ELGI for opening and closing of the fuel gas valves and a FIVA (fuel injection

valve actuator) valve to control - via the fuel oil valve – the injected fuel oil profile. Furthermore, it

consists of the conventional fuel oil pressure booster, which supplies pilot oil in the dual fuel

operation mode. The fuel oil pressure booster is equipped with a pressure sensor to measure the

pilot oil on the high pressure side. As mentioned earlier, this sensor monitors the functioning of

the fuel oil valve. If any deviation from a normal injection is found, the GI safety system will not

allow opening for the control oil via the ELGI valve. In this event no gas injection will take place.

58. Persistent oils Generally, persistent oils do not dissipate quickly and will therefore posepotential threats to natural resources when released to the environment. Such threats have been

evident in the past in terms of impacts to wildlife, smothering of habitats and oiling of amenity

beaches. Cleanup techniques in response to persistent oils depend on the nature of the oil and

the environment in which the oil has been spilled and include for example, the use of booms and

skimmers for containment and recovery, the application of dispersants and manual cleanup of

foreshores and coastlines. Non-persistent oils In contrast, when released to the environment,

non-persistent oils will dissipate rapidly through evaporation. In light of this, spills of these oils

rarely require a response but when they do, cleanup methods tend to be limited. Impacts from

non-persistent oils may include, for example, effects on paint coatings in marinas and harbours

and at high concentrations, acute toxicity to marine organisms

59. How anchor load testing is done?

BOAT ANCHOR TEST #1 Anchor Setting and Breakout Test

Test was started with an anchor on the bottom at 5:1 scope. From idle speed, power is slowly

increased to high RPM to enable anchor to set. RPM was increased to 2000 and held

continuously (force 9,000lbs) for 30 seconds. Once the anchor was set, the same exercise was

done at 90˚, 135˚ and 170˚ direction. To pass the Test #1, the boat anchor must HOLD and not

drag or break out from any direction. During the tests, the anchor must rotate below the bottom

surface, without pulling out and HOLD at the high RPM – force 9,000lbs/4 ton. After rotation is

completed, the boat must be stopped in less then 3’/1M.

BOAT ANCHOR TEST #2 Anchor Breakout Test – Sudden Impact Test When the anchor is set,

the boat will relocate above the anchor. With a slack rode (length for 5:1 and 3:1 scope), the boat

is given full throttle (maximum RPM) so that the anchor would be hit by the sudden and enormous

force of the boat’s mass/speed, simulating hurricane force wind conditions. The sudden impact

test is done at 0˚ (the previously set direction), and at 90˚, 135˚ and 170˚ to the original set. To

pass the Test #2, the anchor must HOLD and not drag or break out from 0˚ up to 135˚. The

anchor must rotate quickly below the bottom surface, without pulling out. The vessel must be

stopped in less then 3’/1M. (30,000lbs/400HP/12mph). Under maximum RPM and sudden impact

force, on 0˚ orientation, the rode should break (standard recommended nylon sized for the anchor

weight – for 25 lbs/12kg anchor– 5/8”/16mm nylon rope breaking strength 11,000lbs). The anchor

should not be damaged in any way.

BOAT ANCHOR TEST #3 Panic Test - Anchor Setting Under Motion - Boat Speed 3 mph @ 5:1

and 3:1 Scope This test simulates a panic situation where the vessel is in motion due to high

wind. At 3MPH anchor is dropped in the sand bottom at 5:1 and 3:1 scope. To pass test #3, the

anchor must set and HOLD a 5:1 scope. Once set, it must pass tests #1, 2 & 3.

BOAT ANCHOR TEST #4 - 360˚ Maximum Load Test-5:1 and 3:1 Scope. Once the anchor is set,

vessel makes full 360˚ circle around the anchor, under constant load (maximum RPM), at 5:1, 3:1

and 2:1 scope. To pass test #4, the anchor must HOLD at lease 5:1 and 3:1 scope.

60. How to remove broken tie rod?

Take out upper part as with clamp provided by maker wd clinging bolts after loosening top nut

then see wd withdrawn piece how deep is breaking part...then there cut a window in tie rod

casing put a rod down from top weld it loose the bottom nut and take out..later on grind burn

metal take a template and close the window in casing

61. What is the difference between static and dynamic oily water separator? Dynamic separator is

like centrifuge and is not used as oily water separator. Static OWS is used as we have to

separate large quantity of water from small quantity of oil using heating coil and coalescence of

oil. Dynamic type OWS is hardly used however one example of it is Alfa Laval’s pure bilge.62. What is BCH?

BCH is bulk chemical code or code for the construction and equipment of the ship carrying

dangerous chemical in bulk, applicable to the ships build before July 1986.

63. What is blowdown ring in boiler?

Blowdown rings are fitted in consolidated type safety valves and crossby safety valves only. It is a

ring which is fitted to the valve seat, and this can be rotated to change the height. Now the inner

surface of the valve has an angular cut. This ring serves two purposes. Firstly it gives the valve

rapid and more lift and secondly, when the valve is sitting back, it cushions its seating preventing

damage to the valve and seat.

64. How radio isotope or ultrasonic is used to measure the level of co2 bottles and how to check

zero errors?

A nuclear level measurement system basically includes following components: 1. A source of

gamma radiations( cobalt 60 isotope) 2. A continuous detector and 3. A microprocessor Source

emits gamma radiations. These radiation passes through the vessel walls and material gets

accumulated towards the detector. The detector is installed on the other side of the vessel. In

case, the vessel contains no contents, the transmitted gamma rays arrive at the detector. As soon

as the level of the contents increases in the vessel, there is a decrease in the amount of gamma

rays getting to the detector. Thus, this gamma energy drops in an inverse proportion to the

process level. “A computer processes the detector signal and transmits the process variable as 4-

20 mA. This output will show the level inside the vessel.

