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Trassi and Dutta, all functions 1st attempt 1.

ISPS CODE and diff levels as well as the arrangement on the ship. What to do in case of pirate boarding? 2.fire fighting arrangement on deck of a container ship 3.mc-c to me engine conversion 4.latest engine in the ME series 5 open circuit and close circuit test 6arrangements for tankers for pipelines to be protected from hogging and sagging 7. pump room lights and what are the types 8.why is the ship's trim maintained the least when entering the drydock rest don't remember but will update soon. Fn-6 1.sulzr fuel p/p timin? 2.type of thread of taps n dies used in e/r? 3.where do u use reamers? Orals on 02/12/11 @ DG Shipping Surveyor - Mr. Pakrasi First question was: When you havent cleared ur fn.3 written paper, how can I clear u in orals? Somehow managed to convince him that I've done well n will surely clear this time. Result will be out in the 2nd week of this month i said. Okay then he said & started asking his questions. 1. What role does the classification society have to play for DG Shipping ships? 2. Every ship is assigned a class by its classification society. what does it signify? 3. Which are the major classification societies of the world? which r the 3 main members n which are the associate members? 4. CO2 system latest amendments? 5. How is the stern frame connected to the ship? how is it stiffened? Draw n show? 6. How is the stem of the ship constructed? how is the bulbous bow constructed? what is a soft nose stem? 7. Draw n explain about corrugated bulkheads? what is bulkhead stool? Draw n explain how a bulkhead stool is connected at the top of the bulkhead? Before i began to draw I just explained him about how is it connected, n then began to draw. func 3 1 ism code amendments-goes very deeep dnt just mug up the amendments and say .,.,he goes deep inside/./.how what why./.til da time u say i dnt no 2 isps equipments accc to dgs that r not fixed 3 anchor chain and anchor-told him da equip no thng dn told him u1,u2,u3 thickness reduces and y equal no or y unequal no on both sides./.dn he ws lik hw u carry out welding on u3 type chain in case of crack .,.,i ws lik )()()$#@$%@$

%^#@&$ 4 risk assessment -told him evrythng i new dn he ws lik wt is da matrix ,.,.,tried explainin bt dn in da end he s lik ur missin on smthn func 6 1.salinity of fwg gone up./. 2 boiler bulging..explained evrythn said qualified welder by class/./he said wt typ /./.i said max s 6g shud b 6g.,.he said ur correct bt dere s 1 more wrd afta 6g thnk u ll get da answer,.,gave up it s 6gr r --restricted since da area s restricted 3 knocking of engine hw it can happen ./.and it s not da fuel knock././ keeps goin deep til da time u dnt stop n say sir i dnt no critical rpm measured using torsio graph, its an auto device which records the vibrn on paper..

December 1 at 10:22am Like

Saiteja Linga congos dude.. December 1 at 11:43am Like

Anand Sathyamoorthy thks Balaji Ganesh..:) December 1 at 12:35pm Like

Vikas Thakur thank u sir.,.,.,., December 1 at 12:38pm Like

Vikas Thakur knocking odr dn fuel given in arahna., if ur bearing clearance increases u ll hv knockn.if ur liner clerarance goes up dn piston wil knock.,.if ur piston rings goes dn u hv knock.,.,if ur con rod bolts looses u ll hv knock//./.it s any part getn looses creates knock December 1 at 12:39pm Like 3

Manodaya Shirodkar knocking aranha pg118 December 1 at 12:45pm Like

Mohit Khanna Congrats buddy December 1 at 4:15pm via mobile Like 1

Nitin Juneja Congrats mate..good job December 1 at 4:23pm Like 1

Balaji Ganesh thanks shirodkar... got it

December 1 at 5:25pm Like

Akshay Desai Superb result dude...........congrats December 1 at 7:29pm Like 1

Samar Rustagi mubarak ho vikas...... December 1 at 7:51pm Like 1

Vikas Thakur thank u alll,.,n all ma seniors December 2 at 12:46am Like

Suman Kumar katarnak result ...congrats dude December 2 at 10:16pm Like

Suman Kumar vikas wht answer u gave for boiler bulging Saturday at 1:13pm Like

Iqbal Arkate congrats!! all d best.. good result Saturday at 10:54pm Like

Ajit Kumar congrates bro.it's really hard to convience upto this level to a surveyor.all the best. Sunday at 12:22pm Like 1

Vikas Thakur thanks suman,.,.,arey boiler bulging i gave in all i had./.starting 4m gas freeing da boiler n metallurgy n weldin n dnt no wt all././bt he askd me da qualification of welder./.i told him max it s 6g so he sud b 6g/./so he ws lik it s more dn dis././dn last mein while declarin result he said 6g r/./.n suman whr wil u b putn up 4 jan ,.,v all plan 4 seawoods again ./. Boiler Survey Period: DGS Engineering Circular No. 82 The Directorate after carefully examining the request from the INSA, Classification Rules and Draft M.S. (Cargo Ship Construction and Survey) Rules and in order to ensure uniformity with the rules of the Classification Societies, henceforth following periodicity of boiler survey is applicable: (a) auxiliary water-tube boilers shall be examined internally and externally at intervals not exceeding two and half years subject to conditions specified in Note. (b) all other boilers including exhaust-gas boilers, super-heaters, economizers and domestic boilers (other than domestic boilers having heating surface of not more than five square meters and a working pressure of not more than 3.5 bar gauge) shall be examined internally and externally at intervals not exceeding two and half years * Note : At least 2 surveys are to be carried out within any 5 years but interval between two consecutive surveys is not to exceed 3 years.

