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----> Askd me if i did ny drydock nd Draw the tailshaft diagram showing all d arrangements nd dont show d propeller nd intermediate

shaft bearing, i startd drawing nd he dint like it and straightaway stopped me nd went into next function nd he wrote F in front of function 3. fn3 1. latest mepc discussion 2. airlock 3. dont remember...but was easy only... 2/01/12: DGS(MR.DATTAR & GADKAR) ALL FUNCTION FUN-3 1:-why ISM came n as a 2nd eng wat is ur duty under ISM code. 2:-wat is the majore change in design of bulk carrier after 1st jan 2011. 3:-wat r the changes in fixed fire fighting sytem of co2. 4:-wat is bulk stool in bulck carrier n torsion box in container vessel. 5:-marpole amenmendent n wat is nox n how will u control. Fn3 1)MEPC what amendment came out in Dec 11 in Durban? dont know 2) Types of floor 3) Air lock diagram, he didnt accepted the diagram which is in circulation.(diagram showing compressor room)

fn 3 type of ship done only bulk carriers 1. new const features of bulk cariers. recentamendments for bulk carriers safety. bulk head is continious or tank top is continious? tank top is continious. construction of d.b tks.what is present in d.b. 2.diff btw life boat and rescue boat. latest amendments of life boat 3.define collision bulk head. 4. nox, tier 1, 2 , 3. which is now in force

nox is mor in 2s or 4s.....dont no fun.3.. 1.)what is the diff in lifeboat tanker? said abt the air bottles n sprinkler system...wanted more...i could rem only these pts... 2.)how many bulkheads in ur bulk carrier?it was 8 hatch bulk carrier...i said 11...but it is 10....said me to draw n show ..how 11?....drawn when calculated again it was10...lot of confusion.... 1. ISM with all ammendments. 2. IG plant trips. 3. As per annex-1 Max tank capacity for VLCC and ULCC ?-- no idea 4. Coating in VLCC Cargo tanks -- i said amine cured phenolic epoxy ... but then he told me that it is very expensive.. after this no idea .... about how to bring this expensivness down... 5. type of floors, draw bracket floor...... 4) emcy swbd regulations ans: solas chapter 2-1 part d,reg no 45....all same stuff...0.6 mtr,insuation mats,deadfront,ebonite handles,no pipelines co2 extinguisher....cross question type of battery for emcy gen start....nickel cadmium..startting regulations...said as per regulations i.e, hydraulic one, pneumatic one which should be dedicated to that only etc...all as per solas..pls read solas..

3. blr survey? i said in first 5 yrs 2 times and interval bet 2 should not exceed 30 months.agreed. bt asked if i do it in 1st 18 months then when will b the next survey i said after 30 months, he said u people misinterpret the circulars. dint know wt u want.guys plz go through the circular on dg shipping site carefully. crossed this.

1) what are the types of lpg carrier? dont know. 2)what is air lock? with drawing? told him all the points including drawing. then ask about how positive pressure is maintained when you enter the motor room. explained him. then he ask for ventillation, that unfortunately i told him exhaust fan n got trap. big cross. guys be prepare with air lock thoroughly, bcoz he is askin in detail. For compressor room one fan is fitted with exhaust mode, whereas in motor room two fans are fitted but supplying air in the motor room. This is wht mr.trassi wants to hear fan for compressor room in exhaust mode only and fan for motor room in supply mode to keep the motor room pressurised so that explosive gases cannot enter in motor room....and also a fan provided for air-lock space in supply mode. fun3 -latest mepc circular 62 ( tld him abt durban convention last yr...green fund, green house gasses emmisions, marpol annex6 latest addition ie chapt 4...EEDI...asked me formula didnt no dat)

-draw the cross section of ur tanker and solid floors ( showed him double hull tanker and solid floor diagram fully labelled....asked me width of double bottom and inner hull....tld him dimensions of chem 3 tankes as i didnt no for oil tanker.....wrong ;(.... ) -hyper mist regulations - what is a double acting tanker ...?????????

application of ISPS (indian coastal waters), check nautical circular on ISPS 3 categories of ships 1. Trading vessels of above 3000 Gt engaged in coastal waters of india. 2. Ships less than 3000 but more than 500 gt in coastal waters of india. 3. Ships less than 500 GT operating in IV water limits, habour and port facility, sheltered waters and restricted areas where there is common interface with foreign going vessels. orals on 09.01.2012 the great pratap bhosle took my orals. 1) chem tankers comes under which code-told him ibc code wat is that and wat certificates r carried under this code-told him some points and certificate of fitness

2) which bulkheads b/n tanks-watertight bulkhead can u draw and show me yes sir same drawn..can u drw corrugated bulkhead -fuck was unable to draw.asked me bout bulkhead stool and how bulkheads supported from top

3) psc inspector has come for inspection wat things he'll check related 2 oil pollution started wid certificates-iopp he stopped me and askem me form is attached with wat is written in that...wat is form A......told him sum points and about inspection told him about the checking of ows incinerator,bilge pump wat he'll check in ows

4) how is chain attached....and types of chains.....and percentage elongation accepted unable 2 give gud answer for this

Fn3 1.)Types of Gas carriers?told him A,B,C he accepted.

2.)Difference between IBC and BCH?I did not answer this well. 3.)What is water pad? 3.)Types of floors? 4.)Boiler Survey interval?He asked me if first done in 18months then when next,told him within next 36months,he agreed.


New survey schedule - Two boiler surveys are required during each 5 year period of the classification certificate. - The interval between any two successive boiler surveys is not to exceed 36 months. - The survey shall be carried out on or before the due date. Time window is not applicable. - One survey shall be carried out in conjunction with the renewal survey, i.e. during the 15 months prior to expiry date of the classification certificate

In particular, one should as far as possible avoid crediting a boiler survey during the first 9 months of the 5 year period of the classification certificate, as this will result in the need for 3 boiler surveys during the 5 year period in order to comply with the rules.

If the 1st boiler survey is credited during the first 9 months of the 5 year period, the 2nd will be due before the 15 month window of the renewal survey, and consequently a 3rd boiler survey must be carried out to comply with the Rules.

If the 1st boiler survey is carried out between 9 months and 2 years after the start of the class period, the 2nd boiler survey will be due within the window of the renewal survey

If the 1st boiler survey is carried out between 2nd and 3rd annual survey (e.g. concurrently with intermediate survey), the 2nd boiler survey will be due at the end of the renewal survey and thus provide the best flexibility.

?1st Attempt- Tirassi - 09 Jan,2012 1. Safety a) What is the difference between GC code and IGC code I explained him that IGC code applies to ship after 1 July 1986 while GC applies to ships before this period. Both contain the same no. of chapters i.e. 19. Special requirements have been added for carriage of Ammonia in IGC code- Because ammonia causes stress corrosion when carried in Carbon manganese tanks, the min and max value of Yield Strength for carbon manganese has been specified. b) What is the difference between BCH code and IBC code ? Explained him the same applicability criteria as well as the difference in content of Chapters BCH contains 7 chapters while IBC contains 21. The contents of the 7 chapters of the BCH code has been expanded and is detailed in the 1st 18 chapters of IBC code. While the remaining 3 chapters of IBC are new additions. Chapter 17 of IBC contains the List of cargoes to which this code applies. Cross question: What is the difference between this list and the previous list in BCH code? I was not able to answer this.

c) What is the Boiler survey period? Twice in 5 years with a minimum gap of 30 months Cross question: Suppose 1st survey is carried out in 18 months , when will the next survey be carried out? Told him 45 months but he said wrong and told me that I have interpreted it wrongly. He asked me to go to DG shipping site and check this out and told me that the correct answer is after 36 months i.e. before the 54th month.

1) chem tankers comes under which code-told him ibc code wat is that and wat certificates r carried under this code-told him some points and certificate of fitness

2) which bulkheads b/n tanks-watertight bulkhead can u draw and show me yes sir same drawn..can u drw corrugated bulkhead -fuck was unable to draw.asked me bout bulkhead stool and how bulkheads supported from top

3) psc inspector has come for inspection wat things he'll check related 2 oil pollution started wid certificates-iopp he stopped me and askem me form is attached with wat is written in that...wat is form A......told him sum points and about inspection told him about the checking of ows incinerator,bilge pump wat he'll check in ows

4) how is chain attached....and types of chains.....and percentage elongation accepted 1) PSC Regime. 2) Paris MOU. 3) Sopep wt all documents present in it. Ans: Shell expansion plan, tank capacity, particulars,etc. 4) Hatch cover water tight arrangement with diagram. 5) Panting and thr stiffening members with diagram. 2.draw propeller shaft only the aft part, now explain how the propeller is mounted n various methods, explain the pilgrim nut method. what if when u check bedding with die test(persian blue) it is only 60% n not 80% embeddibility, what will u do to increase it?? 1)ship is loaded upto 90 to 95 %.now bad weather and ship is rolling n pitching, so what arrangement in oil tanker is provided to avoid this excessive sloshing on. 2) tank gauge and UTI? 3) What is MRCC? 4) draw rudder. 5) What is rise of floor, what is its use . 6) what is multigas detector and any other method of instrument for checking gas? 7) what are ambient limitation of using isotrope for co2 measurement SOLUTIONS FUNC 3: 1) Deck transverse webs are provided to avoid this sloshing effect. Diagram - DJ EYRES sixth edition pg no 254. 2) RIse of floor - rise of bottom shell plating line above the base line. Diagram - DJ EYRES - pg no 13. its use is since it is a rise it will cause all the sea water in the ballast tanks to accumulate on one side from where the suction to the ballast p/p is provided. --------------------------------------------------3) MRCC - MARITIME RESCUE CO-ORDINATION CENTRE. Centres are in UK AND SINGAPORE. During distress and alert signals, these centre are notified and they provide the information to the ships nearby agencies for rescue. They operate 24*7*365 days. 4) In scrubber tower the o2 content increases because when s.w ( at around 30 deg ) cools the inert gas the dissolved oxygen get converted to gas by taking the heatt from the gas. (same is the reason why hotwells for boiler water tank are operated at high temp) 5) CO2 LEVEL MEASUREMENT - http://en.wikipedia.org/wiki/Geiger_counter

1) X-section of gas carrier, I hv drawn a LPG tank but not shown secondary barrier told him no primary & secondar bariers. actually temp below -55 so hull can be secondar barrier so totally wrong in concept 2) SCABA bottle wen do u pressure test? reply was during evry fire drill ok then wat is the speciality abt the compr ans was it will have canister filter at the delivery which turns frm green to red when filter is choked. satisfied wid that before that I told all bullshit that it is 3-stage compr at deliver ratings upto 300 bar not interseted in all this

stuff 3) what is the m/l of gasket/joint used in gas carrier? no ans actually this 1 q gave him the complete impression abt my gas knowledge that I know nothin. acc to my 2/e its a sin ot to know 4)what is ship squat? told him in layman words but needs xaclty what is the concept so told me u didn't got the concept right so wrong there 5) radio isotope co2 level measuring: told him how it done & temp. I was having 2 temp in mind 32 & 40 but asked me to stand on 1. so told him 32 as it is the critical temp. but shld hv told him 32 is not possible as ambient T @sea, so 40 is used. correct me regarding this but he is ok wid my ans 1) Draw CLASS B Rudder I drew Spade Rudder but didnt know the location of key as as far as I know then transmission is through bolt located below pintle but he said your drawing is wrong as youve not shown any key or rudder stock bolts so this answer was wrong 4) What is heavy weather hold ballast? I answered as it is done in hatches to submerge propeller and for stability then started the cross questions seriesany speciality? I said ballast pump line and strength is increased compared to other hatches & we can isolate alarm for hold flooding for that individual hold but he wanted more so again cross mark. 5) SCBA bottle why it is not charged with MAC? I said its pressure is high then asked me what else I said air quality cause MAC oil carryover but he said even the SCBA comp has got oil I said its the special filter cartridge that purifies air of dirt and oil then he was satisfied so that was the only correct answer in safety. 2) csr comes under which code? ans- isps inorder for issue of interim international ship safety certificate should CSR be present on board? told him no.CSR should be placed on bord during the 6 month validity of interim certificate.he asked is CSR mandatory? said yes. no ISSC will be issued without CSR. he asked when will interim certificate be issued? told himduring interim certification only the objectiives of isps to be achieved. then he said wat else requirements to be satisfied for interim certification? told the foll -----------------------------------------------------------------ans-An Interim International Ship Security Certificate shall only be issued when the Administration or recognized security organization, on behalf of the Administration, has verified that: .1. the ship security assessment required by this Part of the Code has been completed; .2. a copy of the ship security plan meeting the requirements of chapter XI-2 and part A of this Code is provided on board, has been submitted for review and approval, and is being implemented on the ship; .3. the ship is provided with a ship security alert system meeting the requirements of regulation XI-2/6, if required; .4. the company security officer: .1. has ensured: .1. the review of the ship security plan for compliance with this Part of the Code; .2. that the plan has been submitted for approval; and .3. that the plan is being implemented on the ship; and .2. has established the necessary arrangements, including arrangements for drills, exercises and internal audits, through which the company security officer is satisfied that the ship will successfully complete the required verification in accordance with section, within 6 months; .5. arrangements have been made for carrying out the required verifications under section; .6. the master, the ship security officer and other ships personnel with specific security duties are familiar with their duties and responsibilities as specified in this Part of the Code; and with the relevant provisions of the ship security plan placed on board; and

have been provided such information in the working language of the ships personnel or languages understood by them; and .7. the ship security officer meets the requirements of this Part of the Code 3)ism validity of doc and ismc(12 mnths and 6mnths). what happens when a non confirmity is found? told him if non conformity it has to be downgraded and rectified and peventive action to be taken to prevent reoccurance. (use these words he is particular) what happens when MNC is raised in DOC? told DOC is withdrawn and all smc"s assocoated with it will be withdrawn. then he said what happens after that? told him MNC downgraded rectified and preventive action to be taken to prevent re occurance. then what certificate is issued? told him DOC and ISMC.( dont tell interim certificates will be issued) if you read csr it says it should contain at least the foll info stated under csr. any info other than that wil be as per the requirement of admin. as per bakral last 10 ports of call should also be recorded in csr Lenon Colao actually chapter XI requirements on safety and security began after september 11 2001 attacks and was divided in two parts safty and security and entry in force july 2004. both the chapters go hand in hand and deals with safety and security. how propeller designs are modified to comply requirement of eedi?..... anyone? Karthik Reddiar Larger propeller diameter involving: Higher propeller efficiency Lower optimum propeller speed(rpm) Lower number of propeller blades involving: Slightly higher propeller efficiency Increased optimum propeller speed (rpm) (from 6 to 5 blades means approximately 10% higher rpm) Karthik Reddiar that is where ultra long green engine known as G-ME was introduced.rpm reduced nd large propeller dia with optimum ratio of the propeller pitch and propeller diameter. Ashish Agrawal kartik , he told me two method after i was finished with my reply...i.e. propeller boss fins and skewed propellers...also told there are other too... 3)EEDI- what is it, i said...ghg and concerns of co2 emission related to it...then asked how propeller designs are modified to comply requirement of eedi....i said may be an inclined geometry with larger dia.....not satisfied special question was CO2 LEVEL checking by isotope method....My answer cud not satisfy MR. Ghosh I said one Gieger Method to check by isotope...if search on net u'll get the info about it...Till this he was ok bt what he told after that ki "in this method temperature is very important...u have to maintain temperature of bottles low...at low temp Co2 is in liquid form in the bottles so either you cool the co2 room somehow by putting a cooling arrangement or by any means. N i forgot to tell him da safety precautions regarding this method that we hv to blank da main line remove the links isolate the Co2 system n all dat stuff bt got a big cross PLS ANSWER..FOR..CO2 SYSTEM L.P. PIPE,M.P. PIPE, H.P. PIPE LOCATION PLS (i) The piping must be pressure tested as follows: 1) The high pressure section up to and including the engine room, boiler room or pump room stopcock and up to and including the operating valves or cocks to the cargo holds: At a pressure of at least 190 kgf/cm2 using a suitable liquid. 2) The medium pressure section (open ended pipes where they run through accommodation spaces, together with the section of the main supply line running to the engine room, boiler room or pump room between the stopcock and the room concerned):