65. Difference between Product carrier & Crude Oil Tanker? A. Crude Oil tanker: COW must be

there, only one grade of fuel is to be carried B. Product Carrier: Carriage of refined petroleum

products, special coatings for tanks, Tankers above 20000 DWT must have COW, lesser ones

may not. IG not required below 20000 tonnes (If COW is present IG is mandatory).

66. Steering Gear Safeties? A. Alarms: Overload, Hydraulic Tank Low level, Power Failure Alarm,

Relief v/v, Bypass v/v, Auto Change over 35 deg : Telemotor limit switch 36 deg : Telemotor

Stopper 36.2 deg : Rudder Angle Limit switch 37 deg : Rudder Stop 39 deg : Mechanical

Stoppers

67. What is sledge hammer, material, where it is used? Sledge hammer is made up of high

carbon heat treated steel and used for heavy duty purpose.

68. What is metal lock? METALOCK is the process of making cold repairs in cracked, broken or

weakened machine parts or pressure vessels of cast or forged metals. METALOCK is a custom

formed lock or key made of special alloys. The size and number of METALOCKS vary with

conditions and the amount of strength to be restored to the fractured metal. Slots are cut

transverse to the fracture and METALOCKS are inlaid by cold working into the parent metal.

Thus, the locks hold cracked or broken pieces together and restore strength to fractured sections.

Various steps for carrying out repair are as under.

The fracture is positioned, realigned and firmly held together by special fixtures and clamps.

Jigs are used to drill groups of holes across the line of fracture to the depth of the casting and

the holes are joined to form shape of Metalock Key.

Individual layers of Keys are inserted in the apertures and peened into a metal to metal

condition, which becomes almost integral with the parent metal of the component under repair.

Holes are then drilled along the line of the fracture, tapped and filled with studs. Each stud is

fitted biting into its predecessor resulting in a pressure tight joint. This is the main part of the

process in which the crack is replaces by the stitching studs.

The surface is then peened and excess material is removed.69. What is metal lace? METALACE designates the method of sealing cracks against leakage.

Holes are drilled and tapped and METALOY * studs or dowels are inserted tangent to each other

along the line of fracture. The studs are cold worked to ensure tightness and complete filling of

the crack with new metal. METALACE is used in conjunction with METALOCKS to accomplish a

pressure tight joint and to lend rigidity to all METALOCK repairs.

70. Welding of Cast Iron? Gray cast iron can usually be welded without loss of essential

properties. For fusion welding, preheating of the casting is absolutely essential. Since a higher

level of preheat is required for oxy-acetylene welding then for arc welding, arc welding is likely to

be chosen where fusion welding is essential (as it is whenever good color match is desired). For

many repair jobs, however, oxy-acetylene braze welding is the ideal method. Much less

preheating is required; in many cases, preheating can be done with the torch. If the work is

properly done, the braze-welded joint will have a strength equal to that of the base metal, and

excellent machinability. Welding of gray iron castings which have chilled white iron surfaces is

seldom attempted, since the desirable properties of white iron will always be affected by welding

temperatures. Welding of white iron generally is limited to malleable iron foundries, where

castings may be reclaimed by welding before conversion to malleable iron takes place.

71. Importance of drill bit point angle and lip angle? The point angle, or the angle formed at the tip

of the bit, is determined by the material the bit will be operating in. Harder materials require a

larger point angle, and softer materials require a sharper angle. The correct point angle for the

hardness of the material controls wandering, chatter, hole shape, wear rate, and other

characteristics. The lip angle determines the amount of support provided to the cutting edge. A

greater lip angle will cause the bit to cut more aggressively under the same amount of point

pressure as a bit with a smaller lip angle. Both conditions can cause binding, wear, and eventual

catastrophic failure of the tool. The proper amount of lip clearance is determined by the point

angle. A very acute point angle has more web surface area presented to the work at any one

time, requiring an aggressive lip angle, where a flat bit is extremely sensitive to small changes in

lip angle due to the small surface area supporting the cutting edges.

72. Why ME foundation bolts have long sleeve? Long sleeve bolts have high resilience. Also they

have higher value of elastic strain when in tension. Owing to the length bending moment is

reduced in the bolt because radius of curvature of the bolt will be much larger when bend.

73. ME main bearing removal?

Top Main bearing clearance: max- 0.58mm, min- 0.40mm. The procedure for opening of the main

bearing is as follows: 1) Inform company and take permission. 2) Take immobilization certificate

from port state Authority stating that the main engine will not be available for a particular period of

time. 3) Read the manual and have a toll box meeting with everyone involved in the job. Discuss

the procedure. 4) Prepare important tools and spares to be used in operation. 5) Prepare risk

assessment with the personnel involved in operation. 6) Shut starting air valve for main engine.

7) Open indicator cocks of all the units.

8) Engage turning gear and put it in remote control. The remote control switch to be operated by

in charge of the operation.

9) Stop main lube oil pump.

10) Open crank case doors.11) Put blower and ventilate it thoroughly.

12) Prepare enclosed space entry checklist.

13) After sufficient ventilation, wearing proper PPE enter the C/C.

14) Make sure that the main bearing measuring tool (depth gauge) is calibrate and set to ’0′.

15) Open the screws of lube oil pipe connection and insert the depth gauge and measure the

clearance between upper bearing keep and journal.

16) Compare this reading with the earlier reading in the record or the new bearing reading.

17) Now disconnect the lube oil pipe line.

18) Turn the crank throw so that it is towards the exhaust side. 19) Now mount the hydraulic jacks

and loosen the main bearing stud nuts. 20) Mount the lifting tool for main bearing keep and lift the

keep using a pulley and a wire rope. 21) Note the marking on the main bearing keep before lifting

for correct direction of the keep. 22) Guide the keep safely outside with a help of another chain

block and place it on a wooden base once it is out. 23) Mount the tool for lifting the upper bearing

shell and place it safely outside. 24) Place the strong back (cross piece) support on the bed plate

so that its ends rest on the cross girders. 25) Mount the hydraulic jack on the cross piece placing

it such that it lies beneath the crank webs.