NPSH R,Is the total head required at the pump's suction to equal the vapour pressure of liquid at that particular point. NPSH A,Is the total head available at the pump's suction above the vapour pressure of the liquid at that particular point for npsh refer marine engg. by j.k. dhar www.pumpworld.com
The feedwater pipe receives feedwater from the economizer and distributes it throughout the length of the steam drum. The chemical feed pipe is used to inject chemicals into the boiler to maintain the proper pH and phosphate balance in the boiler water. The surface blow pipe is used to remove suspended solid matter that floats on top of the water and to lower the steam drum water level, when necessary. The surface blow pipe is also used to blow water out to lower the chemical level in the boiler when it becomes too high. The dry pipe is used to direct the steam to the steam drum outlet nozzle after it leaves the scrubbers. The vortex eliminators are used to reduce the swirling motion of the water as it enters the downcomers. The baffle plates are used to direct the steam to the steam separators. The cyclone steam separators remove moisture from the steam. This is accomplished by the steam spinning or changing direction. The water drains back into the steam drum while the steam continues upward through a screen and scrubber that removes still more moisture.

orals on 02/12/11@dg shipping trassi n dutta

1st attempt absent 2nd attempt fn 3 told me he could ask me abt any kind of ship n engine 1.told me to explain isps in detail n on which ship is doenst apply. 2.how ism is implemented on ship 3.types of keels n draw. do include bilge keel for trassi. 4.chem hazards one break lining material at which percentage to change. one or two more questions were there will post as soon as i remember fn 6 sm bearing removal. types of threads. other commonly asked questions in fn 3 these days csr n info it carries chapter 12 bulk carrier isps code do study it well.hot topic these days. imo ammendments ism ammendments co2 latest ammendments.n draw ballast water management. anchor chain arrangement.how to take pin clearance. problems in lifting anchor wat could be the reasons ILC wether its convention,resolution or code......they go deep into it . co2 10 yearly maintaince. DOS and info it carries list of ports in it. bulkhead stool corrugated bulkhead bulbous bow and its construction. collision bulkhead. ig system trips only sequence wise no alarms if not asked.
Anyone having a good figure of the spade type rudder with parts please post it.Thx
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Vikas Thakur on google type swing test u ll get it Yesterday at 9:03am Like
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Nitriding Gas nitriding is a case-hardening process whereby nitrogen is introduced into the surface of a solid ferrous alloy by holding the metal at a suitable temperature in contact with a nitrogenous gas, usually ammonia. The nitriding temperature for all steels is between 495 and 565C (925 and 1050F). Principal reasons for nitriding are: To obtain high surface hardness To increase wear resistance and antigalling properties To improve fatigue life To improve corrosion resistance To obtain a surface that is resistant to the softening effect of heat at temperatures up to the nitriding temperature. Because of the absence of a quenching requirement, with attendant volume changes, and the comparatively low temperatures employed in this process, nitriding of steels produces less distortion and deformation than either carburizing or conventional hardening. MAIN CHANGES IN SOLAS FROM 1ST DEC,2011 SOLAS II-2/7 Detection and Alarm Regulation 7.7 When corridors have two exits to open deck, one manually operated call point is required at each of the exits. Additional manually operated call point at the internal exit to e.g stairway is not required as long as the 20 m distance requirement is not exceeded. Regulation Hold back arrangements with remote release are not accepted in engine room boundaries. Regulation 45 l foam extinguisher and foam applicator shall be provided in machinery spaces containing internal combustion machinery, the subject requirement applies only to machinery spaces containing internal combustion machinery used for main propulsion and machinery spaces of category A having more than one platform level. Regulation 10.6.4 Deep fat cooking equipment to be any type of fixed cooking appliance that is capable of, and intended to, being filled up with cooking oil. Tilting frying pans, small portable deep fat fryers (home use type) or traditional electrical galley ranges with flat cooking surfaces are not required to comply with SOLAS Ch. II-2 Regulation 10.6.4. If small portable deep fat fryers are used, they shall be of a type with lid, with max. capacity 2.5 l and max. power 2.0 kW. These units are only to be used inside the galley boundaries. Regulation This regulation shall also apply to the means of escape from spaces above the bulkhead deck. At least one means of escape shall be arranged as independent of watertight doors which are assumed closed in order to maintain the weathertight and watertight integrity in the damage stability calculations.