At a pressure of at least 80 kgf/cm2 using a suitable liquid. 3) Low pressure section (other pipes with open ends): With air at a pressure of at least 6 kgf /cm2 Pipes running from the pilot cylinders to the servo-cylinders and the sections of pipes to deep tanks, which can be shut off, must be considered as part of the high-pressure system. Pipe sections and valves tested hydraulically with water must be blown dry with air. 1. ISM all 16 elements in detail..lot of cross questioning...ammendments 2. ISPS & certificates. 3. Anchor Chain, stud link chain diagram, how it is fitted material and checks to be carried out. 4. Stern tube construction, method of fitting, material, dimension. fun3; types of ship yu sailed on.. -what is ism , ism amendments, ism chapters -how will yu deal with cargo tank hole in oil tanker -psc checks -damage stability criteria for oil tanker -safties in pumproom and the name of seal in between e/r and pump room bulkhead -cross section of double skin bulk carrier -solas chapter12 -deck foam fire fighting system told as per fss code capter14 -annex6 ammenments and where we are in nox and methods for controlling the nox -slective catalytic reactor working Subodh Singh for cargo tank hole i told we will follow sms checklist contact to company , inform nearby port state and more imporantly he want to hear that in return the company will give full support TO shipboard personnel as per ism chapter 8 emergency prepardness here he stopped me and proceed to next question.. Subodh Singh for seal between e/r and pump room i just told him it should be gas tight he accepted Nikhilesh Nithin calaytic reactor working? Subodh Singh for scr unit i just draw a rough diagram having hydrated urea tank having 60 percent urea and 40 percent water will be going to exhaust trunk by a pump and there in exhaust trunking hydrated urea will be supplied through nozzle and that will be going to scr having prefabricated steel structure having honeycomb shaped layers of titanium di oxide having vanadium pentaoxide as active substance which augment the process ... and for cleaning of nozzles a compressd air line is provided( 1. rudder drwng.. was not able to satisfy his demands, He desires a very functional diag. 2. co2 isotope testing. had not much clue abt his ques. he asked at wht press my reading wil not b correct.. what wil b the press at which liquid wil show false rdng 1)cargo tank of an oil tanker chief officer has loaded 85%...now ship is pitching, rolling...oil is splashing churning etc.....wat r all arrangement in tank to reduce it.....draw the diagram 2)rudder diagram 3)o2 is high before scrubber unit or after scrubber unit....if so why 1.draw rudder and stern arrangements ( DRAWN SEMI BALANCE RUDDER REEDS SHIP CO. PG. NO. 90) + how to connect nut in locking pintel ( TOLD FROM BOTTOM SIDE) + how to construct rudder (TOLD SAME AS IN SAIF TOLE) + hydraulic testing of rudder ( FILL HYDRAULIC FLUID AND APPLY PR. HEAD UPTO MAX. DESIGN DRAFT OF SHIP) 2.tank sounding method? ( Radar GAUGE ) + how will you take sounding if gauge fails ? (USING UTI GAUGE [ ULLAGE TEMP INTERFACE] ) + procedure of using it? (FIX THE UTI GAUGE ON SOUNDING PIPE THEN OPEN THE V/V) 3.what is d difference betn tank scope and hydro-carbon gas detector ? 4.how will you measure different gasses without using multi gass detector ? ( DREGER TUBE) what is d procedure of using it ? ( TOLD SPECIFIC DREGET TUBE IS PROVIDED FOR DIFFERENT DIFFERENT GASSES, KEEP ONE IN GREGER

INSTRUMENT AND BREAK IT, USE ASPIRATOR FOR DRAWING OUT SAMPLE.) 5.what is the difference betn product tanker and chemical tanker deck foam Balaji Ganesh Shrikant Deshmukh fn.3 qn.5 the foam used in chemical tnkrs are Alcohol resistant foam dats the only diff.. Rohit Ghadge foam diff crude oil,chemical n product tanker : 1. Protein foam concentrate. It is diluted with water to form 3% to 6% solutions depending on the type and, in general, it is only used for crude oil fires. 2. Fluoroprotein foam concentrate is very similar to protein foam concentrates. It may also deposit a vaporisation preventing film on the surface of a liquid fuel. It is diluted with water to form 3% to 6% solutions depending on the type, and is used for crude oil or refined oil products where a higher degree of protection is preferred. 3. Special alcohol type foam concentrate forms a foam that has an insoluble barrier in the bubble structure which resists breakdown at the interface of the fuel and foam blanket. It is used for fighting fires in water solution and certain flammable or combustible liquids and solvents that are destructive to regular foam. Mainly used for protection onboard chemical tankers. Draeger-Tubes are glass vials filled with a chemical reagent that reacts to a specific chemical or family of chemicals. A calibrated 100 ml sample of air is drawn through the tube with the Draeger accuro bellows pump. If the targeted chemical(s) is present the reagent in the tube changes color and the length of the color change typically indicates the measured concentration. The Draeger-Tube System is the world's most popular form of gas detection. Rohit Ghadge Select the appropriate Draeger-Tube according to the chemical hazard to be tested and the required measuring range. 3.rough weather cargo ballast . 4.radio active isotopes principle for measuring co2. Nikhilesh Nithin its a hold which is used carry ballast in heavy weather..but he wants details like extra stiffening , corrosion resistant paint etc...i dint answe it properly Samar Rustagi is this rough weather ballast tank only available in bulk carriers and not on other ships ? . Nikhilesh Nithin as i had done bulkcarriers , so he asked me this question , i think its only for bulk carriers Ashish Tripathi where to find V J COUPLING Fn. 3 & 6 Pakrashi Pakrashi Ques. compiled by Arpit Goyal. Rohit Ghadge guyz. .radio active isotope principle? Varun Kodnani ashish its the same as ermato coupling. we used to use them for patchwork in broken pipes. Mahesh Vvsn Tadi one cargo hold mostly at the centre is designated as rough weather cargo hold with extra plate thickness for blkhd's all around. frame thickness is increased & deballasting arranegement is provided.

3. Paint Scheme on ships...he wants to hear silicon based self polishing paints. how is thickness decided...by the ships speed and the period for drydock. Thickness...said 100microns of 3 coats. Structure...honeycomb How to measure...by ultrasonic gauge 4 1.)Sheer strake to be welded to deck plate how to surface prepare and welding method. Ashish Tripathi TO WELD SHEER STRAKE PLATE TO DECK PLATE..AS BOTH R SAME MATERIAL..SO MAKE V GROOVE AND USE FULL PENETRATION CONTINIOUS WELDING Mayuresh Upadhye whats the material for sher strake and deck plate? both MS or HTS? since its a T-joint, how exctly will b the v groove? Ashish Tripathi its HTS Ashish Tripathi SHEER STRAKE IS 10...20%IS THICKKER Himanshu Bhambhani ravindrakumar : u r right, not to b increased more than 10 % of opening pressure

1)IBC AND BCH difference..

ans: the dates as 1st july 1986 thing. and IBC mandatory under solas chapter seven whereas BCH only voluntary. also post 1993 edition of BCH are shortened as it asks the user to refer chapter 17 and 18 of IBC... he asked the difference in coloumns in new IBC and old one in chapter 17...i dont know.. 2)air lock in lpg carrier.. ans: only motor room presurized NOT the air lock space..compressor room under negative pressure and regulations as per IGC code. 3)vegetable oil -pollution category ans: Y category and type 2 chemical tanker. 3)fuel oil bunker specs... ans:ISO 8217:2010....he wants this year 2010...... 2)stern seal-explain. ans:drawn the drawing..not much of cross question..only he askd wat if it leaks and wat r ur options,.. again i took assumption as calm sea ,so not much change in draft...make arrngmt for equalising pressures at seal by calculation i.e height and density ....also i said go for cylinder oil...or that environmental friendly oil,some gard. dont remember name..said thts biological,,,no harm to sea if it leaks... 3)anchor not heaving up...wat u ll check.. ans: check the performance of motor and pump...how? engage winch and chain drum..load the motor...check the pressure gauge on pump...if its increasing and relief valve lifts, no problem wid machinery ...if pressure is stutttering,hyd motor piston rings may be broken as i said Radial piston type hyd motor...or else working clearances for pump increased so unable to build pressure...or oil temperatures high... finally possible anchor blocked due to some foreign object,,,he gave an assumption that coupling between winch and chain drum

4)mepc 62nd ? i started tat it took place b/w 2011 july 11th to 15th ..he stopped me here shoo k his fucking topi n told ---"DURBAN" dec ...i fought back tat u asked 62 nd ses sion n tat took place in july only ... also told him tat i visited the official site ... somehow cudnt satisfy d old hag ... i tried to convince him a lot but i n vain because few days back old mother fucker used to ask mepc 63rd session whi ch is yet to take place n which accordinmg to him was the durban dec climate con ference....also asked me abt the climate conference i told him only seemp , ghg , eedi new chapter in annex 6 n 5)emergency steering n auxiliary steering regulations ?then asked did i hav aux steering in my ship ? i said "no" asked me why not ? i said reg says if two identical power units provided not nec essary. Q - so what arrangment is there if not required? a: i said 100% redundancy is there , duplication of system right frm telemotor t o steering motors so auto change over n all still he kept pesterin i got pissed Func 3Draw keyless n keyed propeller- explain how propeller is removed and fitted bak? Xplain n draw hw stern tube is sealed n lubricated ? Co2 bottle amendments and hw master valve is activted..?( asked me to draw d mas ter v/v ) Lifeboats capacity- any change?? Yes-- 4m 75 to 82.5 kgs weight had been increased..nxt- so how many person shld a capacity of 30 pple lifeboat wil now carry..ans is leas thn 30 i.e. 25-26 pple n not 30 !!! 1.Venting system on product tankers? 2.water padding?and cargoes ?and what gases used for inerting? 3.Maintainance on deep well pumps? 4.Trips on IGG 5. Difference betwen IG and IGG 6.air lock in gas carries?

7.What is listed in IBC code? 8.Types of cargoes carried on board in type 1 ,type 2 and 3 chemical tankers? 9.static electricity..(told him all three stages)and electic diapole etc then cr \\ 1.)Types of Gas carriers?told him A,B,C he accepted. 2.)Difference between IBC and BCH?I did not answer this well. 3.)What is water pad? 5. Draw longitudinal and transverse framing. mr. aneja asked all questions. fn3. 1. load line convention. 2. draw load line diagram and exlain, he asked abt all distances. 3. ballast water conventin, when it came into force. 4. ballast water exchange methods. 5. angle of lol 6. ask abt solas all chapters. 7. abt isps whitch chapter, certificate under isps. 1. draw a tail end shaft....write all the dimensions as per ur ship...angel of t aper....how propelle is fitted...wat type of thread.....finally coudn'd satisfy him with the answer 2. as per new rule wat all ships to b fitted with ETA.....draw diagram of an ETA .....didn't excepted the diagram of eta 3. wat avoid the other s/g p/p to rotate in reverse direction when one p/p is ru nning...draw a dig of such arrangment-got it right 4. wat is max lowering speed of life boat.....draw rachet and break of life boat -correct 5. earlier a boat can carry 30 ppl how many it will carry now- correct 3) Hatch cover details...its weight of hatches and uniform pr. applied by cleats to give a water tight seal was looking for this. then asked can i sail with no hatch covers at all. i said cargo will get damage...he said i will have the dewa tering arrangement....he said to take eg. of container vessel ......i said the c ontainer will get flooded with rain water and cargo get damage. he said will mak e it water tight ...i said u better make cargo hatches water tight will save mon 3) Sopep wt all documents present in it. Ans: Shell expansion plan, tank capacity, particulars,etc. 4) Hatch cover water tight arrangement with diagram. 1 en.wikipedia.orgA Geiger counter, also called a GeigerMller counter, is a type of particle detector that measures ionizing radiation. They detect theemission of nuclear radiation: alpha particles, beta particles or gamma rays. A Geiger counter detects radiation by ionization producedin a low-pressure gas in a G... The piece that connects the ovbd to the hull is called the stub piece...any sorta work to do with these pieces involves the classapproval and the class surveyor to be present while the repair work is being carried out,we jst had a leaking stub piece rectified.il try nfind out about the schedule of the pipe.shoudnt it be the same as the pipe that follows after the valve...probably we could jst removethe pipe ahead of the valve and measure its thickness although it would not be possible always...il still find out. Fn 3,4 & 6 Ghosh FUNC 6: 1 - Overboard valve connected with the help of stiffeners and since you have made a hole in the side shell plating affecting thestrength, means should be provided to compensate for that a insert plate welded on the inner side and then means provided toconnect the pipe (TO MAINTAIN WATERTIGHT INTEGRITY - GIVE A STRESS ON THIS POINT) .....arrangement for my ship was......onepipe passing till the end of the bulkhead, one insert plate welded, then four strengthing members welded at right angles to this pipei.e top, bottom,port n stbd sides. And if boiler blowdown pipe is fitted insert plate welded at both sides (inner side of the side shellplating and the outer side of the sideshell plating) 2 - P/V valve stuck - i said manual indication is provided as the p/v is operating or not, and if stuck then lift it manually........but