26) Mount a dial gauge on the adjacent main bearing so that the lift of the crank shaft can be

recorded. 27) Now with hydraulic pressure (1500-1650 bar) lift the crankshaft corresponding to

the main bearing clearance to the adjacent main bearing, and check the lift with the help of a dial

gauge. 28) Remove the lock screws from the lower shell.

29) Place the dismantling tool on the lower bearing shell such that the flap enters the oil groove.

30) Pull the bearing shell round and up so that it lies on the journal and take it out safely.

74. What is the advantage of sleeve bearing in turbocharger in man b&w engine?

Sleeve type bearings are provided in man b&w engines. They are lengthier and have a stabilizing

influence on shaft alignment and long vibration. They have a face machined to take the thrust

similar to thrust pad type. These are supplied by external oil feed and emergency lube oil supply

tank.

75. How to order hydraulic pipes?

For ordering hydraulic pipe, we need working pressure, symbol of standard ( ost1/ost2). schedule

80120, manufacturing process s-c, e-c, outside diameter, thickness and length is optional

because standard length is 4 metres and sold by weight, and made of carbon steel.

76. Difference between ship side v/v and overboard v/v?

SHIP SIDE VALVE IS A BUTTERFLY VALVE I.E, sea suction valve, where as overboard valve isa screw down non return globe valve, as per the classification society requirements and

overhauling procedure is same like checking for corrosion and pitting marks and checking the

rubber lining in case of butterfly valve. Material is copper nickel alloy or monel metal for disc and

seat and body is nickel alloy.

77. What is delamination? Delamination is the peeling off of layers of the bearing. It is not a slow,

steady process like wear - instead whole layers of the bearing break off, causing uneven and

excessive clearance. 78. How does delamination occur? Laminated bearings are manufactured in

layers, with a fiber or cloth reinforcement. As wear at the bearing surface occurs, water

penetrates the exposed micro-channels that are formed by the cloth. Swelling occurs along these

surfaces, causing weakness between the layers of the laminate. The result is that the surface

layers of the bearing material start peeling off.

79. Three Requirements for Dry Dock Stability is the most important requirement for getting a

ship safely into a dry dock. The three important parameters which must be ensured before

entering the dry dock are:

1) Adequate Initial G.M: When the ship touches the blocks, there is a reaction at the point of

contact which raises the centre of gravity “G” and reduces the metacentric height “G.M” so that

adequate initial metacentric height is required to compensate the same.

2) Vessel to be Upright: While entering the dock the vessel needs to be upright which means

there should be no port or starboard list when the ship touches the blocks, the point of contact will

be outside the centre line of vessel, which may force the vessel to tip over.

3) Small or Moderate Trim Aft: The slight trim allows the accenting of stern and bow in tandem

rather than simultaneously as it will reduce the load and pressure on hull and the keel of vessel.

80. What is COLD IRONING?

It’s also called alternate marine power (AMP), where in ships especially cruise ships can shut off

their engine while at berth and make use of port power supply to reduce emissions. LA was first

port to offer this.

81. Testing Criteria for Low Expansion Foam

Freezing & Thawing the Sample : The Foam Concentration. should show no signs of Statification

& Sedimentation Procedure :

1. Set the temp of freezing chamber to a temperature which is 10 deg below the freezing

temperature of the sample. 2. Place the sample in the cylinder, cool & maintained at the required

temperature for 24 hrs. .At the end of this period thaw the sample for not less than 24 hrs. & not

more than 96 hrs. @ 20 - 25 deg C 3. Repeat 3 times to give 4 cycles 4. Examine the sample for

statification & sedimentation 5. Condition the sample for 7 days @ 60 deg C followed by one day

@ room temp.82. Green House Effect; Ozone Depletion Relation? Effect produced by gases such as CO2 ,

Water vapour, & other gases which form an envelop around the earth's atmosphere, does not

allowing the heat radiation from the earth to escape back, thus causing global warming this effect

is called Green house Effect. Ozone Depletion is directly proportional to Green house Effect.

83. Advantage of a Keyless Propeller 1. The Stress raisers at the fwd end of the shaft keyway do

not exist. The shaft is stronger & has greater resistance to Fatigue Failure. 2. An increase in the

coefficient of friction available for Torque Transmission. 3. A controlled Degree of Interference Fit

4. A reduction in the allowance required for temperature as coefficient of expansion for C.I. sleeve

is same as that of the shaft. 5. Fitting & Bedding is easy. 84. Advantage of Rhapson Slide

Mechanism. 1. It converts the linear motion of the rams to rotary motion of the rudder stock. 2.

Rudder Drop Allowance is included so that the drop of rudder along with the tiller does not effect

the rams , same way jumping of the rudder is also included 3. Maximum Torque is available at

maximum angle when Torque requirement is greatest. 85. Procedure for Hull Testing? Before

fitting:

Hose Test: 2kg/cm2 @ 1.5m

Bend Test,

Tensile Test,

Impact Test

Hammer Test Water head test: 2.45m

After fitting:

Hose Test,

Hammer Test Air test: 0.14 - 0.2 bar Drill test: 20 mm hole ND Tests. 86. Stainless steel Cutting

Problems? Gas Cutting of S.S. Plate: Oxidising & Blowing Away of the Oxidised metal. If large

amount of Chromium is present, then oxidising the S.S. becomes difficult. Iron rich powder is

used in the cutting area to enhance the oxidising capacity. 87. Windlass Safety? Electrical:

Electromagnetic Brake

Motor overload

Short Circuit Protection

Restart delay timer

Remote Stop

Mechanical:

Manual

Mechanical Brake

Cable Stopper

Slipping Clutch

Relief V/V

88. Windlass Load Test? Brake Test: The Hydraulic Jack applies Load to winch Brake through

winch drum using a fixture. Amount of Force depends on brake holding capacity specified by

winch manufacturer in 2 minutes. Load Test: (1 cable length = 27.5m : 1 Fathom = 6 feet) Brake

is applied after every 15 fathoms (white link) should hold in 2 sec.89. Windlass Speeds? Let go speed : 5.75 m/s Lifting : 0.12 ~ 0.2 m/s (9~15 m/min) {at 4 ~ 6

times load of the anchor} When Mooring light : 0.75 ~ 1.0 m/s 90. What is Slipping Clutch?