Regulation A means of escape required to provide continuous fire shelter shall comply with all the requirements applicable for stairways, not only insulation requirements. It applies for all vertical stairways as well as horizontal parts (horizontal stairways) of the escape route all the way to the muster/assembly station, being it an indoor or outdoor muster/assembly station. Regulation protected internal routes to be understood to be the route from the muster/assembly station to the embarkation area/station deck when the passengers/crew are guided in controlled groups. Regulation A space is considered a safe position outside the machinery space of category A if it is not contiguous to the boundaries of the machinery space of category A or if the common bulkhead between the two spaces is insulated to class A-60. Navigational systems Regulation 21.4.3 In case of fire casualty affecting the navigating bridge, the following navigation equipment (portable or fixed) should be available in another location: a) Compass (magnetic) b) GPS c) X-Band radar display with electronic charts d) Whistle e) Navigation lights f) Internal communications with engine control room and steering gear.
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Karthik Reddiar .also the co2 amendments what examiners r askin is the same on dgs site ONLY..even that is reflected in the changes i.e regulation 14...
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bakral or pakrashi safety : 1. ISM MNC , will the ship be allowed to sail with MNC..?? if yes hw if no hw 2. stern frame drawing attachment to tghe hull ..??? 3.corrugated bulkhead...?? 4. Ballast water management..?? MEP 1. refrigrent system ..?? 2.Cross blowing ...??? wht is X,, Y .. why ur increasing the cost by installing them .. r they attached to each other .. wht is tht is it a pipe ?? i told its a pipe .. he put a cross 3. Knocking .. other reasons then fuel..?? 4.running in ... had discussed tht 5 and 250 and all he says it is incomplete cross blowing procedure is given in reeds general page 102...

ashish check out running in & breaking in procedure from man b& w manual part 1(operation) u must be having the soft copy corrugated bulkhead-corrugation are arrenged in vertical direction like stiffners on transverse and short longitudinal bulkhead since plating is corrugated prior to its fabrication bulkhead will be plated vertically with uniform thickness equivalent to that required at the base of bulkhead see page no178 in d.j eyers for diagram

1.Why Negative cam or Inward cam used in Air distributor of the MAN B&W Starting Air System.Why not a positive cam? 2. Advantages of using Wasted studs for securing main bearing top keep in MAN B&W.Why not jacking 1. The cam for the air distributor serves its purpose only while starting the engine, reversing and again starting. Actually if you see there is no other requirement of this particular cam while the Engine is in continuous operation. Therefore if a cam ( normal positive ) is used then the wear of this particular cam will be obviated and will be expensive to repair/replace this cam. So when the engine has started, and the vessel is en-route a voyage, then this particular cam turns without ant running gear touching it. It comes into play while starting. 2. Previously, you might be knowing that the main bearing keeps were held down by Jacking bolts (eg. Sulzer RND ). The reason behind that was the the kind of construction of the bed plate itself. When a cylinder fires, the pressure not only forces the main journals down but there is also a component of force which pushes the cylinder head up. Now the Cylinder Head, entablature and the bed plate is tied and precompressed by the TIE RODS. Now when the firing forces come, then there is a couple formed- a) One component of force tries to push the journal down and b) the other component tries to Push the Tie Rods up. Now at the bottom, the tie rods are bolted to the bed plate so a couple thus formed will try to rock the bed plate and thus the engine. To counter attack this problem, the tie rods were kept as close to the centerline of the engine as possible and due to space restrictions, the jack bolts were used to keep the bearing top covers tight(reaction force through the entablature). Note that there was only one cover for the main bearing having two jack bolts. Now recent development has waisted studs on the main bearing cap but the are OFFSET FROM the transverse centerline of the engine. Waisted studs give more comression as they have more elasticity and resilience. As a matter of fact, from the foundation bolts to the con rod bolts, the x-head bolts etc are all waisted studs. So care has to be taken while working as the necked region should not be marked, scored or cracked as due to reversal os stresses, fatigue will cause a crack initiation and finally fracture. VIT and SVIT Before the Super VIT was introduced variable injection timing was obtained by means of a special profile on the fuel pump plunger. Hence there was a fixed relationship between the injection timing and the fuel index. Thus it was not possible to adjust the fuel index of the individual pumps without also altering the injection timing. For this reason the Super VIT was introduced, where it is possible to adjust the fuel index and the injection timing independently. The Super VIT is available in both a mechanical and a electronic version. In the electronic version an I/P converter supplies the pilot air pressure to the individual servo cylinders, instead of the pilot valve activated by the fuel rack used in the mechanical version. The I/P converter receives its pilot signal from the governor system. The advantage of the electronic version is that the break-point is calculated from the actual conditions, why the ambient conditions are taken into account. The engine load is calculated from the engine speed and the fuel index, while the compression pressure is calculated from the scavenging air pressure. Based on these calculations the governor calculates the output to the I/P converter. The breakpoint is the point where the maximum cylinder pressure has been reached and the injection timing is advanced the most. Above the breakpoint the injection timing is gradually retarded back until it reaches its original setting at 100% MCR load. The position of the breakpoint is determined by the layout of the engine. Formerly it was generally considered to be at approximately 85% MCR load, but it also has to be ensured that the maximum pressure rise from compression to maximum cylinder pressure is 35 bar or less