hiscross question was what if all tanks P/V valve got stuck what wiil you do now..... my answer in each tank second means of protectionprovided P/V BREAKER so it will compensate for the overpressure or underpressure...cross Q - but on chemical tankers if you carrydifferent cargo in diff tank then mixing of vapours will be hazardous so in that case what will you do.....my ans - sir now a days in newship each tank P/V valve is incorporated with an HIGH VELOCITY VENT V/V....cross Q - if old ship dont have that arrangement whatthen ........ 1) Draw CLASS B RudderI drew Spade Rudder but didnt know the location of key as as far as I know then transmission is through bolt located below pintle buthe said your drawing is wrong as youve not shown any key or rudder stock bolts so this answer was 3) Why and where Flash back arresters are provide and its construction?Got it right4)

automatically released from a sinking ship and is ready for use. Float-free arrangements mayeither be an HRU or some other means. Whatever type it is, if your vessel capsizes tooquickly for you to release the life raft manually the float-free arrangement may be your onlychance of survival. A hydrostatic release unit used in a float free arrangement must have aCoast Guard approval number starting with 160.062. A float free link may be used with aBuoyant Apparatus or a Life Float and must be certified to meet 46 CFR, subpart 160.073151) wat is nitriding? (Nitriding is a heat treating process that alloys nitrogen onto the surfaceof a metal to create a case hardened surface. Three process are there for nitriding 1. gasnitriding 2. salt bath nitriding. 3. plasma nitriding.)152) explain how survey of rudder is done? how is the load of the rudder is transmitted to theships hull? discuss about the stationary and moving cones? (pg 88 ship construction, wt of rudder acts down thru stock. This is supported by rudder carrier bearing. From stock load istransferred to pilgrim nut then to tiller then to distance piece, then to upper cone, then to basecone which is fixed to steering gear flat. upper cone is moveable & lower cone is fixed as it is attached to steering flat rudder survey a. Visual examination of the rudder plating for cracks and distortion. Air plugs and drain plugs are to be opened in the presence of the classsurveyor, repair superintendent and chief officer. Water draining out indicates a breachedrudder and the breach to be located by air pressure testing and applying soap repairs to beplanned. Check the rudder drop in the steering gear compartment (trammel gauge). Check thepintle clearances, jumping bar clearance and the palm coupling bolts tightness to be checked.Check the rudder stock for corrosion, erosion and any damage. The inspection plates in theway of the upper, the lower pintle to be cut open, and the pintle nuts checked for propersecuring. Later the plates to be welded and tested. Hydraulic test the rudder for a static headof about 2.45m of sea water. After draining and re oiling the internals, plug the drain andcheck the effectiveness by a vacuum check and cement the plug. The rudder stock gland packing has to be checked and )159) how will you avoid oil leaking from stern tube to sea( i think answer is by reducing thehead of oil, by adding high viscosity oil, biodegradable oil)160) How high pressure pipes are manufactured? (seamless pipes )161) The classification societies accept a diminution of the chain thickness up to 11%. ( open joining shackle)162) how can we get a plate from lets say 16 mm thick two plate of equal dimensions just 8 mm thick plate ( is cutting from its thickness but then the question is how to cut? doesnt want laser cutting : it could be done by heating the plate and passing thru rollers to reducethickness and then cutting it into two equal)SATPATHY AND MUKHERJEE 163) what are persistent oils? What are its effects on marine environment? (persistent oils generally contain a large proportion of heavy fractions or boiling materials. Doesnt dissipate Draw keyless n keyed propeller- explain how propeller is removed andfitted bak?Xplain n draw hw stern tube is sealed n lubricated ?

3.how the torque is transmitted in the keyed type n keyless propeller?? i told key is not for transmission of load, it will shear off, it will just keep the propeller in place, i told its the friction between the taper surface, but he didnt agree. 1) ISM ammendements....started well.... in between he went deeper inside.....how what and why....was very paticular about dates. 2) Why PSC inspection is required? how what and why??

3) Hatch cover details...its weight of hatches and uniform pr. applied by cleats to give a water tight seal was looking for this. then asked can i sail with no hatch covers at all. i said cargo will get damage...he said i will have the dewatering arrangement....he said to take eg. of container vessel ......i said the container will get flooded with rain water and cargo get damage. he said will make it water tight ...i said u better make cargo hatches water tight will save money....he said i m ready to spend money .....i gave up.....didnt know where was he dragging me for this.....any ways didnt meet his expectations for this function. What cargoes on LPG? Propane and Butane What type of pumps for discharging on LPG? Deep Well pumps What is the difference in densities of Amonia cargo and Butane or Propane? Don't no 2)What are the Hazards of Chemical tanker? 3) Different types of floors? Draw Bracket floor. I drew one diagram that was not actually correct. he asked which book i refered? i said reeds he said you think you can pass class 2 by studying reeds?

Oral taken by Mr. Banerjee in Jahaz Bhawan at 1200 hrs on 29th July, 2011. Safety : Fuction3:1) What do you understand by damage stability, intact stability? 2) Tell me something about Annexe 6. More on Nox and Sox. Current tier level. Previous level and current level values. 3) What is the minimum number of bulkhead required onboard a ship and what factor does it depend upon? 4) What is collision bulkhead? 5) Specialty of bulkhead between engine room and pump room. Tell him about gas tight integrity and A-60 bulkhead. 6) Emergency Generator location, to what all things does it supply power to and for how long? 7) Emergency fire pump. 8) What does PSC checks on a ship during port stay? Oxy-fuel Gouging

Oxy-fuel or flame gouging offers fabricators a quick and efficient method of removing metal. It can be at least four times quicker than cold chipping operations. The process is particularly attractive because of its low noise, ease of handling, and ability to be used in all positions. Process description Flame gouging is a variant of conventional oxyfuel gas welding. Oxygen and a fuel gas are used to produce a high temperature flame for melting the steel. When gouging, the steel is locally heated to a temperature above the 'ignition' temperature (typically 900deg.C) and a jet of oxygen is used to melt the metal - a chemical reaction between pure oxygen and hot metal. This jet is also used to blow away molten metal and slag. It should be noted that compared with oxyfuel cutting, slag is not blown through the material, but remains on the top surface of the workpiece. The gouging nozzle is designed to supply a relatively large volume of oxygen through the gouging jet. . Progressive gouging This technique is used to produce uniform grooves. Gouging is conducted in either a continuous or progressive manner. Applications include removal of an unfused root area on the reverse side of a welded joint, part-shaping a steel forging, complete removal of a weld deposit and preparing plate edges for welding.

Spot gouging Spot gouging produces a deep narrow U-shaped groove over a relatively short length. The process is ideally suited to

removal of localised areas such as isolated weld imperfections. Experienced operators are able to observe any imperfections during gouging. These appear as dark or light spots/streaks within the molten pool (reaction zone).

Back-step gouging Once the material has reached ignition temperature, the oxygen stream is introduced and the torch moved in a backward movement for a distance of 15-20mm. The oxygen is shut off and the torch moved forward a distance of 25-30mm before restarting the gouging operation. This technique is favoured for removal of local imperfections which may be deeply embedded in the base plate.

stern tube luboil seals latest type ...i said perbunan s .....wat is the material ....then he started telling me that they are retro fitted with ten years of guarantee

fun 3 1) how many spares of dcp , foam , and co2 i told first 10 100% and next 50% and for co2 same he asked me from were did you get this ,i told him that it is from solas . he wants it for indian registered ships its 200% spares were would you get this information dg shipping notification on dg sight 2)some co2 bottles are not lashed and chief engineer asks you to release it what would your action be i said i would lash the bottles and then release it he asked why shoud you lash and release as the pressure in the cylinder is high it will blow away and cause damage 3)during ism audit what is the duties of second engineer Fun 3 = SSEP NAVAL ARCH.. What r different type of keels. Draw them. What is bilge keel? How it is attached to ships hull and why it is attached in such a way. Is it a single plate or made-up of diff plates. How much length of the ship will have it. Where is the location of emergency generator.regulation. Why ship enters the drydock with aft trim? What happenes if it enters when it has trim by head .why? Different type of drydocks.how they function? func3 1. explain ism 2. nc n mnc 3. draw igg system, if O2 not reducing wat can b d reasons? 4. reserve buoyancy, hw it is maintained 5. emergency geny regulation 6. emcy geny testing



. 1) TLV-TWA. This is known as the Time Weighted Average. It is the concentrationof vapour-in-air which may be experienced for an eight-hour day or 40-hourweek throughout a person's working life. It is the most commonly quoted TLV.It shows the smallest concentration (in comparison to (2) and (3) below) (2) TLV-STEL. This is known as the Short Term Exposure Limit. It is the maximumconcentration of vapour-in-air allowable for a period of up to 15 minutesprovided there are no more than four exposures per day and at least one hourbetween each. It is always greater than (1) above but is not given for allvapours. (3) TLV-C. This is what is known as the Ceiling concentration of the vapour-in-airwhich should never be exceeded. Only those substances which arepredominantly fast-acting are given a TLV-C. Of the main liquefied gases onlythe more toxic products, such as ammonia and chlorine, have been ascribedsuch a figure. i hope...tis is wat he wants.... 1)DRY TYPE. 1. in case auto control fails, seal is inoperable causing cargo gases to flow back. 2. There are certain conditions where the cargo tank pressure is always maintained above IG pressure...this causes the interlock to be inoperative and hence the seal. 3. Always possibilities that some very refined products gets contaminated with the dry gas contents. 4. The gas contents which may contain soot and other impurities may clog the valve and valve seats and make it inoperable. 5. the water supply to the upper tank has to be always maintained. 6. In cold conditions the supply water or the water in upper tank may freeze making seal inoperative. 12-07-11 Datta and Bedekar... Fn 3 Names of Functions according to STCW ODME principle and regulation. Draw sketch. C/O tells you ODME is not working what all checks you will carry out.. IG system....Interlocks, trips alarms... IG contents.. Deck seal types.... Explain...Why Dry Seal is banned. Hazards on gas tanker. Safeties provided for personal protection on chemical tanker deck. PV valve and PV breaker high low settings. Framo System Features.. What is provision for prevention for leakages in hydraulic motor, from Cargo side to oil side and oil side to cargo side. How to purge the system. Hydraulic power pack and Hydraulic winch working. Collision and stranding provisions in Gas carriers. Intact stability criteria for tankers.

orals at 11.30am dg shipping trassi and gadkar fn3 type 1 chemical tkr cross section 2. chapter 8 and 9 in marpol 3.web frame 4.solas name of all chapters

fn3: (1).show d complete constuction of ur ship dat makes it a ship.. i drew d double hull construction, cofferdams, ballast tanks, location &connections of mast riser, deck seal, scrubber, NRV's, uptake v/v, pv valves... (2). diff b/w PV brkr &v/v.. (3) why does a cargo tk go under vaccum..? i answered him dat a unloaded ship experiences dis coz IG wud contract wid d decrease in temperature. (4). foam arrangement for engine room ffs.. wat is composition of foam. wat wud u do if der is a fire &der is a personnel injured lying dwn in engine room.. wud u flood d e/r wid foam?

Fun 3: 1.Draw Co2 system & explain ? cross Q: filling ratio of co2 bottle & pressure? 2. collision bulkhead requirements ? C/Q: he asked me y lenght is 5%L and not more then 8% L ? what if collision b/h is 18% L of ship ? : I dint know 3. ISM explain ? 4. Marpol explain ? ) fn 3-1)what type of tanker u were on(type 2)...gud nw draw a cross section of a gas carrier tank & show the bottom & side requirements (b/5 or 11.5 for side & b/15 or 2m which ever is lesser & in no case less than 760 mm) 2)EEDI-wanted some regulation but accepted the full form & some general gyaan 3)wat r parcel tankrs & hw many manifolds do i require on either side if i want to carry 30 grades of oil(parcel tankers carry different grades of oil as parcels,cudn`t answer venting arrangement, & 4 thirty grades u require 30 manifolds with seperate lines) hav u seen a ship wit 30 manifolds (we generally do nt carry 30 grades of oil)... 4)mast riser safeties all 5 pts-(flame screen,flame arrestor,fire fightin medium-co2 or inert,lightning rod & earthing) 1)copt trips & hw r they tested 2)for which chemical do u use water paddingwater paddin done for two products; carbon disulphide and phosphorous 3)hws venting carried out on parcel tankers 4)y do enter dry dock wit slight trim (seasonal question his favourite)told me there r 5 pts ask IMEI students...