Commonly fitted on Electrically Driven Windlass either between the motor & the gearbox or

incorporated in the gear box. This avoids the inertia of the driving motor being transmitted through

the gear system in the event of shock loading on the cable. Such shock can occur when the

anchor is pulled hard into the Hawse pipe when being housed. 91. Properties required in the

Propeller material? 1. Corrosion Fatigue Resistance 2. Resistance to Cavitation erosion 3.

General Corrosion Resistance 4. High strength / weight ratio 5. Good repairability 6. Good

Castability 92. Ship is going to sub-zero temperature ~ Precautions Required? 1. Anti freeze is

added to water systems (J.C.W. & P.C.W.) 2. Close skylight 3. Hydraulic system ~ Heaters on 4.

Draining fire main line / anti freeze in sprinkler system. 5. Blow through the sea chest with steam

6. Emergency Generator & Life boat ~ Anti freeze 7. Lifeboat Drinking Water: do not keep in

Lifeboat 8. D.B. tank F.O. Tank Heating Lines 9. Recirculation of S.W. 10. P.V. Breaker, Deck

Seal- Anti Freeze 11. Standby Motor ~ External Heating on

12. Winches to be operated. 93. Ballast Water Regulation? 1. Should not pass through Cargo

Tanks 2. Line should not go from 1/5 th of the breadth of the ship from ship side 3. Sounding

pipes / Vent Pipes should not pass than cargo Tanks (very short length with extra protection) 4. It

should have an omega loop for thermal expansion also sagging & hogging 95. Important

Clearances Jumping Clearance :- 6 mm At Rhapson slide :- 16 ~ 19 mm Propeller Drop :- 1 mm /

160 mm diameter of shaft Pintle Clearance :- 1.1 ~ 3.3 m 96.How vertical movement of Rudder is

Restricted ? The vertical movement of rudder is restricted by welding a small flat bar to the

bottom of the horn. The clearance between the rudder & the flat bar should be less than the X

Head clearance. Any vertical force on the rudder will hence be transmitted to the stern frame &

not to the steering gear.

97. Battery rooms Safeties? a. Provision for Ventilation: - In Case of Lead Acid batteries during

charging process Hydrogen & Oxygen is evolved / generated. The rate of evolution of these

gases is high in case of overcharging. This H2 & O2 mixture is highly flammable over a wide

range of 4% to 74% . Hence the possibility of explosion or fire in battery room is quite high. It is

necessary that the accumulation of such gases is avoided & must be extracted from battery room

so exhaust fan is provided. H2 being light extraction must be from the top of the room. * Fan

should be fitted outside the battery room. * Material of fan blade should be spark proof in case it

may come in contact with the casing. * Outlet of the battery room duct (exh. fan) should be above

accomodation level & it should be at the aft of the Engine room blower suction. b. Lighting :- * All

Lighting should be explosion proof. * Main Switch for Lighting should be outside the battery room

* It should have 2 independent circuits. Each circuit cabin door is interlocked, If we open the cabin

door the power is put 'OFF' & it is not possible to remove the key & same key is used for opening

the fitting. Two keys for two cicuits are not interchangeble. c. Distilled water Container :- * Mostly

PVC containers are used (Polystyrine or Polyvinyl chloride) * Glass Containers are not used as

they may break & also electrolyte in distilled water may attack glass. * Steel Containers are not

used DW attacks steel. * If steel containers will get loosened & they will may fall & produce spark.

d. Use of Tools & Replacement of Batteries :- * Tools should be insulated type so there will not be

sparking & short circuiting if accidentally released from hand. * Aluminium tools are not used as it

may produce sparking. * Electrical instruments should be intrinsically safe. * Before carrying out

any maintainence it is necessary to check the atmosphere of the battery room 98. Rudder Repair

procedures? Slot Welding to be carried out. Plates, Welding rods, welders Qualification &

procedure of repairing must be approved by class surveyor. Second plate is called Wrapping

Plate / Cover Plate. Plate is prepared by marking of the frames on it & then slots are cut. Then

the plate is bend on the framework & is welded to the frames. Slots are filled with the weld. These

welds are ground & made smooth. * Pressure Testing of Rudder : 1. Gravity method : Fill water in

rudder upto 2.46m above top of rudder & observe it. Water level should not drop. * Hose Test :

Drain plug has to removed & hose is applied on the slot welds & observe if water is coming from

the drain plug. This is to be done before gravity method. * Coating : Open top plug , put bottom

plug with cock. Fill 50 % water inside & 20 % with paint. Drain water slowly by cock. This is called

float coat painting. 99. Dry Dock Inspections of rudder? Rudder:1. When Docking is taking place observe rudder if any water is coming out. 2. After completion of

docking remove top & bottom plug & check for water. 3. Hammer rudder plate to check sound &

condition of rudder plates. 4. If ship is more than 5 yrs. old Class Surveyor may insist on Guaging

report 5. Check condition of Zn block fitted on the rudder. If completely worned out add few more

than last time. 6. Coupling between Rudder & Rudder Stock cement to be checked , chip off the

cement & check condition of Palm Bolts. 7. Put Rudder in midship position & see actual position

of the rudder w.r.t. ship this will help identify twisting of rudder stock. 8. Pintle clearance to check.