(recommended by MAN B&W Diesel A/S). For this reason the breakpoint has tended to be somewhat higher on the latest engines (approximately 90% MCR load). In order to compensate for fuel related differences in the maximum cylinder pressure it is possible to adjust the VIT according to the experience with the different fuels. In case of the mechanical VIT an offset is introduced by moving the pilot valve bracket horizontally towards or away from the lever, by means of the adjusting screws. In case of the electronic VIT it is possible to adjust an offset value on the governor panel. The actual VIT index at the break point depends on a variety of factors, e.g. fuel properties and ambient conditions. The latter is taken into account in the calculations of the electronic VIT version, as the scavenging pressure is used in the calculations. Consequently, it is not possible to state default values for the VIT index break point setting or rate of change. In any case, the mechanical limits of the VIT system also have to be considered. The travel of the servo actuators is designed to be going from a minimum at a servo signal of 0.5 bar to a maximum at a servo signal of 5.0 bar, why the mechanical limit is reached earlier than a servo signal of 7 bar would otherwise indicate. In case of the mechanical VIT system, the break point is determined by the point where the lever rests on both pivot points. In this case it is not possible to depress the pressure adjusting valve further, thus preventing a too high servo signal as the control air inlet will always press the piston of the pressure adjusting valve against the lever. Even if the maximum pressure is over the specified maximum, the engine is not overloaded due to this. The engine load is determined by the power required to turn the propeller at the requested revolutions and a malfunction of the VIT system does not change this and e.g. the auxiliary systems are not affected by this either. Consequently, the only real impact on the engine is the increased pressure differential over the piston rings, due to the too high pressure rise from the compression pressure to the maximum pressure, and a very limited increase to the bearing load. As stated earlier, the over stressing of the piston rings may possibly require maintenance, if the malfunction is allowed to persist, but does not affect the possibility to safely manoeuvre the engine. Hence, it has not been deemed necessary to introduce an alarm or other measures to prevent or limit the duration of such a malfunction. Lars G. Jacobsen MAN Diesel A/S Copenhagen 02.12.11 2nd attempt: gadkar and a new surveyor.. i think mukherjee fn 6 1. Propeller shaft inspection and survey in dry dock. what are the checks that are to be carried out? 2. What all checks to be carried out, and measures to be taken after a scavenge fire. 3. Procedure for the renewal of boiler tubes. 4. What is wire drawing effect w.r.t. metallurgy? 5. Difference between casting and forging. What changes in the intermolecular structure occur in each case? 6. What is tempering? 7. What are case hardened steel? How do you come to knw whether its case hardened? I performed real bad from question 4 onwards.

Annealing Heating steel and holding it at a suitable temperature followed by cooling at a suitable rate, with the object of improving softness, machinability and cold working properties or of removing stresses and obtaining a

desired structure. Usually (full annealing) the steel is heated to a temperature at which the carbide is wholly or partly taken into solution; subsequently the steel is slowly cooled, generally in the furnace. Sub-critical annealing is done at a temperature just below that at which carbide commences to be taken into solution. Carbonitriding A case hardening process in which steel is heated in an atmosphere containing both carbon and nitrogen. Steels of the case hardening type are normalling used, and since the absorption of nitrogen depresses AC, and increases hardenability the temperature and alloy content need not to be so high as those used in case carburising. Carburising The introduction of carbon into the surface layer of a steel having a low carbon content (case hardening steel). It may be effected by heating in a solid, liquid or gaseous carbon-containing medium, which at high temperatures provides a supply of carbon for absorption by the material being carburised. By controlling the temperature and time of treatment, the concentration of carbon in the surface of the steel and the depth of penetration may be varied. Hardening Increasing the hardness by heat treatment. This usually implies heating to a temperature slightly above the critical range, maintaining at that temperature until diffusion is complete, and by quenching in water, Normalising Heating to and, if necessary, holding at a suitable temperature followed by cooling in still air so that moderately rapid cooling occurs, the object is to relieving internal stresses, refine the grain size, render the structure more uniform and improve the mechanical properties. It is mainly used for large forgings or castings which cannot be quenched and tempered. Shot Blasting A method of cleaning the surface of metals by abrasion, as in sand-blasting, the sand being replaced by broken shot and grit. Stress Relieving A process of reducing residual stress in metal by metal by heating to a suitable temperature and holding for a sufficient time for the internal stress to be released by creep. After soaking, the metal is allowed to cool sufficiently slowly to prevent the reintroduction of stress. This treatment may be applied to relieve stresses induced by casting, quenching, normalising, machining, cold-working or welding. Tempering The process of heating hardened, normalised, or mechanically worked steel at some temperature below the transformation range, and holding for a suitable time at that temperature. The object of tempering is to decrease the hardness and to increase the toughness. Fluorescent Magnetic Particle Inspection Fluorescent Magnetic Particle Inspection (MPI), which is a Non-destructive Testing (NDT) method, consists of a magnetic field being applied to a specimen. MPI is particularly sensitive to surface breaking or near surface cracks, even if very narrow. Salt Bath Nitrocarburising TF1-AB1 Salt bath nitrocarburising TF1-AB1 (also known as Tufftriding TF1-AB1) is a salt bath process which improves component quality by reducing wear and corrosion while increasing fatigue strength and hardness. Salt Bath Nitrocarburising QPQ Salt bath nitrocarburising QPQ (also known as Tufftriding QPQ) is a salt bath process which improves component quality by reducing wear and corrosion while increasing fatigue strength and hardness. This process consists of a quench-polish-quench sequence which produces a finish with an even more superior corrosion resistance compared to TF1-AB1 Sunday at 10:16am Like

Mayur Kawade measures to be taken after scavenge fire Owing to the possible risk of a crankcase explosion, do not stand near the relief valves ! flames can suddenly be violently emitted. 1) Reduce speed/pitch to SLOW, if not already carried out automatically,and ask bridge for permission to stop. 2) When the engine STOP order is To ensure proper draining of oil sludge from received, stop the engine and the scavenge air boxes, thereby reducing switch-off the auxiliary blowers. the risk of fire in the scavenge air boxes, we3) Stop the fuel oil supply. 4) Stop the lub. oil supply. 5) Put the scavenge air box fire extinguishing equipment into function. 6) Remove dry deposits and sludge from all the scavenge air boxes. 7) Clean the respective piston rods and cylinder liners, and inspect their surface condition, alignment, and whether distorted.If in order, coat with oil.Repeat the checking and concentrate onm piston crown and skirt, while the engine is being turned (cooling oil and water on).Inspect the stuffing box and bottom of scavenge box for possible cracks.