1.ship is additionally strengthened at stern for stresses due to drydockin. 2.it is easy to align the center line of ship with the centre line of the keel blocks if started docking from aft. 3.to limit the value of ' P ' force 4. and hence to limit the vitual loss of GM 5.when the ship is docked, it is in ballast ( since it is recommended and hull is built to take the stresses during docking) and when ship is completely ballast it will be trim by stern m/c spaces at aft.....do correct me.... ship is strengthened at fwd as well as well aft...like for pounding region......and alignong can be done from either of the end...i.e first rest one part that may be either fwd or aft and then start pumping out the water while maintainin d centre line......also wen d ship is being docked additional side shores are

used....to prevent coming off the centre line ...full ship is docked simultaneously this wud be difficult and will require large no. of manpower to carry out side shores business

1) veg oil and palm oil carried on which types of ships:-cateogry y,type 2-correct 2) different types of deck seals,draw dry type deck seal :- messed wid the dig 3) wat is intact stability ??? 4) types of floors,draw bracket floor?....i drew this one and that too from dj eyres....still trassi tolld that sum part of drawing is wrong.....i told him it's right and it's from dj.eyres....then he asked me have u drawn this from dj.eyres?? i said yes....do u have this book???...i said yes....then he asked do u have it now.....i said yes i have it on my laptop i can show u if u want ??? i went outside and brought my laptop and showed him the drawing.....nad finally he was satisfied and convinced that my dig was right.......and then came the bouncer(as i did'nt knew this one)....wat's bracket frame ??..i told him don't know this one... Func 4 wat metacentre. wat is bouyancy,centre of bouyancy wat is centre of gravity,how will u find centre of gravity.....

1. 2. 3. 4.

how main engine is attched to the ships hull drw and explain? diff btew cruzer stern and back holding stern? stcw ammendments? sms applicable for which ship and wt type of ship??

taken by bakral n gadkar....... fn 3... bakral aksd his patent questions... wht is mnc? defn of nc interim doc. what is doc. Fn 3: As I sailed on LNG...all question were predominated by the same LNG tank boils off rate...(0.15% of cargo carried) difference btw moss and membrane tanks Tank construction...wrt leakage of any membrane why no reliq in steam ships...conceptual design?????? ballast water mangt...why not in marpol... wt is flow thru sys wrt BWM 1) 2) 3) 4) EEDI AFS type of deck seals, which one is banned? draw dry type new convention regarding onload and offload release mechanism of lifeboat

winch brake lining made from non asbestos fiber, brass and resin. high flexibility, good wear rate, stable friction coefficient and without any environment pollution. trassi

f:3 1. what ships you sailed on? 2. product and tankers cargo carrying capacities? 3. what is capacity of wing tanks ? 4. non marpol ships , how do you calculate intact stability 5.how does c/o maintains intact stability during loading and discharging of cargo 6. damage stability and corrections for noing n marpol ships? 7. types of floor,with diagrams and explain

ism in detail isps in detail bulkhead stool checks in drydock before flooding

Types of Anchor Anchor chains, What is Kenter shackle? Draw it. ISM code, Diff b/w convention & code

ISPS applicable to which ships (NA to 300 GT Coastal V/Ls) Frequency of DD, Under which Solas Ch. it is mentioned. Method of anode attachment to hull Wt. of sacrificial anodes;( It depends on the wetted surface area to be covered; Mentioned that its around 50 kgs for Zn anodes used for ICCP, he wanted wt of sacrificial Zn anodes ) How r SC gratings attached to hull? ( Told him that CSK screws r used, but he wanted the locking arrangement) Final checks to be carried out prior flooding in DD. Types of bulkheads. How r corrugated blkhds connected to the hull in a bulk carrier

which type of ships done constructional differnce between container and tanker co2 system 2 year routine collision bulkhead distance fron forward and its construction content of life raft, where the stuff is kept inside latest ammenment of life boat

dhar 04/jul/2011 fn3 1. Co2 system diagram and explanation including pressure and weight of bottles. 2. DCP diagram and explanation including pressure and weight of Co2 bottle and chemical used in dcp. 3. Load line, why different marks of different areas, why we need Load Line? 4. Reserve buoyancy meaning and why required. 5. FFA on ship detailed explanation

6. Marpol general overview of all annex. 7. Regulation for discharging e/r bilges. what is meant by enroute. Why enroute clause is there if speed of vessel is specified. 8. What is ISM why is it needed, What is SMS, who makes it. 9. What is angle of lol, how will u know if ship is heeling due to uneven distribution of mass or is at angle of lol. A ship heeling by 1 degree due to angle of lol and starts rolling what will happen. 10. Ship construction- explain strake, Garboard strake, Sheer strake, collision bulkhead, sheer, camber, frame. 11. Define upper/weather deck.

Dynamic OWS...Told about the alfa laval centrifuge type separator..regarding ppm told him that it can give upto 0 ppm..(it has been given a 5 ppm certificate) welding on rudder--slot welding.

orals @1000 hrs old mmd dutta/ trassi fn 3 hyper mist spray system (wants pressure or water injected and where all are nozzles located) EEDI energy efficiency design index ( wants mepc 60 adopted it) GUNWALE wants some diagram other than rounded gunwale, i told him cannot get the answer atleast u tell me, started laughing and said if i tell u then it will lose the charm. accepted rounded gunwale but asked where is it located on which types of ships.

F3 1. Why Halon is banned? 2. Green house gas latest regulations as per IMO?

Lifeboat release and retrieval systems On-load release mechanism Accidents with on load release lifeboat hooks not functioning properly have been a major concern for the shipping industry for the last 15 years. At this meeting the Committee adopted the following amendments and supporting documents: Amendments to the 1974 SOLAS Convention A new Regulation III/1.5 entering into force 1 July 2014 requires that for all ships, lifeboat on-load release mechanism shall meet new requirements of the amended LSA Code not later than the first scheduled dry-docking after 1 July 2014, but not later than 1 July 2019. Amendments to the LSA Code Revised Chapter IV on design criteria of lifeboat release gear mechanism will enter into force 1 January 2013. Three of the subparagraphs will also apply to existing ships, i.e. criteria of hook stability, locking devices and hydrostatic interlock (if provided).
classification of lpg ships,difference between their tank structure,material of tank,pressure. -purpose of ig filling in interbarrier space. -solas chapter twelve additional safety for bulk carriers. -what is continuous structure, tank top or bulkhead. - minimum bulkhead required for container ship. -ism code

-psc inspection -annexe vi amendments.can you measure nox emission on board. -regulation for pumping bilges through OWS.

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ISPS under which chapter of solas .why do we sign declaration of security. Why DOC is issued to a company What is balanced rudder.abt wat axis it turns How cargo hatches r strenghened in a bulk carrier.

ICCP Systems work by taking the ships power, converting it using as a transformer rectifier unit into direct current and impressing this on to the hull through inert anodes strategically positioned on the hull. The current will flow from the inert anodes through the sea water and back to the hull. This is ensured by a sufficiently large dielectric coating applied on the hull around the anode. ICCP Systems are generally self-regulating using a feedback control system. This is done by positioning suitable Reference Electrodes at various points on the structure to measure the potential of the structure at those points. By comparing the measured potential with the desired non-corroding structure potential, the control unit of the ICCP System determines whether the current feed to the hull through the anodes should be increased, decreased or maintained. The objective is to ensure that the potential of the structure as measured by the Reference Electrodes is as close to the desired protection potential as possible 1.what is bulk carrier stability reqiurement? that is chapt-12 of solas....explained nicely. 2.wht type of life-boat was there on ur ship?(enclosed type--wht fire fighting arrangement provided on it?explain.......),lowering procedure........ if u r at fwd...side of ship n there is a fire, such that u can can not come aft wht will u do? 3. ism code amendments in detail............ 4.wht is GM ? explain.....its significance.....wht happens.....if it is more? 5.stcw......amendments. 6.SOPEP............wht was ur duty in that.........explain Master's over-riding authority related to sopep. 1) average weight of a person has increased from 75kg to 82.5kg.... 2)all bulk carriers to hav freefall lifeboat compulsary....3)ETA(emergncy towing appliance ) for all ships.. lifeboat on load release mechanism not complying new international LSA code requirement to be replaced no later than 1st sheduled d/docking of ship after 1 july in any case not later than 1 july 2019 24th June 2011 DGS Mr Mehotra and Mr Dataar Only Daatar sir took oral Fn 3 - Port state inspection - ans: seaworthiness check - ISM code, amendments, MNC - marpol Annex 6, is tier 2 applicable right now, yes - If u don't have low sulphur fuel onboard, can u enter ECA area. Ans: yes, if there is an exhaust gas cleaning system onboard. After EGCS SOx less than 6g/kwh - European port sulphur limit - is bulkhead continuous or tank-top - deck foam system regulation, how to calculate amount reqd: ans: expansion ratio 1:12, 20 mins for tanker fitted with IG and 30 mins for without, 150mm foam depth in 5 mins. - How many minimum bulkheads on a ship. Ans: 3, collision, ER fwd, ER aft. Rest further number dependent on

length of ship - fitting of SKF keyless propellor dos is declarartion of security and it cums under chp 5 of isps . there r five cases when a dos can be requested by a ship: 1) if the ship is operatin at a higher security level than the port2) if the contractin govt has a treaty with other contracting govts for a particular voyage n for the particular type of ships 3) if there has been a security threat or security incident involvin the ship or port facility 4) shiip is at a port not req to have & implement an approved port facility security plan 5)ship is conducting isps activities with another ship not reqd to have and inpmlement approved plan isps applies to coastal vessels of 300 grt n above n fg vessels of 500grt n then passenger ships including high speed cfrafts n mobile offshore drilling units With the IP rating IP 54, 5 describes the level of protection from solid objects and 4 describes the level of protection from liquids. datar Fn 3 how to discharge slop tanks Intact and damage stability for oil tankers certificates carried for marpol annex 1 how many bulkheads on ship GZ and cross curve stability curve emergency steering regulation L/B regulations new two are there is bulkhead continuous or tank-top

Differentiate between a product and crude oil tanker Product tanker: Oil tanker engaged in carrying oil other than crude oil is termed product tanker Chemical tanker: A ship constructed for the carriage in bulk of any liquid product listed in chapter 17 of IBC code (international bulk chemical code) Crude oil tanker: Any tanker used in carriage of crude oil in bulk Crude oil is any liquid hydrocarbon mixture occurring naturally in the earth whether or not treated to render it suitable for transportation How will you motivate a multinational crew Use simple English and hand symbol Respect their cultures Praise good behavior Pat on back/ Appreciation of work Provide monetary incentives Fair appraisal, promotion Use common language Food is served without discrimination Means of recreation, CDs and magazines of their nationality Provide good working atmosphere Conduct social gathering, parties Provide equal opportunities Understand his cultural values Recognize hard work

Major non conformity example and definition As per ISM code major non conformity means an identifiable deviation that poses a serious threat to the safety of personnel, the ship, or a serious risk to the environment, that requires immediate corrective action, In addition lack of effective and systematic implementation of ISM code is also considered as a major non conformity. Non conformity example and definition Means an observed situation, where objective evidence, indicates the non fulfillment of a specified requirement, ISM checklists incomplete,

Crew not aware of companies ISM safety and environmental protection policy Responsible officers not knowing their duties as per SMS manual Crew not knowing DPA Oil record book incomplete/ not signed SOLAS latest developments / amendments. Dec 2004 Amendments, Bulk carrier safety- A new text for SOLAS chapter XII, Free fall life boat on bulk carrier Simplified VDR, S-VDR May 2005 Amendments,

A revised chapter II indented to harmonize the provision on sub division and damaged stability for passenger and cargo ship. Probabilistic method is being used rather than deterministic method. All ships to be provided with arrangements, equipments, fitting of sufficient SWL for safe conduct of towing and mooring Water level detector in cargo holds for new single hold cargo ship other than bulk carrier. Ship construction drawings to be maintained on board and ashore Mandatory company and registered owner identification number

May 2006 Amendments

Long range identification and tracking system (LRIT) EPIRB capable of transmitting a distress alert through polar orbiting satellite MARPOL latest developments/ amendments. Annex I Annex I rewritten Chapters segregated Reg 23 Accidental oil out flow performance Oman Sea has been designated as special area (wef 01 Jan 2007) Double hull protection for pump room(reg 22) Heavy grade oil definition changed Limitation of bunker tank capacity max to 2500 Cu m for FO tank and protective location of bunker tank (Entry in force 01 Aug 2010) South run of South Africa as special area Annex II Categorization of chemicals to X,Y,Z and IBC code Chapter 17 also changed. Removal of Special areas except Antarctic region Max residue in tank ands associated piping after discharge limited to a max of 75 ltr for X,Y,Z category of chemicals. (Entry in to force 01 Jan 07) About veg oil carriage ; Veg oil which was earlier unrestricted is now need to be carried in chemical tankers

Annex III

Annex IV Introduction of PSC inspection for control measures. Revised annex IV Now applies to above 400 gt or more than 15 persons Annex V

Annex VI Introduction of North sea area as SECA region WEF 21 Nov 2006 NOx tech code revised and updated. Name a detainable deficiency with respect to SOLAS, LOADLINE, MARPOL, STCW, ILO Solas: Improper Design of bilge pumping arrangement Defect in propulsion and electrical machinery. Failure of proper operation of emergency generator lighting, batteries Failure of proper operation of main and aux steering gear, Emergency steering not operational Certificates under convention expired Major structural damage not informed to class or flag state. Life boat lowering arrangement not operational. Radio failure for distress signals Below manning MARPOL Oil record book not available Failure of operation of IOPP equipments such as OWS, Incinerator. Inadequate tank retention capacity for sludge tank for intended voyage. Sewage plant not operational. Illegal or evidence of illegal connections for bilge pumping. Absence of P &A manual, Cargo record book

ILO Inadequate food and water for intended voyage. Sea fearer of age below min specified 15yrs Evidence of inadequate rest hours

STCW Failure of seafarers to hold a certificate, to have an appropriate certificate, to have a valid dispensation or to provide documentary proof that an application for an endorsement has been submitted to the flag State administration. Failure to provide proof of professional proficiency for the duties assigned to seafarers for the safety of the ship and the prevention of pollution. The Load Lines Convention Significant areas of damage, corrosion, or pitting of plating and associated stiffening in decks and hull are noticed affecting seaworthiness and strength. If temporary repairs are done to take local loads and are unless proper temporary repairs for a voyage to a port for permanent repairs have been carried out. Absence of inability to read draught markings Insufficient stability Overloading What instructions will you give to 2/E to preparations of overhaul of engine room crane Planning - availability of suitable time, preferably at port when it may not be required for any other maintenance purpose. Availability of spares- especially wire fall with certificate of appropriate length if renewal is involved Follow the makers instructions Fill up the required checklists such as working aloft, electrical isolation and carry out a Risk analysis. Releasing procedure for brake with out power to be discussed. Renew lube oil and carry out greasing of all points and wire Confirm the tightness of the clamp. Use safety harness and safety gear Check all limits and cut outs before putting crane back in operation Use sufficient manpower