9. Jumping Clearance 10. Weardown & Rudder drop to be checked in Dry Dock. 11. Visual

inspection for rudder corrosion, pitting, cracks etc. Shell Plating:

01. Check for Buckling, Corrosion, Dents & Cracks. 02. Check condition of Anodes : If completely

worn out ~ more is required / If not worn ~ not connected properly 03. Check Sea growth : If high

~ Anti fouling paint was ineffective. 100. Hull Repair procedures? A Cracked weld:

01. Inform Class surveyor & seek his opinion. 02. Trace the length ok crack by DP Test 03. One

inch from both sides drill crack arresting holes. 04. Gas free the tank from inside 05. Gauging of

Crack to be carried out by gauging electrode till bottom of the crack is reached 06. Welding

electrode, welder & procedure to be class approved. Low Hydrogen Electrodes are used. 07. The

affected portion to be heated to 200 deg C by flame torch & temp to be noted by IR sensor. 08.

Carry out welding from either side 09. The weld is again to be heated by flame to relieve stress &

covered with insulation tapes to reduce cooling rate. 10. Weld to be inspected & arrest holes to

be welded 11. Radiography test is to be carried out. 12. Hose test to be carried out

13. Primer & paint to be applied. Severe indentation in way of frame: 01. It cannot be tolerated so

has to be cropped off alongwith bend frame & renewed. 02. Put 2 small size plates & weld it to

frame (tag) with actual size plate. 03. Heating & stress re-releasing to be carried out. 04.

Radiography & Hose test of the weld to be carried out. Surfaces suffering from general Corrosion:

01. Gauging to be carried out & if 20 % is eaten away plate needs to be renewed.(decided by

class surveyor) 02. Only thing to be done is clean the surface, coat with primer, anti fouling & anti

corrosive paints. 03. Add Zinc Anodes. Bilge Keel Fractured: 01. Crop the damaged part & renew.

101. What is Rudder locking? To bring the steering gear to rest speedily all hydraulic ,line valves

are closed , thus ensuring Hydraulic lock. Rudder is locked when the ship is being towed. Rudder

is locked in midship position to avoid turning due to wake of towing ship.

102. What is Rate Shaping Nozzle?

The Stanadyne Rate Shaping Nozzle is a unique approach to providing fuel injection rate shaping

for direct injection engines. In contrast to two stage injectors and other more costly methods that

have been used for this purpose, the RSN injector offers a greatly simplified and more compact

alternative. The RSN accomplishes the fuel flow throttling necessary for injection rate control by

hydraulic regulation of a throttling area preceding the spray holes. This eliminates the need for

two springs and associated hardware without affecting injector size or capability

103. How turbocharger rpm measuring device is mounted on shaft?

On the compressor shaft the compressor wheel tightening nut has a projection with a magnet

mounted onto it. This rotates with the shaft and rotation is then picked up by 2 magnetic pick up

sensors which are just like a pair of tongs. The projection rotates between the tongs cutting fluxthereby inducing a current which is calibrated to give the rpm. Eddy current probes, magnetic

pickups, optical tachometers and TTL output devices are usually installed in a hole drilled through

the bearing cap and are held in place by either a bracket or a probe holder. Module accepts input

from two tachometers of any standard type and measures speed, rotor acceleration and peak

speed and is capable of detecting zero speed, locked rotor and reverse rotation. The module may

also serve as a component of an Electronic Overspeed Detection System. The sensors are non

contacting eddy-current type transducers that measure the dynamic and/or static displacement of

the target relative to the mounting fixture.

104. What is function of EGR valve on ME exhaust valve?

The EGR stands for Exhaust Gas Recirculation. Exhaust gas is routed back into the combustion

chamber because the exhausted air is much hotter than the intake air. By sending warmer gas

into the combustion chamber, the air/fuel mix does not have to do as much work to heat up, and

engine runs more efficiently reducing NOx emissions.

105. Function of puncture valve in exhaust valve?

During the starting sequence in astern direction, the exhaust valve will start to open while the

cylinder is still being supplied with starting air. The puncture valve will delay the opening of the

exhaust valve until the starting air sequence has finished.

106. In T/C which type of bearing is used?

There are two types:

1. For the older versions, VTR Types, Ball bearings were used both the sides, having a small

gear pump and an oil bath for lubrication. This is common now also.

2. In the MET Types, which is the latest design, Shell type white metal bearing is used in the

centre of the shaft. The lubrication is by the main system itself and there is a header connection

also for the lub oil to flow when the Engine is stopped/Lub oil pump stopped. The thrust Bearings

for both sides are slotted bearings and the replacement criteria for the same is the dye check and

assesing the percentage area of contact worn out for each slot. These are the bearings in the

turbocharger.

107. Battery Capacity test Capacity test is the only way to get an accurate value on the actual

capacity of the battery. While used regularly it can be used for tracking the battery’s health and

actual capacity and estimating remaining life of the battery. When the battery is new its capacity

might be slightly lower than specified. This is normal. There are rated capacity values available

from the manufacturer. All batteries have tables telling the discharge current for a specified time

and down to a specific end of discharge voltage. Common test times are 5 or 8 hours and

common end of discharge voltage for a lead acid cell is 1.75 or 1.80 V. During the test it is

measured how much capacity (current x time expressed in Ah) the battery can deliver before the

terminal voltage drops to the end of discharge voltage x number of cells. The current shall be

maintained at a constant value. It is recommended to select a test time that is approximately the

same as the battery’s duty cycle. Common test times are 5 or 8 hours and common end of

discharge voltage for a lead acid cell is 1.75 or 1.80 V. It is recommended to use the same testingtime during the battery’s lifetime. This will improve accuracy when trending how battery’s capacity

changes. If the battery reaches the end of discharge voltage at the same time as the specified

test time the battery’s actual capacity is 100% of the rated capacity. If it reaches the end of

discharge at 80% (8 h) or before of the specified 10 h it is shall be replaced. Procedure for

capacity test of vented lead acid battery 1. Verify that the battery has had an equalizing charge if

specified by the manufacturer 2. Check all battery connections and ensure all resistance readings

are correct 3. Record specific gravity of every cell 4. Record the float voltage of every cell 5.