Any1 can give reference where i can find the thread type on CO2 gas bottle, Refrigeration Bottle and DB plug..... three hoses(yellow,red ,blue) 3x120x1/4".standard hose connection is 1/4"SAE with core depressor on the system side 1/4" SAE against manifold 1x90 cmx3/8" hoses fitted with long lasting quick snap teflon gasket,hoses has 1/4"scharder connection in one end

http://www.g-w.com/PDF/SampChap/56637_8079_CH11.pdf 1st dec 2011 trassi -datta fn3 what tipe of ship how many cargo tanks on ur ship what type of engine diffrence btwn igc and GC code chapter 19 of IGC code what type of oil tanker did u do what was its classification what is pannamax
Fn6 Boiler inspection boiler internal mountings trassi fn:3 no safety questions..all questions related to ship cons.

1.types of floors and draw.. 2.types of keel and draw.. 3.types of bulk carriers according to some new classification..told him d old one..din't agree 4.isps applied to which types of ships.. fn:4 & 6 1.sulzer fuel pp timing..cross questions regarding backing bushes n remote shut down servomotor procedure.. 2.main bearing overhaul.. 3.crosshead pin inspection 4.axial detuner..func. in aranha n maintenance in a post in this forum.. 5.relation between npsha and npshr..went deep into fluid dynamics part of calculating frictional resistances n other components of suction head.. 6.scavenge drain tank construction and safeties..specifically asks why particles dsnt come out of tank's vent..as this is under pressure.. 7.vibration balancer..functions(it accounts for d reduction in second moment of engine,situated in steering gear compartment usually) 8.dry dock specifications. Orals 1/12/11- 3rd attmpt 1040-1115 am trassi/ dutta sir fun 3 1- mlc , vich chapter of solas does comes under ans- maritime labour convention, 94 th session of imo,on 7feb 2006, for us to confuse he ask vich ch. of solas , bt it comes undr ILO, not undr solas acceptd 2- GHG . ans - green house gases 3- vat is bulk head stool ans. shown by diag, ans its skirt provided to corrugation blkhd,on top n bottom, basically it provide seat to corrugation blkhd satis fun 4b 1. diffnc betn MCC N MEB max point , answered as much i know. 2. vinh barke wear down , how vill ucome to know, at vat % uvill replace brke lining material pls help for dis answer fun5 1 esb safties vich chapter of solas dont open sw. brd just tell, other 2 msb safties( both solas ch-2 -1 regula 42 - 45) 3 types of fuses, jst anserd, two types, Cartridge type, n HRC type accpted 4 MCB safties, ans. reverse power, over current, under voltage , accepted 5 how v vill u test all, rvrse , by manually take on revese side .i.e. negative side then it trips, x qestn vether a/e stops , ans no, 6 how u vill u reset, ans by ,reseting switch. ans. for over / current by shore people n for under voltage just trip d brekr of stnd by a/e it vill give under voltge trip. accptd fun6 1 fuel p/p of sulzer timing. not answered 2 scavenge drain system diag darw. ans. drawn rogh diag of scav, line , to scavnge drain tk, den he vant safetis on scavengge drain tk, like v discus afterwords , high lvl alarm, soundg gauge , steam heating line, vent, n he was asking more but i could reply only. soundng gauge n vent , den ask x qestn vere d vent outlet goes after over flow? no ans 1/12/2011 Dutta and trassi 1. Standard instructions for economizer fire, dos ands donts 2. Detuners, axial detuners construction of ur ship. 3. Mill scale, surface preparation, standards 4. Reasons for ref short cycling.

Orlas On 25th Nov. @ DG , Trassi and Dutta Fn3 1. Diff. between CAS & CAP 2. Bulk Head Stool. 3. SOLAS CH 12 4. Types of keel with diagrams with Dimentions. 5. Some more cross questions. Finally Cleared Fn.3. & Class II. a bulkhead stool is a structural skirt applied to the bottom and sometimes on top of a corrugated bulkhead forming a base for the bulkhead to sit on .it is fitted into corrugation to form a box like girder.....it is recommended tht stool space be coated as per ballast tanks due to liable proximity to heated fuel tanks and danger of explosion gas build ups.. 2nd dec 2011 Datta And Trassi Fn 3 Marpol annex 6 amendments Solas amendments Bleve in which type of ship types of bulkheads..explain collision bulkhead Fn 4b Stroke bore ratio of smc How to check if any Boiler tubes is defective..how do u measure thickness...didnt know..guys plz help!!! Fn 6 Main brg inspection survey Windlass lining brake:.wen do u change it..in percentage A/e not turning on air..y??? Main engine l.o sampling point NPSH R AND NPSH A ???? Brake lining wear..