Tell in detail about P&I club? P & I clubs are insurance mutuals or clubs which provide collective self insurance each others insurance requirements. This is a non profit making organization. th Collision liability to 3rd party Crew repatriation in case of sick person Diversion expenses for ship in cases of sick seamen What is syllabus of MEO class I as per meta manual? Knowledge of inter national legislation and regulation. Knowledge of national legislation and regulation-MS act Official log book and record keeping Charter party Marine insurance, P&I Clubs, Classification society Human relations Modern mgt principles, Conflicts, influence of human factor, Computers Ship stability Safety regulations and SOLAS ISM , Emergency preparedness. Repair management. Machinery performance testing, Inventory Management PSC, Coast guard York Antwerp rules? This is regarding General average act. What is latest in fire fighting? Water mist nozzles- hyper mist pump and nozzles in engine room,

CLC convention : International convention on Civil Liability for oil pollution damage 1969. It ensures compensation to persons who suffer oil pollution damage resulting from maritime causalities in case of oil pollution. Payable by ship owner, who in turn insure themselves with P & I clubs.max limit million SDR (special Drawing Rights) FUND convention: CLC funds were not sufficient in case of large tanker pollution. And a fund was instituted to relive ship owners and additional compensation to victims. Limit 300 SDR . Fund contribution from all major oil importers above 150 million gallon. Supplementary FUND over and above FUND convention. It is a third tier protection. Limit 750 million This convention is optional and India has not ratified this. What is MS act This is a comprehensive piece of legislation passed by Indian parliament in 1958 for development of maritime activities. Merchant shipping act 1958 has been modified many times to implement the provisions of international conventions. Latest developments in tankers /MARPOL Double hull construction, Alternate design of cargo tanks CAS requirement for tankers of 15 year or more Enhanced Survey file to be maintained. Certificates of chemical tanker

Fitness certificate for carriage of noxious liquid substances in bulk ( NLS Certificate) What is new in annex VI North sea area has been designated as SECA wef 26 Nov 2006 What is new in MARPOL annex I, and new regulation regarding bunkering ? A new regulation 12 A added to chapter 3 Requirement for machinery space for all ships for control and protection of bunker tanks, ie. Ships having a aggregate bunker capacity of 600 cu m or more and Order placed on or after 01 Aug 07 Keel laid 01 Aug 08 Delivered on or after 01 Aug 2010 It includes the requirements for protective location of fuel tank and performance standards accidental oil fuel flow. A max capacity limit of 2500 cu m per fuel oil tank is included

What is interim SMC?

What is NOx technical file File maintained on board to verify the various components installed on the engine which affect the engine performance wrt NOx emission. All components replaced and maintenance carried out on these components are to be recorded in this file. There is one file for each engine with EIAPP certificate issues. When replaceing these components it is to be checked that the component replaced have the same IMO number as specified in the technical file

Latest developments and amendments in bulk carriers. Dec 2004 Amendments : A new text for SOLAS chapter XII Additional safety measures for bulk carrier New reg 14 on restriction from sailing with one hold empty and requirements for double side skin construction. Free fall life boats made mandatory on bulk carriers. What declaration is made under ISPS How is enhanced survey different from other surveys

What is continues synopsis record? SOLAS chapter XI -1 Special measures to enhance maritime safety, Reg 5 states that every ship to which chapter 1 applies shall be issued with a continuous synopsis record . indented to provide on board record of the ship history. Name of flag state Date registred Ship identification Number Name Port at which registred Name of owners and

address./ If bare boat charterer their address. Address of safety management company. Name of Class society Name of administration issued SMC,ISSP certificate. Any changes to owner/ Flag state etc to be entered in this record.

If D/G is damaged how will you go as C/E about making a claim Hull and machinery insurance deals with this type claim. Inform full details of incident and all relevant class survey reports

As C/E what will you do in annex VI? Keep a accurate record of Ozone depleting substances and if any maintenance work need to be done on A/C or REF plants methods for extracting Freon from the system to be available. During bunkering a representative sample is obtained with Bunker delivery note with appropriate information to be available. Sample (MARPOL) to be signed and kept on board for 12 months with record. Fuel change over procedure to be available and are followed when required. Records of change over to LSFO consumption and back is recorded with location. Nox technical file for each engine is available and maintained.

What all will you do for SEQ survey What all certificates to carry regarding CO2 system Weight cert, Pressure test certificates of bottles, lines, installation cert. Annual shore service certificate Vessel off hire for six hours how will you as chief engineer defend Documentation of the work done, plan, inform and take permission vessels superintendent where possible Spares consumed Entries in log book as regard to the need of maintenance- indicating abnormal parameter Mention time of breakdown observed, maintenance started and completed when the vessel is at sea. Propeller is to be changed what will be the role of chief engineer. Give details of the propeller to the company from the makers instructions since it is a dry-dock job and company would arranging for an emergency dry- dock chief engg. must ensure that if any other jobs are to be done. Keep record of fuel consumption and engine power output for future reference Keep a record of stern tube oil seal leaks if any Take crankshaft deflection Instruct the ships crew to give required assistance to dry dock authorities Keep handy poker gauge and witness the propeller drop when measured by the dry dock authorities Keep the drawings concerned ready Check the record of the dynamic balancing of the new propeller Check the manufacturers details of the new propeller and compare it with old propeller Details such as- diameter, material , pitch, Ensure that the rope guard is fitted back if removed Keep no 1 unit on TDC when advised by the dock authorities. Check the mating ( Bedding) surfaces for area of contact- should be more than 90% Ensure that the tallow grease is adequately filled up in the cover And cover is cemented smoothly after boxing up Who will test lifeboat wire falls. 5- yearly overhauling and operational test with test weight Annual operational tests shall be carried out based Annual thorough examinations 5-yearly dynamic load tests shall be carried out with test weight This requirement applies 5-yearly to all launching appliances with fall and winch including cranes and davits for freefall lifeboats. Annual dynamic load tests shall be carried out with test weight based Annual thorough examinations

Weekly and monthly inspection, and routine maintenance as defined by the manufacturer, should be conducted under the direct supervision of a senior ships officer in accordance with the instructions provided by the manufacturer, All other inspections, servicing and repair should be conducted by the manufacturers representative or a person appropriately trained and certified by the manufacturer for the work to be done. When repairs, thorough servicing and annual servicing are completed, a statement confirming that the lifeboat arrangements remain fit for purpose should be issued by the manufacturers representative Manufacturer without attendance of authorized surveyor or Personnel appropriately trained and certified by manufacturer without attendance of authorized surveyor or Service personnel trained by some other reputed and approved manufacturer in the presence of authorized surveyor. Workshop carrying out the test / servicing in India to be registered with the Directorate. If Lifeboat/Rescue boat wire falls are replaced while the vessel is in India, the wire falls used for replacement should be approved by Mercantile Marine Department (MMD). If wire falls are replaced while the vessel is overseas, the falls should be approved by a member of International Association of Classification Society (IACS), subject to the condition that it complies with the applicable IMO standards. Release Gear The following should be examined for satisfactory condition and operation: operation of devices for activation of release gear: excessive free play (tolerances); hydrostatic interlock system, where fitted; Cables for control and release; and Hook fastening. Davit The following items should be examined for satisfactory condition and operation: davit structure, in particular with regard to corrosion, misalignments, deformations and excessive free play; wires and sheaves, possible damages such as kinks and corrosion; lubrication of wires, sheaves and moving parts; functioning of limit switches; stored power systems; and hydraulic systems. Winch The following items should be examined for satisfactory condition and operation: open and inspect brake mechanism; replace brake pads, if necessary; remote control system; and power supply system. DYNAMIC WINCH BRAKE TEST Annual operational testing should preferably be done by lowering the empty boat. When the boat has reached its maximum lowering speed and boat enters the water, the brake should be abruptly applied. Five-yearly operational testing should be done by lowering the boat loaded to a proof load of 1.1 times the maximum working load of the winch, or equivalent load. When the boat has reached its maximum lowering speed and before the boat enters the water, the brake should be abruptly applied. OVERHAUL OF ON-LOAD RELEASE GEAR dismantling of hook release units; examination with regard to tolerances and design requirements; adjustment of release gear system after assembly; operational test as per above and with a load according to SOLAS regulation III/; and Examination of vital parts with regard to defects and cracks.. Test of fire fighting equipments. Fire Fighting Equipments including portable fire extinguishers that exists while the ship is being registered under Indian flag are required to have documentary evidence of having approval of Administration or classification society, who is a member of the IACS and the fire fighting equipment is approved in accordance with the relevant provision of the SOLAS 74 as amended and relevant provision of the FSS Code and applicable IMO Assembly Resolution All fire extinguishers are required to have 100 % spare charges; Shipping companies are required to ensure that the refill of the same make is available on board ship Shipping companies are not able to comply with the requirement of getting one third of the fire extinguishers pressure tested every year. In order to facilitate shipping companies, it has been decided that fire extinguishers may be hydraulically pressure tested during the dry dock once in three years. However, shipping companies are required to ensure that the ships fire extinguishers are properly maintained and kept in satisfactory operating condition at all times Weekly testing and inspections all public address systems and general alarm systems are functioning properly; and Breathing apparatus cylinders do not present leakages. Monthly testing and inspections all firemans outfits, fire extinguishers, fire hydrants, hose and nozzles are in place, properly arranged, and are in

proper condition; all fixed fire-fighting system stop valves are in the proper open or closed position, dry pipe sprinkler systems have appropriate pressures as indicated by gauges; sprinkler system pressure tanks have correct levels of water as indicated by glass gauges; all sprinkler system pumps automatically operate on reduction of pressure in the systems; all fire pumps are operated; and all fixed fire-extinguishing installation using extinguishing gas are free from leakage. Quarterly testing and inspections all automatic alarms for the sprinkler system are tested using the test valves for each section; the international shore connection is in proper condition; lockers providing storage for fire-fighting equipment contain proper inventory and equipment is in-proper condition; all fire doors and fire dampers are tested for local operation; and all CO2 bottle connections for cable operating system clips should be checked for tightness on fixed fire-extinguishing installations. Annual testing and inspections all fire extinguishers are checked for proper location, charging pressure and condition; fire detection systems are tested for proper operation, as appropriate; all fire doors and dampers are tested for remote operation; all foamwater and water-spray fixed fire-fighting systems are tested for operation; all foam-water and water-spray fixed firefighting systems are tested for operation; all accessible components of fixed fire-fighting system are visually inspected for proper condition; all fire pumps, including sprinkler system pumps, are flow tested for proper pressures and flows; all hydrants are tested for operation; all antifreeze systems are tested for proper solution; sprinkler system connections from the ship?s fire main are tested for operation. all fire hoses are hydrostatically tested; breathing apparatus air recharging systems checked for air quality; control valves of fixed fir-fighting system should be inspected; and air should be blown through the piping of extinguishing gas systems. Five-year service hydrostatic testing for all SCBA?s cylinders; and control valves of fixed fire- fighting systems should be internally inspected. . If the LSA is of Indian make, the "type approval" shall be granted in accordance with M.S. (LSA) Rules. Application shall be forwarded and thereafter tests will be carried out by the nearest Mercantile Marine Department surveyors. Based on satisfactory compliance with the applicable IMO standards an approval for a period of 5 years shall be granted If the LSA is of foreign make, the applicant will be required to submit necessary authenticated document to the Nautical Adviser for scrutiny and consideration for issue of Letter of Acceptance for that appliance No replacement or substitution shall be permitted. The life rafts of foreign make to which acceptance letter has been issued shall be put up for inspection by the MMD for functional test and necessary certificate shall be issued by the MMD on direction of DGS before the same is placed on board Indian ships Letter of Acceptance as mentioned in para (c) shall be issued for a limited period, maximum of 5 years subject to intermediate verification of 2 1/2 year + 3 months. The foreign manufactures of LSA, who seek "Letter of Acceptance", shall clearly nominate only one representative in India who shall be responsible for such equipments. . LSA service stations where inflatable LSA are periodically serviced must have approval from the Directorate General of Shipping. For self certification, the servicing of Life raft shall be carried out at Service Station approved by D.G. Shipping. Such approved Service Station should also have necessary approval from the manufacturer. In all other cases the servicing may be carried out in the presence of a surveyor from the Mercantile Marine Department. Other inflatable LSA of foreign-make will be serviced in the presence of a surveyor from the Mercantile Marine Department. The life raft of the Indian manufacture shall not be serviced by any other service station unless until such service station has an authorization from manufacturer. In such cases, the servicing of the life raft shall be done under the supervision of MMD surveyor. In the cases where the Indian manufacturer has not authorised any service station for servicing of his life raft in any Indian port, the servicing in such port can be undertaken by any service station as per the customers wish under

the supervision of MMD surveyor. The purpose of a Voyage Data Recorder (VDR) and Simplified Voyage Data Recorder (S-VDR) is to maintain and store (in a secure and retrievable form) information concerning the position, movement, physical status, command and control of a vessel over the period leading upto and following an incident / casualty. The information contained in the VDR / S-VDR is to be retrieved and used during the subsequent investigation. For a vessel operating in shallow waters, cost of recovery of fixed VDR recording medium may not be very expensive. However, in case a vessel is lost in deep waters, the cost of recovery of the recording medium may be prohibitive and at times not feasible at all. In view of the foregoing, it has been decided that all Indian ships shall install the float-free variety of the VDR / S-VDR. However, if the shipowner has already installed the fixed type of VDR or it is not possible to install the float-free VDR meeting full requirements of the IMO Resolution, they shall ensure that an additional float-free arrangement may be made to retrieve the following information: Operators should periodically check the condition of igniters and flame scanners, to ensure that they are in good working order, Automatic fuel oil shut offs should, as a routine, be tested to ensure that the fuel valves operate efficiently for fault conditions (e.g. flame failure and combustion air failure). Burners should be lit with fuel oil at the minimum firing rate compatible with flame establishment and operators should not attempt to light a burner immediately after its flame failure. Whenever any machinery is required to be operated on emergency mode, Chief Engineer Officer must be informed, who in turn must give specific instructions for such an operation and take immediate steps to restore the normal mode. Particular attention is drawn to the need to purge the furnace and gas passages with air following flame failure or ignition failure however short the period of failure or prior to any lighting up operation. The sensors should be capable of being located either in the aft part of each cargo hold or in the lowest part of the spaces other than cargo holds to which these requirements apply. The systems of detecting water level should be capable of continuous operation while the ship is at sea. An alarm, both visual and audible, activated when the level of water at the sensor reaches the main alarm level, an alarm both visual and audible must be activated indicating increasing water level in a cargo hold. The indication should identify the space and the audible alarm should not be the same as that for the per-alarm level. For compartments other than cargo holds: An alarm both visual and audible, indicating the presence of water in a compartment other than a cargo hold when the level of water in the space being monitored reaches sensor. The visual and audible characteristics of the alarm indication should be the same as those for the main alarm level in a hold space.The detector indicating the water level should be capable of activating to an accuracy of + 100 mm. The part of the system which has circuitry in the cargo area should be intrinsically safe The visual indication should be capable of remaining visible until the condition activating it has returned below the level of the relevant sensor. The visual indication should not be capable of being extinguished by the operator. The audible indication should be capable of being muted by the operator. Time delays may be incorporated into the alarm system to prevent spurious alarms due to sloshing effects associated with ship motions.Overriding indication and alarms for the detection systems installed only in tanks and holds that have been designed for carriage of water ballast. Cancellation of the override condition and reactivation of the alarm should automatically occur after the hold or tank has been de-ballasted to a level below the lowest alarm indicator level. The water level detector system should be capable of being supplied with electrical power from two independent electrical supplies. Failure of the primary electrical power supply should be indicated by an alarm.