Record the temperature of every sixth cell in order to get an average temperature 6. Record the

battery terminal float voltage 7. Disconnect the charger from the battery 8. Start the discharge.

The discharge current should be corrected for the temperature obtained at point 5 (not if capacity

is corrected afterwards) and maintained during the entire test. 9. Record the voltage of every cell

and the battery terminal voltage in the beginning of the discharge test 10. Record the voltage of

every cell and the battery terminal voltage one or several times at specified intervals when the

test is running 11. Maintain the discharge until the battery terminal voltage has decreased to the

specified end of discharge voltage (for instance 1.75 x number of cells) 12. Record the voltage of

every cell and the battery terminal voltage at the end of the test. The cell voltages at the end of

the test have special importance since weak cells are indicated here. 13. Calculate the actual

battery capacity

108. Difference between welding transformer and lighting transformer?

A welding transformer is a step down transformer that reduces the voltage from the source

voltage to a lower voltage that is suitable for welding, usually between 15 and 45 volts. The

secondary current is quite high. 200 to 600 amps would be typical, but it could be much higher.

The secondary may have several taps for adjusting the secondary voltage to control the welding

current. The taps are typically connected to a several high-current plug receptacles or to a high

current switch.

For welding with direct current (DC) a rectifier is connected to the secondary of the transformer.

There may also be a filter choke (inductor) to smooth the DC current. The entire transformer and

rectifier assembly may be called a transformer or welder, but "welding power supply" would be

more appropriate term.

LIGHTING TRANSFORMER

In a category of various types of transformers, the lighting Transformers are designed to supply

power to lighting equipments in residential, public services, commercial and industrial

undertakings. The primary supply in lighting Transformers is connected to higher voltage source

and secondary supply is connected to load. Lighting transformers work as isolation between

primary and secondary and restrict any high voltage spikes coming with the raw mains incoming

power as also restricts short circuit current in the load and saves fatal adversities. The lighting

transformers for power house consist of electrolytic copper heavy duty super enameled winding

wires and are made with CRGO laminations. The applications with low voltage lighting systems

have become gradually trendier over the past many years. The lighting systems installed with low

voltage xenon and low voltage halogen using MR16 12-volt light bulbs are found in almost every

type of setting. Carrying a voltage of app. 1.1 Kv, these transformers available to customized

specifications and requirements, are mostly used in thermal power plants, nuclear plants,

shopping complexes, theaters, bars, retail stores and shops, chemical plants, hotels, housing

societies, museums and art galleries, hospitals and high rise office and residential buildings in

metropolitan areas. The usual output of lighting transformer is 6V, 12V and 24V and would differ

according to different areas, such as 100V,110V, 120V, 220Vand 240V with added requirements

of size, temperature rise and security protection. Neon lighting transformers run on alternatingcurrent. In the transformer's core, the power is run through a primary coil, magnetically linking it to

a secondary coil which is located close by. This prompts a current to run through the secondary

coil which outputs the electrical power generated into the neon tube. Depending upon the number

of turns on the secondary coil, it is determined as to how much voltage the current will deliver.

Lighting Transformers are used to limit the Fault level in the Bus of main LT panel by varying the

impedance of the Transformer. If any major fault is occurs, its effect is affecting only up to the

lighting Transformer’s breaker and it trip itself and prevent the main panel from tripping. As well

as big industries, single phase is not using for MCC & other equipments. So Neutral is absent in

main LT panel. For lighting purpose we need neutral. So we are using isolation Transformer for

lighting in big industries.

109. In dual fuel engine when running diesel is injected with gas why?

When the gas pressure falls below 10% during normal running, during starting and during

manoeuvring diesel will be injected to produce flame for gas to burn/ignite. Also the compression

effect for gas is not enough to raise the temperature of it to ignite so diesel is injected to attain the

self ignition temperature.

110. Reefer system meat room solenoid coil burnt... no spares...how to maintain meat room

temp?

There will be a bypass v/v, if it is there then bypass the v/v, if not then close the main v/v before

that and open the solenoid v/v and take out v/v assembly with the spring, put back the cover and

open the main v/v,after achieving the desired temp close the main v/v, after some hours when the

temp. is up again open the v/v and regain the temp.

111. One unit liner ovality is more – reasons?

Reasons for liner ovality can be less lubrication, improper matching of lub oil with fuel oil, worn

out piston rings or rings wrongly fitted, Overloading/unbalanced engine, clover leafing, injector

malfunction causing the oil to spread on d liner walls and burn on it. The reason can also be the

clearance of the crosshead sliding guides of the particular unit is more disrupting the centering of

piston.

112. How sac volume helps in NOx reduction?

The increased mean effective pressure ratings of modern engines require increased flow areas

throughout the fuel valve, which, in turn, leads to increased sac volumes in the fuel nozzle itself

and a higher risk of after-dripping. Consequently, more fuel from the sac volume may enter the

combustion chamber and contribute to the emission of smoke and unburnt HC as well as to

increased deposits in the combustion chamber. The relatively large sac volume in a standard

design fuel nozzle thus has a negative influence on the formation of soot particles and HC. The

so-called ‘mini-sac’ fuel valve introduced by MAN Diesel incorporates a conventional conical

spindle seat as well as a slide inside the fuel nozzle. The mini-sac leaves the flow conditions in

the vicinity of the nozzle holes similar to the flow conditions in the conventional fuel nozzle. But its

much reduced sac volume—only about 15 per cent that of the conventional fuel valve—has

demonstrated a positive influence on the cleanliness of the combustion chamber and exhaust gas

outlet ducts. Such valves also reduce the formation of NOx during combustion. A new type of fuelvalve—essentially eliminating the sac volume—was subsequently developed and introduced by

MAN Diesel as standard to its larger low-speed engines.