01.12.11 1st attempt....trasi and dattar Fn3 1.Name the chapters of SOLAS 2.Draw a web frame,where is it located? 3.What are the Annexe VI ammendments....spoke about ECA, SOx and NOx 4.What is the regulation for EU ports....0.1% Sulphur 5.For what M/C ...... said it depends from port to port, sometimes require to change over all to LSGO 6.When do u C/O to LSMGO when arriving at port? (Only question asked by dattar) 7.Procedure to C/O to Gas Oil for the boiler?.....make sure u mention that a different P/P is reqd for LSGO bcoz of reduced lubricity of LSGO.

Fn6 17.Starting line protection on SMC engines.....bd and fa 18.How do you prevent a starting line explosion....told him about draining the ait bottles and air start lines, proper maintenance of MAC and starting air v/vs 19.If a bursting disc bursts on air start line how will u know which unit? told him we can see and hear the air coming out....he said no how will u check which unit....so i again said we can see it ......he's like no what test.....so i said we can turn each unit to little before TDC where the start air v/v is normally closed and open the auto start v/v manuallly. If v/v is leaking air will escape thru bursting disc.....again he said that takes too long, pilot is already on board blah blah blah. guys anyone knw the mooring winch brake lining max wear limit? when the lining and countersunk screw at same level,renew it...the manual i got din specifies in percent...but from the figure its almost 50%

heck that discussion bro,it is 50% of the original thickness of the brake lining 60% contact area over 5 years for brake lining fn3 copt trips ig trips blewe occurs in which type of LPG ships? fn6 rta fuel pump timing... 1:what is the commitment signed by PFSO when dey sign DOS?what is the procedure when entering port? 2:if you go on a ship and find the ship listing how can you decide if it is a angle of loll or angle of list?

yar ther is one big difference between angle of loll and angle of heel as follows December 2 at 7:47am Like

Hemang Sharma if suppose ur ship is heeled to 3 degree stbd and u start load on the port to correct the heel it may suddenly flop to 3 degree port and u will know that it was the angle of loll though as an engineer u don't do any thing with out rcieveing instructions from the master or his representative(chief officer) if the ship is heeling ,refer master & mates derrit for more details this book is must have for all such questions like bonjone curves,stastical stability curve u may go to some liberary and get the relevent pages photo copied December 2 at 7:52am Like 2

Hemang Sharma coming back to angle of loll -it is a list which a ship with a slightly negative GM develops under the influence of external forces where as December 2 at 7:54am Like 2

Hemang Sharma heel may be due to uneven loading,un even consumption of water,bunker uneven discharging but the GM will be positive all the time,so if ur ship is heeling u can consult ur cross curves of stability and find out if ur GM is negative or positive so u will know wheather it is heel or loll December 2 at 7:57am Like 2

Hemang Sharma i was asked the same question by Mr. jain in my 3 rd attempt and i had posted the same answers before also on this group December 2 at 7:58am Like 2

Kenrick Mascarenhas Hemang Sharma, correct me pls as per my understandin ANGLE OF HEEL: Is due loading condition ANGLE OF LOLL: Is due to ships design and the initial angle of tilt w/o loading and any further uneven loading will be disastrous.....??? December 2 at 9:06am Like

Anand Sathyamoorthy thk u guys... December 2 at 9:50am Like

Dinesh Rana Loll and list common is heel...uncommon is Loll...G moves up down List...G moves side by side.. Loll...righting lever is zero and hance no righting moment.. List...righting lever is not zero and hence there will be righting moment.... Loll...since no righting moment...ship will roll at an angle of loll... List ...since righting moment exist...the ship will roll at M... Loll...refer diag on deret List ....refer diag in reeds...that inclining experiment wala... Guys i think there is no further doubt...still we r engineers ..hv diff way of thinking...pl correct me... December 2 at 11:55am via mobile Like 1

Dinesh Rana But the question is how will u decide onboard...whether it is loll or list December 2 at 11:57am via mobile Like 1

Subodh Pillai i think ..onboard we can decide with the help of lodicator...if the gm value is negative it is angle of loll..... December 2 at 12:21pm Like 1

Anil Datta what is the course of action when we have a negative GM? plz help December 2 at 3:35pm Like

Karthik Reddiar draft calculation to be done using the damage stability booklet data.sound all tanks and specially fwd and aft drafts and calculate using the data...will get the value for GM... Please answer lifeboat capacity requirement...anyone has got any clue abt the latest amendment on lifeboat...recently asked...pl help..
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Like Follow Post December 2 at 8:44pm via mobile

Karthik Reddiar yaar,if u got the new lsa code 2010,pls refer the part/appendix B in that code... December 2 at 9:28pm Like 1
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guys can anybody answer this question where is detuner, wat is its fun, working ..
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Like Follow Post December 2 at 4:12pm near Chennai, India

Hemang Sharma check out deven arahana,dampers dampen the vibration ,detuners change the system frequency
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Capella HFC 32, 55 and 100: Refrigerating compressor oils, formulated with polyolesters, intended for systems charged with chlorine-free refrigerants
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Like Follow Post December 2 at 8:04pm

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Hemang Sharma Pinnacle Marine Gear: A gear lubricant that is a mixture of polyalphaolefins and diesters. We recommend using this on enclosed gears operating at extreme temperatures or under severe conditions
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Like Follow Post December 2 at 8:04pm

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Hemang Sharma Synthetic Base Type Alkylbenzenes Polyalphaolefins Diesters Phosphate Esters Polyalkylene Glycols Polyolesters