SSAS what and how ? The SSAS should be documented in the Ship Security Plan. The location of activation points should be specified in the plan and may form a part of the Confidential Section of the plan. It is advised that such information shall be known to the Master, Ship Security Officer and other ship personnel as may be decided by the Master and the SSO. The dedicated equipment used for transmission of Security Alert should not be used for any other routine communication. The system should have the main source of electrical power and a backup source, which may include emergency source or independent supply. However, an uninterruptible power supply (UPS) or such similar device may also be considered as an alternate source of power. All Indian Ship owners, Company Security Officers, Masters and others concerned may please note that the SSAS test is to be carried out in the "LIVE" mode only. How to test SSAS? The standard procedure for testing of Ship Security Alert System is as follows: 1. E-mail DG Commcentre the following information at least three hours in advance when requesting for a test : a) Name of the vessel and its present position b) Intended date and time (UTC) and IST of the test. 2. The DG Commcentre will acknowledge confirming the conduct of the test. It may be noted that SSAS tests with other ship/s may have already been scheduled at the proposed time, in which case, the DG Commcentre would advise the earliest suitable time for the conduct of the test. 3. The ship staff may then carry out the SSAS test as per schedule, first from Location 1. 4. The CSO/ Master shall confirm by phone whether the Alert has been received by DG Comm centre. DG Comm centre will then advise if all details provided in the alert are correct, or otherwise. 5. If all details received are correct, DG Comm centre will advise to reset the alert and then proceed to test from Location 2 6. When testing from Location 2, WAIT FOR about 30 minutes for alert to go to Level 3. 7. Call DG Comm centre to confirm whether alert Level 3 has been received. 8. DG Comm centre will confirm whether all is OK, or otherwise. If all is OK, DG Comm centre will advise the CSO/ Master to reset the system. 9. After resetting the system, the CSO/ Master to send an email to DG Comm centre stating that the "SSAS test has been completed and all subsequent alerts may be treated as true alerts." Request for compliance may be made immediately upon satisfactory completion of the test, and not after several days, 10. Comm centre will then revert compliance by email if tests were OK or advise further testing/ rectification, as required. EEDI Marine Environment Protection Committee (MEPC) 62nd session: 11 to 15 July 2011 Mandatory energy efficiency measures for international shipping adopted at IMO environment meeting Mandatory measures to reduce emissions of greenhouse gases (GHGs) frominternational shipping were adopted by Parties to MARPOL Annex VI represented in the Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO), when it met for its 62nd session from 11 to 15 July 2011 at IMO Headquarters in London, representing the first ever mandatory global greenhouse gas reduction regime for an international industry sector. The amendments to MARPOL Annex VI Regulations for the prevention of air pollution from ships, add a new chapter 4 to Annex VI on Regulations on energy efficiency for ships to make mandatory the Energy Efficiency Design Index (EEDI), for new ships, and the Ship Energy Efficiency Management Plan (SEEMP) for all ships. Other amendments to Annex VI add new definitions and the requirements for survey and certification, including the format for

theInternational Energy Efficiency Certificate. The regulations apply to all ships of 400 gross tonnage and above and are expected to enter into force on 1 January 2013. However, under regulation 19, the Administration may waive the requirement for new ships of 400 gross tonnage and above from complying with the EEDI requirements. This waiver may not be applied to ships above 400 gross tonnage for which the building contract is placed four years after the entry into force date of chapter 4; the keel of which is laid or which is at a similar stage of construction four years and six months after the entry into force; the delivery of which is after six years and six months after the entry into force; or in cases of the major conversion of a new or existing ship, four years after the entry into force date. The EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to use in a specific ship design to the industry. As long as the required energy-efficiency level is attained, ship designers and builders would be free to use the most cost-efficient solutions for the ship to comply with the regulations.

The SEEMP establishes a mechanism for operators to improve the energy efficiency of ships. Promotion of technical co-operation The new chapter includes a regulation on Promotion of technical co-operation and transfer of technology relating to the improvement of energy efficiency of ships, which requires Administrations, in co-operation with IMO and other international bodies, to promote and provide, as appropriate, support directly or through IMO to States, especially developing States, that request technical assistance. It also requires the Administration of a Party to co-operate actively with other Parties, subject to its national laws, regulations and policies, to promote the development and transfer of technology and exchange of information to States, which request technical assistance, particularly developing States, in respect ofthe implementation of measures to fulfil the requirements of Chapter 4. Work plan agreed The MEPC agreed a work plan to continue the work on energy efficiency measures for ships, to include the development of the EEDI framework for ship types and sizes, and propulsion systems, not covered by the current EEDI requirements and the development of EEDI and SEEMP-related guidelines. Commenting at the close of the session, on the outcome of MEPC, IMO Secretary-General Efthimios E. Mitropoulos expressed satisfaction at the many and various significant achievements with which the session should be credited. Although not by consensus which of course would be the ideal outcome the Committee has now adopted amendments to MARPOL Annex VI introducing mandatory technical and operational measures for the energy efficiency of ships. Let us hope that the work to follow on these issues will enable all Members to build the consensus that evaded the Committee this time, he said. Marine Environment Protection Committee (MEPC) 62nd session: 11 to 15 July 2011 IMO environment meeting completes packed agenda IMO adopted amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL) to designate the United States Caribbean Sea as a new emission control area (ECA); to designate the Baltic Sea as a Special Area with respect to pollution by sewage from ships; and to adopt a revised Annex V related to the control of garbage, at the 62nd session of the Marine Environment Protection Committee (MEPC), which met from 11 to 15 July

2011 at the IMO Headquarters in London. IMO also adopted mandatory measures to reduce emissions of greenhouse gases (GHGs) from international shipping (see press briefing 42/2011 http://www.imo.org/MediaCentre/PressBriefings/Pages/42-mepc-ghg.aspx ). The MEPC also designated the Strait of Bonifacio as a Particularly Sensitive Sea Area (PSSA) and adopted the firstever international recommendations toaddress biofouling of ships, to minimize the transfer of aquatic species. In other matters, the MEPC approved a number of ballast water management systems and adopted guidelines related to the implementation of both the ballast water management and ship recycling Conventions.

Energy efficiency measures adopted Mandatory measures to reduce emissions of greenhouse gases (GHGs) from international shipping were adopted by Parties to MARPOL Annex VI represented in the MEPC (see Briefing 42/2011 http://www.imo.org/Med iaCentre/PressBriefings/Pages/42-mepc-ghg.aspx). The MEPC agreed to the terms of reference for an intersessional working group on energy efficiency measures for ships, scheduled to take place in February/March 2012, tasked with: further improving, with a view to finalization at MEPC 63, draft Guidelines on the method of calculation of the EEDI for new ships; draft Guidelines for the development of a SEEMP; draft Guidelines on Survey and Certification of the EEDI; and draft interim Guidelines for determining minimum propulsion power and speed to enable safe manoeuvring in adverse weather conditions; considering the development of EEDI frameworks for other ship types and propulsion systems not covered by the draft Guidelines on the method of calculation of the EEDI for new ships; identifying the necessity of other guidelines or supporting documents for technical and operational measures; considering the EEDI reduction rates for larger tankers and bulk carriers; and considering the improvement of the guidelines on the Ship Energy Efficiency Operational Indicator (EEOI) (MEPC.1/Circ.684). United States Caribbean Emission Control Area adopted Following approval at its last session, the MEPC adopted MARPOL amendments to designate certain waters adjacent to the coasts of Puerto Rico (United States) and the Virgin Islands (United States) as an ECA for the control of emissions of nitrogen oxides (NOX), sulphur oxides (SOX), and particulate matter under MARPOL Annex VI Regulations for the prevention of air pollution from ships. Another amendment will make old steamships exempt from the requirements on sulphur relating to both the North American and United States Caribbean Sea ECAs. The MARPOL amendments are expected to enter into force on 1 January 2013, with the new ECA taking effect 12 months later. Currently, there are two designated ECAs in force under Annex VI, the Baltic Sea area and the North Sea area, while a third, the North American ECA, which was adopted in March 2010 with entry into force in August 2011, will take effect in August 2012. Other Annex VI issues The MEPC adopted Guidelines for reception facilities under MARPOL Annex VI and Guidelines addressing additional aspects to the NOx Technical Code 2008 with regard to particular requirements related to marine diesel engines fitted with selective catalytic reduction (SCR) systems. The MEPC approved, for future adoption, draft amendments to the NOxTechnical Code 2008, relating to engines not pre-certified on a test bed and toNOx-reducing devices. It also agreed terms of reference for the review of the status

of technological developments to implement the Tier III NOx emission standard. Black Carbon measures to be further considered The MEPC agreed a work plan on addressing the impact in the Arctic of Black Carbon emissions from ships and instructed the Sub-Committee on Bulk Liquids and Gases (BLG) to: develop a definition for Black Carbon emissions from international shipping; consider measurement methods for Black Carbon and identify the most appropriate method for measuring Black Carbon emissions from international shipping; investigate appropriate control measures to reduce the impacts of Black Carbon emissions from international shipping in the Arctic; and submit a final report to MEPC 65 (in 2014). Black Carbon is a strongly light-absorbing carbonaceous aerosol produced by incomplete combustion of fuel oil and is considered a constituent of primary particulate matter, as distinguished from secondary particulate matter pollutants formed in the atmosphere from sulphur dioxide emissions. In addition to harmful human health effects associated with exposure to particulate matter, Black Carbon has effects on climate change. When deposited on snow and ice in the Arctic and lower latitudes, it darkens light surfaces and absorbs energy, causing snow and ice to melt. Annex IV (Sewage) Baltic Special Area adopted The MEPC adopted amendments to MARPOL Annex IV Prevention of pollution by sewage from ships to include the possibility of establishing Special Areas for the prevention of such pollution from passenger ships and to designate the Baltic Sea as a Special Area under this Annex. The amendments are expected to enter into force on 1 January 2013. Revised Annex V (garbage) adopted The MEPC adopted the revised MARPOL Annex V Regulations for the prevention of pollution by garbage from ships, which has been developed following a comprehensive review to bring the Annex up to date. The amendments are expected to enter into force on 1 January 2013. The main changes include the updating of definitions; the inclusion of a new requirement specifying that discharge of all garbage into the sea is prohibited, except as expressly provided otherwise (the discharges permitted in certain circumstances include food wastes, cargo residues and water used for washing deck and external surfaces containing cleaning agents or additives which are not harmful to the marine environment); expansion of the requirements for placards and garbage management plans to fixed and floating platforms engaged in exploration and exploitation of the sea-bed; and the addition of discharge requirements covering animal carcasses. PSSA for Strait of Bonifacio designated The MEPC agreed to designate the Strait of Bonifacio as a Particularly Sensitive Sea Area (PSSA), following its approval in principle at the last session, and consideration of associated protective measures by the Sub-Committee on Safety of Navigation (NAV) in June 2011. The MEPC also agreed, in principle, to designate the Saba Bank in the Caribbean Sea as a PSSA, noting that the Netherlands would submit detailed proposals for associated protective measures to the NAV Sub-Committee, which would provide recommendations to the Committee with a view to final designation of the PSSA at MEPC 64 in October 2012. Biofouling guidelines adopted The MEPC adopted the first set of international recommendations to address biofouling of ships, to minimize the transfer of aquatic species. The Guidelines for the control and management of ships' biofouling to minimize the transfer of invasive aquatic species will address the risks of introduction of invasive aquatic species through the adherence of sealife, such as algae and molluscs, to ships hulls. Research indicates that biofouling is a significant mechanism for species transfer by vessels. A single fertile fouling organism has the potential to release many thousands of eggs, spores or larvae into the water with the capacity to

found new populations of invasive species such as crabs, fish, sea stars, molluscs and plankton. Minimizing biofouling will significantly reduce the risk of transfer. Guidelines on recycling of ships adopted The MEPC adopted the 2011 Guidelines for the development of the Ship Recycling Plan as well as updated Guidelines for the development of the Inventory of Hazardous Materials, which are intended to assist in the implementation of the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, adopted in May 2009. The Committee encouraged Governments to ratify the Convention, which has been signed, subject to ratification, by five countries, and to review the programme of technical assistance aimed at supporting its early implementation. Ballast water management systems approved The MEPC granted final approval to two and basic approval to seven ballast water management systems that make use of active substances, following the recommendations of the fifteenth, sixteenth and seventeenth meetings of the Joint Group of Experts on the Scientific Aspects of Marine Environment Protection (GESAMP) Ballast Water Working Group, which met in December 2010, February/March and May 2011, respectively. The MEPC also adopted the Procedure for approving other methods of ballast water management in accordance with regulation B-3.7 of the Ballast Water Management Convention, which will open the door for new methods and concepts to prevent risks arising from the transfer of invasive species, provided that such methods will ensure at least the same level of protection of the environment as set out in the Convention and are approved in principle by the MEPC. Guidance on scaling of ballast water management systems was also approved. The MEPC reiterated the need for countries to ratify the International Convention for the Control and Management of Ships' Ballast Water and Sediments, 2004, to achieve its entry into force at the earliest opportunity. To date, 28 States, with an aggregate merchant shipping tonnage of 26.37 per cent of the world total, have ratified the Convention. The Convention will enter into force twelve months after the date on which not fewer than 30 States, the combined merchant fleets of which constitute not less than 35 percent of the gross tonnage of the worlds merchant shipping, have become Parties to it. Guidelines for the carriage of blends of petroleum oil and bio-fuels approved The MEPC approved Guidelines for the carriage of blends of petroleum oil and bio-fuels, which set out carriage and discharge requirements for bio-fuel blends containing 75% or more of petroleum oil (they are subject to Annex I of MARPOL); bio-fuel blends containing more than 1% but less than 75% of petroleum oil (subject to Annex II of MARPOL); and bio-fuel blends containing 1% or less petroleum oil (also subject to Annex II of MARPOL). FSA environmental risk evaluation criteria endorsed The MEPC endorsed environmental risk evaluation criteria, for inclusion in theGuidelines for Formal Safety Assessment (FSA) for use in the IMO rule-making process, subject to approval by the Maritime Safety Committee (MSC). Implementation of the OPRC Convention and OPRC-HNS Protocol The MEPC also discussed the report of the OPRC-HNS Technical Group, which met for its twelfth meeting the week prior to the MEPC session to progress several matters, including the development of guidelines and manuals, on marine pollution preparedness and response.