113. Why boiler gauge glass appears shiny?

Reflex glass is used due to the fact that light falling on the glass is reflected by the steam but not

by water, and so the glass appears bright where there is steam and dark where there is water.

114. Reason for boiler gauge glass cock blockage?

1.Due to the evaporation of water leaking through the cock joints a build up of deposits can occur.

This leads to restriction and eventual blockage of the passage. If this occurs on the steam side

then the level tends to read high as the steam condenses. 2. Another reason for blockage is the

cock twisting, hence the cocks are all arranged so that in their normal working positions, i.e.

steam/water open, drain shut, the handles are all pointing downwards. Possibility of the sleeving

rotating on the cock has led to the use of ribbed asbestos sleeves which must be carefully aligned

when fitting.

115. What is the function of reefer compressor head spring?

The spring in the reefer compressor: There is a spring just underneath the cylinder cover and on

top of the suction valve seat. This is to prevent the liquid refrigerant to enter the compressor and

causing damage, or oil entering the compressor. So when liquid is returned to the compressor,

then this spring will force the VALVE SEAT to be raised preventing any damage to the head.

Further, when the difference between the internal cylinder pressure and high pressure increases

more than 3 Kg/cm2, this spring lifts up the VALVE SEAT.

116. What is advantage of contra flow over normal flow?

One of the main reasons is that the temperature difference is almost constant throughout the

flow, in the case of oil cooler initially when the sea water enters its temperature is low and the oil

temp when it comes in contact is also low, as the sea water reaches the exit its temp is higher

than before and at that point oil which is in contact with the cooling surface of sea water is also

high. For an efficient heat exchange the temp diff between the 2 liquids should be as high as

possible. Another point is when there is a contra flow liquid there is always turbulence associated

with it, so a turbulent flow will give a better heat transfer.

117. How to carry out brake testing of e/r crane, procedure and load?

Load test of the engine room crane is carried out by actually loading the crane by dynamometer

spring loaded balance which is attached between the hook & strong point on the e/r floor or deck.

The tension reading is noted down. Load test is carried out once in 5 years. Lifting gear is tested

at 1.5 times the safe working load. Lift a load through lifting gear which is 1.5 times the safe

working load & then switch off the power, crane hook should not come down. This confirms the

brake test of e/r crane.118. How hydraulic power pack works?

Under normal operating conditions, the motor driven hydraulic oil supply to the main system,

when the system reaches the rated pressure, pressure sensors control the implementation of

one-way valve to close packing functions. Solenoid valve by a hydraulic actuator to open, close,

or power to exercise control, with the accumulator in the hydraulic power packs, hydraulic control

at the same time, the energy storage device has also been released, the executive body of the

packing into the synchronization function, but also to ensure the system security and reliability.

119. What are self locking nuts? Where used?

Self-locking nuts provide tight connections that will not loosen under vibrations. They meet critical

specifications as to strength, corrosion resistance, and heat-resistant temperatures. New self

locking nuts must be used each time components are installed. There are two general types of

self-locking nuts. They are the all metal nuts and the metal nuts with a nonmetallic insert to

provide the locking action. The elastic stop and the nonmetallic insert lock nut are examples of

the nonmetallic insert type. All metal self-locking nuts are constructed either of two ways. The

threads in the load-carrying portion of the nut that is out of phase with the threads in the locking

portion is one way. The second way is with a saw-cut top portion with a pinched-in thread. The

locking action of these types depends upon the resiliency of the metal.

120. Adv. of thin shell bearings?

Advantages of thin shell bearings are as follows:

1) increased fatigue resistant

2) bedding not required

3) conformability

4) embedability

5) load carrying capacity

6) mechanical properties

7) easy storage,fitting-light weight

8) better heat transfer due to reduced thickness & uniformity of the contact with the bearing

housing.

121. What happens in gas cutting? Chemical reaction taking place inside the metal?

During gas cutting the metal is heated upto 800 deg C. On such high temp the particles r already

mobile and when a charge of oxygen is given they form oxides. These oxides have melting pt.

much lower than the parent metal and hence the material is cut rapidly after that. The sparks that

we see flying around are actually oxides.122. Dry Liners

Dry cylinder liners are among the basic piston protectors. They must withstand extremely high

temperatures and guard against impurities, so they are constructed of high-grade materials, such

as cast iron and ceramic-nickle plating. Dry liners are much thinner than their counterpart, wet

liners. They do not interact with the engine coolant but instead provide a very close fit with the

jacket in the cylinder block to protect the piston from heat and impurities. The coolant circulates

through passages in the block and does not come in contact with the liner.

123. Oil Whirl and Whip Instabilities - Within Journal Bearings?

Oil whirl is probably the most common cause of subsynchronous instability in hydrodynamic

journal bearings. Typically, the oil film itself flows around the journal to lubricate and cool the

bearing. This develops an average speed slightly less than 50 percent of the journal surface

speed (Figure 1).

Normally, the shaft rides on the crest of an oil pressure gradient, rising slightly up the side of the

bearing somewhat off vertical at a given, stable attitude angle and eccentricity. The amount of

rise depends on the rotor speed, rotor weight and oil pressure. With the shaft operating

eccentrically relative to the bearing center, it draws the oil into a wedge to produce this

pressurized load-carrying film.

Figure 1. Oil Film Within a Journal 1 Figure 2. Development of Oil Whirl Just After Startup;

Followed by Oil Whip from 9,200 to 12,000 RPM 3

If the shaft receives a disturbing force such as a sudden surge or external shock, it can

momentarily increase the eccentricity from its equilibrium position. When this occurs, additional oil

is immediately pumped into the space vacated by the shaft. This results in an increased pressure

of the load-carrying film, creating additional force between the oil film and shaft. In this case, the

oil film can actually drive the shaft ahead of it in a forward circular motion and into a whirling path

around the bearing within the bearing clearance. If there is sufficient damping within the system,

the shaft can be returned to its normal position and stability. Otherwise, the shaft will continue in

its whirling motion, which may become violent depending on several parameters.