Some pros and cons Although synthetic lubricants are more expensive than mineral-oil based products, they offer operating or performance advantages that decrease operating costs. For example, synthetic lubricant is the preferred choice for lubricating cargo gas compressors that compress various gases. Mineral base oils can only be used with a limited number of these gases. However, synthetic oils, based on polyalkylene glycol, can be used with many of the gases shipped today. Synthetic-based oils have a longer service life in addition to their extended overhaul periods. When used in air compressors, turbo chargers, and gear applications, synthetic-based oils may be more economical. For some

systems, outside contamination (by water and/or dirt) and not lubricant breakdown may cause frequent oil changes. Using synthetic oils in these systems increases rather than decreases costs. Mineral base oil and synthetic lubricants are widely available, especially those used in industrial lubrication applications, and they have many applications onboard ships. It is important to select the right lubricant for your hydraulic system. 8 Marine Lubricants Information Bulletin Synthetic base oils Historically, special purpose demands triggered the development of synthetic lubricants. For example, conventional mineral-oil based lubricants could not meet extreme low- (Arctic) or high-temperature operations and fire resistance requirements. Synthetic base oils, a complex mixture of hydrocarbons, are the result of a carefully controlled chemical reaction process that produces a pure chemical of preselected composition. This reaction process produces an unlimited variety of products. Many synthetic-based lubricants are formulated with additives similar to those in mineral-oil based lubricants. However, some synthetics require newly developed additives. This is true of the fully formulated lubricants for internal combustion engines and heavyduty gear cases. Various types of synthetic-based oils used to formulate synthetic lubricants have certain advantages over conventional mineral-oil based products. These advantages are: Low pour point Low volatility Low toxicity High viscosity index High oxidation stability High flash and fire points Mineral base oils These oils are mixtures of a wide range of hydrocarbons. They are derived from crude oils by distillation, solvent extraction, and hydro-finishing/cracking processes. Mineral-oil based lubricants are blends of mineral base oils with additives to enhance or introduce specifically desired properties to the oil or suppress certain undesired characteristics. Mineral-oil based lubricants, widely available at low to moderate prices throughout the world, provide satisfactory lubrication for most applications onboard ships. However, in specific conditions, such as some filled-for-life systems or under extremely demanding operating conditions, mineral-oil based lubricants can fail and synthetic-based lubricants should be considered ash modifiers - soot sticks are basically ash modifiers which increase the melting point of the ash so that it does not stick on the economiser tube outer surface,the other type of ash modifiers are the ones which are

added to the bunker tanks directly.the examples of this type of ash modifiers are calcium carbonate,barium carbonate,calcium hydro oxide,zinc oxide. {source- reeds general} please also find out under which ship certificate does boiler fall as mr pakrasi (i.r.s surveyor) is asking this ,i asked one of the captains sitting with me in the waiting area he told me that it fall under continous machinery survey listings and offcourse a class approval certificate has to be there for the boiler 25th nov 10 am dgs. mr. datta mr. trassi all functions 3rd attempt fun 3 types of ship sailed. bad luck kharab hai i did all chemical 1. type of venting sys. explained my ships complete manual but not satisfied. did not tell me answer, told to ask mr. sharma from l.b.s. 2. polymerisation causes n den how to load cargo in tank if adjacent tank has cargo at high temp. 3. name cargoes requiring water padding. got scr***d frm every side.

fun 6 1. main bearing survey. told as it is frm smc manual. did not accept some points even aftr showing manual. so pls tak manual wid u n prove ur point. 2. crank shaft deflection n interpretation. as given in any book 3. n then d kind side of mr. trassi as mr. datta was not der asked me to answer any question of my choice. answerd piston overhaul frm smc manual. cargoes requiring water padding-1. phosphorous(both yellow and red)2.sodium disulphide water padding is layer of water is provided on the cargo to prevent it frm reacting with atmosphere. will get back when i get something more abt it. orals on 24.11.11 trasi &dutta fun 3 1.solas chapter 12 complete 2.hazards of oil tanker 3.marpol annex 4;holding tank full what will u do 4.what is ibc code and what is the difference between bc code and ibc code thats it finnaly cleared class 2 0.11.2011 Mr. Prakasi Fun 3: ballast water management MLC convention?procedure for getting it enforced in india. Corrugated Bulkhead How sealing is done for hatch covers? Fun 6: reverse osmosis plant. paint scheme of full ship liner running in procedure. Checks to carry out prior flooding in drydock. Goes digging down till we cannot answer Cleared fn 6 but still one bomb left. For liner running in he wants to know the feed rate of cylinder oil we increase in g/kwhr. Also asks the type of cylinder oil used for running in. Reverse osmosis plant operation, membrane material, chemicals added

3 attempt dgs trassi on 28.11.11 func 3 1. what is bulkhead stool told him it is bottom and top attachment to corrugated bulkhead 2. what is latest solas ammendments 3. what is isps and explain in detail also he asked which all ships does not follow i told him all ships follow s and it is mandatory as per imo 4. intact stability