1) TLV-TWA. This is known as the Time Weighted Average. It is the concentrationof vapour-in-air which may be experienced for an eight-hour day or 40-hourweek throughout a person's working life. It is the most commonly quoted TLV.It shows t...he smallest concentration (in comparison to (2) and (3) below) (2) TLV-STEL. This is known as the Short Term Exposure Limit. It is the maximumconcentration of vapour-in-air allowable for a period of up to 15 minutesprovided there are no more than four exposures per day and at least one hourbetween each. It is always greater than (1) above but is not given for allvapours. (3) TLV-C. This is what is known as the Ceiling concentration of the vapour-in-airwhich should never be exceeded. Only those substances which arepredominantly fast-acting are given a TLV-C. Of the main liquefied gases onlythe more toxic products, such as ammonia and chlorine, have been ascribedsuch a figure. 3. Periodical Pressure Testing of CO2 piping i.e. 5/10/15 years: (a) 5 yearly routines: (i) At intervals of not more than 5 years, a carbon dioxide fire extinguishing installation must be subjected to the tests described below (ii) The servo - cylinders and any remote controlled stopcocks to be tested by opening one pilot cylinder. The battery must be uncoupled for the purpose (iii) The proper operation and correct connections to the cargo holds to be checked. (iv) The entire installation to be checked to make sure that it is operational. (v) The spring-loaded safety valves must be also checked and reset to 180 kg/cm. (vi) The alarm system must be tested to make sure that it functions properly. (b). 10 yearly routines: (i) At intervals of not more than 10 years, the section of a carbon dioxide fire extinguishing system, which can be shut off, must be tested with carbon dioxide or air at a minimum pressure of 25kg/cm2. (ii) All the tests described in "a" above. (c ) 15 yearly routines: (i) The piping must be pressure tested as follows: 1) The high pressure section up to and including the engine room, boiler room or pump room stopcock and up to and including the operating valves or cocks to the cargo holds: At a pressure of at least 190 kgf/cm2 using a suitable liquid. 2) The medium pressure section (open ended pipes where they run through accommodation spaces, together with the section of the main supply line running to the engine room, boiler room or pump room between the stopcock and the room concerned): At a pressure of at least 80 kgf/cm2 using a suitable liquid. 3) Low pressure section (other pipes with open ends): With air at a pressure of at least 6 kgf /cm2 Pipes running from the pilot cylinders to the servo-cylinders and the sections of pipes to deep tanks, which can be shut off, must be considered as part of the high-pressure system. Pipe sections and valves tested hydraulically with water must be blown dry with air. (ii) The servo-cylinders and any remote-controlled stopcocks to be tested by opening 1 pilot cylinder. The battery must be uncoupled for the purpose; (iii) The alarm system to be tested with the engine operating to full capacity; (iv) The setting of the spring loaded safety valves at 180 kgf/cm2 . (v) The proper operation and correct connections to the cargo holds to be checked (vi) The free flow of carbon dioxide out of the nozzles into the engine room, boiler room or pump room to be checked by opening one or more cylinders of the battery or by using air at a minimum pressure of 25 kgf/cm2;

(vii) The entire installation to be checked to make sure that it operational. The high-pressure section that can be shut off, the stopcocks and the controls to be checked for tightness under operational conditions by opening one cylinder of the battery. This check may be omitted if the equipment is intended solely for the engine room and consists of not more than 15 cylinders. (d) Periodical Tests When extensive repairs or modifications are carried out, the part of the carbon dioxide fire extinguishing equipment involved must be subjected to the tests described in 15 yearly routines above, in so far as they are applicable. (e) Inspections: At intervals of 24 months the whole installation must be inspected externally to the extent that this is possible and blown through with air. Before servicing shipping companies /service stations will apply to the respective MMD regarding carrying out the periodical pressure testing of the CO2 system. The surveyors are required to witness the hydraulic pressure testing. The servicing of CO2 systems shall be carried out by the DGS approved service stations/ Approved by Maritime Administration only. 4. Periodical Inspection of Carbon Dioxide Cylinders (a) Each carbon dioxide cylinder must be inspected internally at intervals of 10 years and tested at the prescribed pressure. After 20 years the cylinders should be examined and tested at intervals of 5 years. The date of testing and stamp must be placed on the cylinder. (b) Carbon dioxide cylinders, which exhibit a permanent increase in volume after being pressure tested, must be condemned. (c) Before refilling the riser tube must be inspected visually. (d) The valve must also be tested for gas-tightness and if appropriate ensure that it is movable. (e) Statement must be issued by the filling station to the effect that each cylinder is filled with the prescribed quantity of carbon -dioxide. Before servicing Shipping Companies /service stations will inform/apply to the respective MMD regarding carrying out hydraulic testing of cylinders. The servicing of CO2 bottles shall be carried out by the DGS approved service stations only. The Chief Engineer of the approved service station shall witness the hydraulic pressure testing and endorse the certificate, and submit a copy to MMD. The surveyors are required to witness the hydraulic pressure testing in case the service station is not approved by DGS. 5. Periodical check of the Gas Content of Carbon Dioxide Cylinders (a) The gas content of such carbon dioxide cylinder must be checked at intervals of not more than 2 years by weighing or in some other manner, a maximum weight reduction of 5 per cent may be allowed, provided the total quantity of carbon dioxide is never less than the prescribed minimum. (b) Equipment for weighing each cylinder must be available on board. If a level detector employing radioactive radiation is used to deck check the cylinders, this equipment must be removed from the ship before sailing. The approved servicing station shall undertake the weighment of the CO2 cylinders only. The company/service stations are required to submit an application to MMD, and the same is to be witnessed by the surveyor of the department and certificate of weighment endorsed. In case of non-availability of surveyor, Principal Officer may allow the servicing station to carry out the weighment of the cylinders. In such cases the endorsement shall not be done by the MMD, however during the safety equipment survey, the Company shall have the certificate of weighment endorsed by the attending surveyor. Prior to endorsement of the weighment certificate, surveyor may carry out weighment of CO2 bottles on sample basis to his satisfaction. To avoid duplication of the work, company may plan the weighment during the annual/renewal of safety equipment survey. All service stations that are registered with Directorate General of Shipping are required to follow the above procedure.

Interference from other echo-sounders On Displacement Hulls: Carefully study the shape of the hull to determine the best transducer mounting location where; The transducer is away from the propeller and other sources of vessel generated noise. The water is smoothest with a minimum of turbulence and bubbles. 1. Locate the transducer about 1/3 aft LWL. Generally, this provides the best compromise between obtaining aeration-free water away from the bow and minimizing propeller noise.

2. Water near the keel can be quite aerated. Mounting it away from the keel can minimize interference with the transducer. Also, the deeper the transducer protrudes into the water, the less aeration. 3. Mount the transducer on the side of the hull where the propeller is moving downward. The upward motion of the propeller generates pressure waves and pushes bubbles up against the hull. By mounting on the downward side, the hull shades the transducer from this effect. Caution: Do not mount the sensor in an area of turbulence or bubbles: Near water intake or discharge openings. Behind strakes, fittings or hull irregularities. Near the keel Behind eroding paint (an indication of turbulence) INERT GAS SAFETY SYSTEM AS PER FSS CHAPTER 15 INERT GAS SYSTEM......TRIPS AND ALARMS shut down of inert gas blowers and gas regulating valve shall be arranged on predetermined limits being reached in respect of paragraph,, 2.4.3-Audible and visual alarms water pressure or low water flow rate to the flue gas scrubber water level in flue gas scrubber gas temperature as refered to in paragraph 2.4.1(----2.4.1-Means shall be provided for continuously indicating the temperature and pressure of inert gas at the discharge side of gas blowers,whenever the gas blowers are operating) shut down of gas regulating valve shall be arranged in respect of paragraph of inert gas blowers content in excess of 8% by volume in the inert gas supply mains on the discharge side of gas blowers of power supply to automatic control system for the gas regulating valve and to the indicating devices(instrument measuring inert gas pressure placed at forward of non return devices and oxygen content) water level in water seal(i.e deck seal and additional non return device located between the automatic valve and aftermost connection to any cargo tank or cargo pipeline) pressure less than 100mm water gauge(when measured from ig supply mains forward of non return devices).The alarm arrangement shall be such as to ensure that the pressure in slop tank in combination carriers can be monitored at all times gas pressure(when measured from ig supply mains forward of non return devices) The alarms mentioned in, and shall be fitted in machinary space and cargo control room

but in each case in such a position that they are immediately received by responsible members An audible alarm system independant of that required in or automatic shutdown of cargo pumps shall be provided to operate on predetermined limits of low pressure in the ig mains being reached For inert gas system of inert gas generator type additional audible and visual alarms shall be provided to indicate: 1) Insufficient fuel oil supply 2) Failure of power supply to generator 3) failure of power supply to automatic control system for the generator 17 dgs mr parkasi Ism code ,,,documents required , which documents gives ur responsibility , Wat the most hazardous job in ur responsibility , I said bunker tank inspection , before u do this work wat u do, I said toolbox meeting,asks then wat ,said risk assessment, wat is that how u do ,explained him risk matrix consequence and likelihood Walla , wat to do of high risk , I said reduce the risk, wat is risk cannot be reduced , said then we provide insurance, put a tick Wat documents as per ISPs code , Asked everything in ISPs ,failing question wat are drawings on ships as per code, I Said Location of ISPs equipment and non authorised area location (place where outside ppl not allowed has some technical word for it in code),,wanted more I said don't know ,,,puts nothin Csr in ISPs , wats the use , Wat all item , told around 7=8, Ecosounder on ship where , operation how wave sent and received ,gave gyan on piezoelectric crystal same as in boiler interface detection, tick Bulk carrier hatch sealing, And Anti fouling paint system on ship,wat is spp how self polishing , thickness how determined as how much thickness required on wat factor. Requirement of spp to work ,,,finally draw structure of the spp chemical physical Wat is class certificate , how validated ,example of condition of class , wat is class notation structural requirement satisfied by ship then notation is given, wat kind of notation said different for tanker and bulk,,,wat actually ,,,,was not sure,,,asked him wat is it ,,,,he told abt class notation for 5 mins at least,,,don't remember a bit of it,,,

Function 3: Q.1. ISM amendments, Which is most important amendment ? Non confirmity Q.2. STCW 1995, why is it necessary to amend? Chapters in detail. Q.3. Stern Tube, how it is connected? Material of S/T -C.I., LO flow Q.4.Oil tanker cross section, How the tank is connected?

DGS - 16-8-2012 int- Mr Sukuraman, ext- mr. ghosh

ghosh function 3: 1. types of gauging in chemical tankers...open and close ...where given .. told ibc code ch 17.. how close gauging done.. 2. wat is alternative venting arrangement...not able 2 explain properly... 3. if pv vv stuck wat other alternative given .. told him abt the pr sensor and alarms fitted .. so need 2 take action manually... 4. working if UTI...how 2 use it in case n2 padding is tere...told him abt the 3 modes .. ullage, interface and temp...select appropriate and fit the UTI on the sounding pipe without opening the vv ( not sure said its a flap vv similar 2 tat found on the bunker sounding pipes) and turn the handle till u get beep... later abt the interface and temp... 5. wat all instruments r used 2 measure the multi gas onboard...how dragor tubes r used .. explain in detail complete procedure... 6. draw rudder ... how pintles r secured...why dont they fall down ..and wat facilitates the ease of movement.. told brgs r used... 7. lifeboat falls testing procedure ... static and dynamic testing as given in gautam sen ...asked while dynamic testing in drydock if falls break or centrifugal break fails then boat will go and fall on dock and will damage the boat completely.. so wat is done 2 avoid the damage .. thukka mara tha ... shore cranes r used 2 support and take load if the falls or break fails .. got it rite ..

datar. Fn3 1. Bulk carrier latest developments. told him all. 2. ISPS and What is special for containers?....I told him all about ISPS and for containers there is Container Security Initiative (CSI)...he was satisfied. 3. Draw and explain regs for collision bulkhead...told the correct regs but messed up the diagram. 4. Types of fire detectors in engine room, with dia...he was surprised when i told him about spark/flash detectors in High Voltage System(HVS). 5. Hypermist regs and system drawing and maintainence. 6. CO2 system,calculation of CO2 bottles required, drawing, maintanence..told him about weekly,monthly,6 monthly, annually and the 5 yearly DD. he was satisfied...but in monthly when i told him checking level onboard...he asked how? i said ultrasonic probe...if that gives a suspicious reading then remove bottle and weigh the same..he was surprised...i told him i have done it on board...and stood my ground for this point...then he asked me about the radio isotope method...i told him i have heard about it but do not know how it works. 9. ETA..what is it and which all types of ships?...was not sure about the types of ship...so told him its compulsory for tankers above 10000dwt...and then quickly added that on my ship ETA was for and aft...and described with the dia...he was happy. 10. What is contingency plan? i had not prepared for this but told him that its a plan located on the bridge, CCR and ECR...wherein the procedures are given for every contingency the ship might face during its operations...gave eg of grounding, sopep....he dint react. 12. Diff between rescue boat and lb...told him faster in water, faster hoisting speed...i was not sure of the exact number so dint say it...then told him about some ships having a third boat as a rescue boat... (GHOSH) Fn3 1.In VLCC wht arrangement provided to avoid sloshing?Draw? 2.Hw O/B v/v attached to ship hull plate? Hw doubler plate manufactured in line with shell curvature?Draw? 3.Why in shallow water it need to reduce ship speed? 4.Diff. between H2S detector & tankscope? 5.If ur P/V v/v is choked, wht alternate arrangement provided? pakrasi function 3:1)rest hrs nd how do u mantain d filing of this nd who ratifies it.