Oil Whirl Instability Oil whirl demonstrates the following characteristics:

1. Oil whirl can be induced by several conditions including:

light dynamic and preload forces

excessive bearing wear or clearance

a change in oil properties (primarily shear viscosity)

an increase or decrease in oil pressure or oil temperature; improper bearing design

(sometimes an over design for the actual shaft loading)

fluid leakage in the shroud of blades and shaft labyrinth seals (so-called “Alford force” or

“aerodynamic force”)

change in internal damping (hysteretic, or material damping, or dry (coulomb) friction)

gyroscopic effects, especially on overhung rotors with excessive overhang.

Any of these conditions can induce oil whirl after a disturbing force induces an initial rotor

deflection.

2. Sometimes machines exhibit oil whirl intermittently due to external vibratory forces transmitting

into the unit or from sources within the machinery itself. In these cases, these vibratory forceshave the same frequency as the oil whirl frequency of that bearing and can contribute just the

right magnitude of disturbing force at just the right tuned frequency to set the shaft into the whirl

motion. This vibration transmits from other machinery through attached structures such as piping

and braces, or even through the floor and foundation. If this occurs, it may be necessary to either

isolate this machine from surrounding machinery, or to isolate the offending machine itself.

3. Oil whirl is easily recognized by its unusual vibration frequency which is generally 40 percent to

48 percent of shaft RPM. (Reference 2 states that pure oil whirl occurs at 43 percent of shaft

speed, but that the instability may occur at the first critical speed.)

4. Figure 2 shows the development of oil whirl just after the shaft is brought up to speed. Note

that the shaft went into whirl at a machine speed of approximately 1,800 RPM and remained in

whirl until about 4,000 RPM. At this point, note that the shaft 1X RPM speed entered resonance,

which actually generated sufficient force to overcome oil whirl. However, once the machine

passed through resonance, whirl once again occurred just above 5,200 RPM.

5. Oil whirl is considered severe when vibration amplitudes reach 40 to 50 percent of the normal

bearing clearance. At this point, corrective action must be taken.

6. Temporary corrective measures include changing the temperature of the oil (thus, the oil

viscosity), purposely introducing a slight unbalance or misalignment to increase the loading,

temporarily shifting the alignment by heating or cooling support legs, scraping the sides of or

grooving the bearing surface to disrupt the lubricant wedge, or changing the oil pressure.

7. Permanent corrective steps to resolve the oil whirl problem include installing a new bearing

shell with proper clearances, preloading the bearing by an internal oil pressure dam, or

completely changing the bearing type to oil film bearings that are less susceptible to oil whirl

(including axial-groove bearings, lobed bearings or tilting pad bearings). The tilting pad bearing is

a good choice because each segment or pad develops a pressurized oil wedge tending to center

the shaft in the bearing, thereby increasing the system damping and overall stability.

Oil Whip Instability Oil whip occurs on those machines subject to oil whirl when the oil whirl

frequency coincides with and becomes locked into a system’s natural frequency (often a rotor

balance or critical speed frequency). For example, refer to Figure 2. When the rotor speed

increased to just above 9,200 RPM, its speed increased to 2X its first balance natural frequency.

At this time the oil whirl which was approximately 43 percent of RPM, was brought into

coincidence with this critical speed. The oil whirl was suddenly replaced by oil whip - a lateral

forward precessional subharmonic vibration of the rotor. At this point, the oil whip frequency

remains the same, independent of the rotor RPM. Note that the oil whip frequency never changed

even though the machine continued up in speed to 12,000 RPM. When a shaft goes into oil whip,

its dominant dynamic factors become mass and stiffness in particular; and its amplitude is limited

only by the bearing clearance. Left uncorrected, oil whip may cause destructive vibration resulting

catastrophic failure – often in a relatively short period of time.

Dry Whip Dry whip occurs in journal bearing machines subjected to either a lack of lubrication or

the use of the wrong lubricant. When this occurs, excessive friction is generated between the

stationary bearing and rotating journal. This friction can excite vibration in the bearing and other

components. This kind of vibration is called dry whip. Dry whip can also be caused by journal

bearings having excessive clearance as well as those having insufficient clearance. The dry whip

condition is similar to rubbing a moistened finger over a dry pane of glass. It will generate a

frequency specifically dependent upon the shaft and construction materials, geometries and

lubricant properties. Normally, this frequency will produce a high squealing noise similar to that

generated by dry rolling element bearings. The frequency content itself will not be an integer

multiple of the machine speed. When dry whip is suspected, it must be taken care of quickly inorder to prevent a potential catastrophic failure. And when dry whip is suspected, both the

lubricant itself and the lubrication system should be closely inspected and the bearings should be

checked to ensure they have proper clearances.

124.What is ovality of auxiliary engine crank pin?

Combined effect of reduced effectiveness of L.O and directional thrust of the con rod.

This is maximum at around 45 degree ATDC Uneven loading of units and overloading

Max Allowed: 1/4th of the bearing clearance

Removed By: Insitu Grinding and polishing

Reference: Fillet of crank web

Max. Allowed Grinding: 2mm, because after grinding 2mm or more surface hardness reduces

drastically. Due to this maximum allowable grinding is 2mm. Bottom bearing damage reason is

the ovality, bearing clearance and condition of L.O supply

125.Why are concentric springs fitted for A/E cylinder head valves?

If the frequency of the natural vibration of air or exhaust valve springs is a harmonic of the

camshaft speed, then the spring may vibrate axially and are said to surge. Surge can be avoided

by modifying the sizes of springs by arranging the springs in pairs and fitting one inside the other.

If one spring fails the valve is held up and is not damaged by striking the piston. The thickness of

individual springs can be reduced as against original thickness. Normally two springs of different

vibration characteristics are chosen. Moreover, the stiffness requirements and the space

congestion at this place warrants a concentric springs arrangement. The net stiffness is equal to

the sum of individual stiffness.