2)mlc comes under which convention nd what certificates are issued.nd what all are d requirements for getting the certificates. 3)ism amendments. 4)name of classification societies atleast 8. ..... Mr. Ghosh & Mr. Sukumaran Function 3 1. At what pressure HP line of CO2 system is pressure tested? 2. Hydraulic pressure testing of CO2 bottle? How is the hydraulic liquid removed from the bootle after pressure testing? 3. Parametric rolling in container ships 4. Draw rudder * Type of gauging on ur ship? full form of UTI?diagram? if one gauge dysfunctional what to do? * Draw rudder. how connected to rudder post? * Like black box what do u have on ship? VDR storage and time. On Indian ships wat is used instead of VDR

* Radio isotope co2 bottle level measurement. * MPI * How u order pipes on ship and what are schedule 40 , 80 etc. 3. lifeboat davit brake testing? how to do? lots of x questions. what load it is carried out. do you really load the boat. how much load value to be used for a 50 person boat. told ((50*82.5+ boat weight+ boat equipments) FOS)* 110% or 150% he accepted this but asked will u really load the boat. what if while dymnamic testing falls break it will damge the boat.

Met Mr. Trasi again..!! Type of Ships done: LPG t tankers, PCC Askd me whr i use to load cargo and the dischage... Func 3:1) Density of Butane and Propane...( i was like shit i was suppose to remember that...but nothing i cud recall..but its 2.4gm/cm3 butane, 2.01 gm/cm3) 2) Type of Pump for LPG carriers..went into detail...and the safties associated with it.(drew the dia of the same.. told him.. anti rotational device, cargo seal , carbon brushes for supporting the shaft..( you will get it in previous posts bout Deep well pumps earlier on FB) 3) Collision Bulkhead drawing and how is it diffrent from watertight b/h..(told him bout all the stuff... then asked me to draw the plate stiffner and how is it attached to the bulkhead..drew it... i had drawn horizontal channel beams at two places along the b/h's height ..went in detail of channel beam...n gess he dosent want to see channel beams on bulkhead.. i had seen it in sf notes i gess)..so put a dot on this quest. 4) structure of ship fwd of collision bulk head..draw the same...drew what ever i could. agreed.( draw the arrangement of chain locker and the frame spacing..will ask you ho

fn 3 dattar , banerjee 7/8/2012 1)fsa regarding bulk carriers requirements 2)difference between life boat and rescue boat 3)bulkhead stool 4)construction of chemical tanker and difference from crude tankers ,certificates reqd,discharge criteria, 5)what is cladding 6)wash bulkhead 7)minimum no of bulkheads reqd 8)draw collision bhd 9)requirements of low expansion foam as per code, maintenance carried on it. 10)fixed co2 testing, maintenance 11)duties of second engineer 12)describe deck strengthening in type 1 chemical tanker

Oral at DGS Extrnal Mr. TRASI Function 3 IG trips (Think before speaking i made a mistake, IG & IGG are Different) Fixed fire fighting instalation on board what type of FOAM What is the Regulation for the portable fire extinguisher and maintenance procedure "AS per DG REGULATION" Whatall type of floor Drawing of Bracketed floor HOW D.B. Tanks are Seprated from each other

Trassi dutta Dg shipping 1200hrs 1Product tanker and oil tanker which oil u carried. Which was the cargo some questions 2 Ig trips.. sensors where 3 Copt trip .. overspeed trip testing 4 Copt turbine bearing type.. lots of x question 5 Types of floor draw 6 How floors are placed and how the spacings are done.

Dg shipping internal datta and external (i heard name as badwal) fun 3 1) he asked as per new amendment of lifeboat ,the life boat capacity will increase or decrease.....i said decrease...as weight requirement has increased from 75 to 82.5 kg. 2) for which type of ship ETA procedure should be onboard.....he was like one particular type of ship....i told tanker....i dont know whether its right or wrong... 3) solas new amendment

4) co2 fixed fire fighting system latest requirement......i told that it should have 2 separate means of control to release the co2 in a protected space...draw co2 diag...how the discharge valve operates......i told him there is a actuator which operate the valve...asked me to draw it.... 5) when u lift the deadman lever to release the brake the speed is less when lift of lever is less and speed is more when the lift is more.....why..i told him that there is linkages when u lift little the brake lining is not lifted fully of brake drum..... 6)than asked me how rolling is reduced on ships..i told him about bilge keel, tank stabilizer and fin stabilizer....draw all and explain... 7) fire in er what u will do.....

internal-tambekar sir,external-bedekar sir my orals was taken by external .. 1. lpg tank cross section.... 2.fitttings on tank dome. 3.safeties in compressor room. 4.safeties in ccr. 4.safeties on manifold. 5.deck fixed ff system 6.ff system or mast risers. 7gas detection system work...locations o point 8 cargo gas compressor safeties. 9.ddep well pump safeties. 10.tank level alarms...wht happens on each alrm. 11.hold space safeties. 12 type of crgo..tlv nd all 1. solas ammendements 2. marpol ammensements 3.u have sighned on ship u r on deck...how will u make sure tht ship is complying wit ism

7/08/12 internal my banerjee and ext the gr8 mr dattar Func 3 1. fire fighting on deck on tankers.. 2.collision bulkhead..basically he wants to know about the double bottom arrangement.. 3. he asked particulars of the vessel contingency plan.. 4 vessel faced pollution incident what is the one thing that the office will ask u to check first...well he wants to hear stability... 5.tanker damage stability criteria and how will you come to know that in a damaged condition if the vessel is still losing stability...i said loadicator he was ok that i said something atleast but he wants to hear we will check margin line... 6.types of fire detectors... 7.what checks will you make on a propeller after u have taken it out and u have boxed it up now..

Mr. Trassi Fn 3 1) IBC code in detail 2 TLV, TWA, STEL,Cieling 3 Tye of Gas Carriers---semi Pr., Pr.,Fully ref ---no reaction frm him 4 Water padding, cargoes ??? & water padding values 5 types of floors 6 how r DB tanks divided frm one another Trassi took my orals func 3, wht is MOU Types of ship worked on said PCC & Bulk carrier asked BC single or double hull said double hull So asked to draw DH Bulk Carrier c/s through cargo hold DJ eyres came to my mind & I drew same but it was single hull so big cross Trasi Fn 3 TLV-TWA & TLV STEL. How wil u detect a gas leak on deck...said gas detector/dregger tubes...did not accept. Density of ammonia, Propane n Butane. Describe the line in LNG for boil off from tank for boiler burner...drew the line from Saiftole...didnt accept.

Ghosh Fn3 1. What is heavy wheather ballast and why is it used? what is the constructional along with the piping arrangement of this? 2. What is squatting effect and why? 3. CATFINES? values? who decides these values?why are they there? 4. CO2 bottle measurement? will you get an exact figure? if not then why? 5. Harmonisation survey?

rudder plug testing:

one would b the hydrostatic pr test of rudder given in saiftole and the other one is giving the same amount of pr by air as in head equavalent as filling up would take a lot of time n as per him u r abt to leave the dock! this is given in dj eyers aft structure wala chapter.. for exact words pls refer that.. heavy wheather ballast tanks are usually tanks on the midship area of the ship which are filled in case of heavy wheather in ballast condition to give more stability to the vessel they are placed so as by filling them there would not b a trim/list caused n whatever effect it will have it would help go keep the propellor submerged... they being used as heavy wheather ballast tanks would additional strengthening members as they are subjected to

water head. also they have pumping arrangement along with vents provided plus the water ingress detection alarm system can be bypassed in this tank also they would have anti corrosion paint coating on them.. this is what i told him n he was convinced. co2 measurement his cross question was will u get an accurate reading with the gauging method? no., it would be temp dependent n hence would get an incorrect reading if the temp is more than 32deg. so cool the room n bring the temp down before carrying out the level check... by means - of a portable ac.. i just couldnt think anything else .. n he was convinced n went on with this story when he was a chief :P

tig - tungsten not consumable, feed wire if any is consumable, inert gas is consumable plus holder is water cooled, for non ferrous metals high finish quality source of power high freq power source.. value of current dont remember..

In theory, magnetic particle inspection (MPI) is a relatively simple concept. It can be considered as a combination of two nondestructive testing methods: magnetic flux leakage testing and visual testing. Consider the case of a bar magnet. It has a magnetic field in and around the magnet. Any place that a magnetic line of force exits or enters the magnet is called a pole. A pole where a magnetic line of force exits the magnet is called a north pole and a pole where a line of force enters the magnet is called a south pole. When a bar magnet is broken in the center of its length, two complete bar magnets with magnetic poles on each end of each piece will result. If the magnet is just cracked but not broken completely in two, a north and south pole will form at each edge of the crack. The magnetic field exits the north pole and reenters at the south pole. The magnetic field spreads out when it encounters the small air gap created by the crack because the air cannot support as much magnetic field per unit volume as the magnet can. When the field spreads out, it appears to leak out of the material and, thus is called a flux leakage field. bakopadhaya

function 3 1- name 5 safety convention.(solas, colreg, loadline , tonnage , stcw) 2- name 3 pollution related convention (marpol,i couldnt mention ) 3-solas ammendments which r coming in force in 2012 and after that 4- marpol ammendments 5- ism ammendments 6- lpg deck fire fighting draw and expain...requirements of dcp spare for deck fire fighting 7- fixed co2 fire fighting, testing pressure and filling pressure for co2 bottle 8- what do u understand by MLC 2006. 9- draw staibility curve when ship is stable and when unstable 10- dynamic stability some more question couldn't remember wil post later.. - Mishra Fn 3. 1)Types of ships done: all LNG's Deck Firefighting system on your ship.: DCP Draw and explain DCP system on your last ship.: drew the diagram. grilled me with position of each and

every valve. kept asking me why this valve is here and what if i replace this valve and put it here. He basically wanted the kind of diagram you find in the manuals. Then asked me what all spaces are covered on deck with DCP. How will you operate the system. Once fire has been extinguished how will you terminate the system.(went for almost 25 minutes.) 2) Lifeboat Engine Safeties and regulations. and Lifeboat material. asked me draw the arrangement of the L/B engine exhaust pipe justifying the regulations. (This guy wants you to pick up ur pencil and draw something as soon as you have been asked a question....doesnt matter what the question is.) 3) Explain SOLAS Ch- XI-1. No x-questions 4) Explain MARPOL Annex VI. List recent ammendments for this particular annex. I told him everything and wrote all the NOx and SOx figures wih dates on the paper. he was quite happy with that. 5) What is ISM code and why did it come into force.. List out recent ammendments. i was listing out the ammendments but he stopped me in the middle and said its ok.

Fun 3: 1)Latest MARPOL Annex-1 regulations 2)SOLAS chapter IX... i started to explain about ISM thn next question 3)Emergency preparedness..i listed out potential shipboard emergencies and he stuck on grounding...what will u do if the vessel is grounded..i explained the procedures etc thn asked what are the duties/checks carried out by deck people. 4) Portable Co2 fire extinguisher draw nd explain..what all safety provided.

external: mukharji Fn-3 In what manner stcw2010 differs from stcw95? what new courses are added to stcw2010? What changes are made to section A-III/1 & A-III/2? How many level of competencies are there?Which functions comes under stcw? What is IBC code under which chapter of solas it is adopted? Difine risk assessment? Steps involved? Difine risk? How FSA is carried out by IMO? Marpol annex II in detail? Latest marpol amendments? pakrasi Functn 3: 1) MLC 2006 features...after explaining all..he said there is just one word to describe it....whts that??? I missed it...tht ws "WELLFARE"....its all about labour wellfare. 2) CSR....in detail...things to be listed in CSR..he wanted some 15 pts...I was unable to tell. 3) ISM, under which statutory certificate it is issued....n details. 4) Stud link chain diagram.....pls help...last time also he had asked me the same question!!! 5) How stern tube seals work...explain with diagram.

2. Stern tube sealing-explained about rubber seals and chrome liner. Asked about the material, said nitrile rubber or perbunan S. Liner fitting arrangements, told him, in the forwrd end it is fitted by means of a dummy flange and aft, it is bolted to the propeller hub. dual class ships r the once which are certified by one than one classification society. Used to be the case for Indian ships, Irs and some foreign class. Before IRS was not issuing the load line certificate, so the Government(flag state) wud decide whom to assign the duty of issuing the load line certificate Abt the alternate load line, used mostly on timber carriers. When they carry a differernt cargo there is a vast difference in the load lines so the ship tends to lose a lot on the cargo, to avoid this alternate load line or 2 plimsoll markings are cavitation: wen the vapor pressure of a liquid falls below the atm pr, there is bubble formation. wen these bubble travel to region of higher pressure, the bubbles explode leading to formation of a wave. this causes errosion of metal parts. seen in propeller blades, mostly on the trailing edge.