Orals @DGS 25/11/11 Pakrasi & Banerjee/4th attempt Fn 6 1.FWG salinity increased.Reasons Ans:1.used FWG in near port areas/river mount n feed water is dirty...2.salinity ind faulty...3.distillate generation rate is too high....4.drop in vacuum...5.Condenser SW leaking.....ok 2.Accomodation A/C-tell abt how u maintain freshness of air,humidity n tell abt dehumidifier Ans:Freshness maintained by certain % intake of fresh air...asked me how much....said 30% fresh air...ok Abt humidifier i told him by steam inj/water inj.....abt dehumidifier-cool the air more than reqd so moisture gets seperated...asked me when u'll put A/C in full recircmode:when passing thru windy regions,if carrying cargo like coal(loading)etc....ok 3.What precaution u take when u take thrust block clearance n what is the limit? Ans: Take clearance at even keel...askd me frm where u gt this ans...said on ship trial record it was mentioned abt this ...clearance:0.5-1 mm n can go upto max of 2mm during engine service...said ok 4.Tell abt acumulation test in boiler? Ans:From the time safety v/v is lifted ,max firing,for Waree tube blr-continuos firing for 7 min and smoke tube-15 min,n press shuld nt rise more than 110%....asked me at what load firing-max firing load....said ok...
Some more common q yest: 1.Paint scheme-jus add binder coat of 50 micron after anticorrosive coat. ie betn anticorosive n antifouling coat ...rest same as per DJ eyres 2.diff betn conventional coating n self polishing coating 3.what trim value when ent DD Ans:Keep min so as to minimise the critical period n maintained avg of 0.5-1m bt depends on the stability criteria-ans given by 1 my last ship captain n v did DD last ship 4.Is both anchor chain same if nt reason Ans: It depends on the EN(equip number) which is calculated for each ship,so for that EN from the Standard table will get the total length of chain ,jus divide this total length by 27.5m n will get the total num of shackles...say eg if we fet 11 shackles then 1 chain of 5 n other of 6...if eg 12 shackles then both 6 each ...diff betn the 2 shuld nt b more than 1 shackle.....This is as per IACS. en=(moulded displacement)2/3 +2hB + (A/10) WHERE B=MOULDED BREADTH IN M;h=eff ht in metres frm SLW line 2 the top of uppermost house:A=area in m2 in profile view of hull,superstruc,n houses above SLW LINE 25th nov mehlotra and bakrashi

function3 1 wat is ballast management plan 2 contruction of anchor chain 3 manila ammendments 4 rudder carrier bearing construction 5 ism code and ispse code

ballast water treatment methods

By Padam Nabh, Anil Datta and Vishal Patil in meo class II Edit Doc Ballast Water Exchange Current ballast water regulations usually recommend minimizing the risk of introducing non-native species by exchanging ballast water in the open ocean. This method is effective because organisms from coastal waters are unlikely to survive in the open ocean and vice versa. Drawbacks to this method are: (1) it is difficult to completely remove sediments and residual water from the bottom of ballast tanks; (2) organisms stuck to the sides of the tank or structural supports within the tank will not be readily removed; and (3) during stormy or rough seas it is unsafe for a ship to exchange ballast water. Thus, organisms remaining inside the ballast tanks may be discharged at a later time into ports and harbors if the exchange fails to remove all organisms. There are also advantages to ballast tank exchange. Because it is done while the ship is en route, relatively little time is lost during the voyage. No additional equipment or operator training is needed for ballast exchange so the capital costs are low and it is a simple process to implement. Enforcement of ballast exchange laws can occur to some degree because open ocean waters have higher salinity levels than coastal waters and this difference can be detected by port authorities. In addition, Battelle, a research institution, is developing a quick and easy test for determining if ballast water exchange has occurred. The effectiveness of ballast water exchange could be improved by redesigning ballast tanks and pumping systems. Currently, most ballast tanks have one pipe that pumps water in both directions, but not at the same time. With the addition of another pipe, ballast exchange could be achieved by continual flushing of the tank with one pipe bringing water into the tank and another pipe allowing water to exit the tank. This would be a safer means of exchanging ballast because the tanks would contain water at all times. Another means of improving current ballast tank flushing would be to remove the residual water and sediments from the bottom of ballast tanks. Pumps, which are relatively inexpensive, could be installed in the bottom of ballast tanks to remove these residual materials, thereby reducing the risk of introducing a nonnative species. Ballast tanks could also be redesigned with a sloping bottom or other structure that allows

sediment and water to drain into a pump. Current ship designs often include structural supports and odd corners in the ballast tanks that trap organisms and ballast water. The possibility of trapping organisms in ballast tank structures could be reduced by designing ships that do not have these structures, redesigning these structures so they do not trap ballast water and organisms, or by installing small pumps in these areas to remove water during ballast exchange. Chemical Chemical biocides may be used to treat ballast water and prevent the introduction of non-native species. The specific type of biocide must be chosen very carefully to avoid harming humans or the environment. Biocides are usually shipped and stored in the form of a concentrated solid or liquid, so they can easily be stored onboard a ship. These are widely used industrial chemicals, so much data exists on their safety and effectiveness, although reactions between biocides and sea water that could produce harmful byproducts have not been extensively studied. The machines for applying biocides are reliable and need little maintenance, but their size may be a limitation when installing them aboard ships. A major concern with the use of biocides is the safety of the crew members who handle the chemicals. Because other dangerous chemicals that are used for lubricants and other functions on the ship must also be handled, training the crew to safely use biocides should be relatively simple. Another concern is whether residual biocides have the potential of corroding ballast tanks, pipes, pumps, and other structures. Some of the biocides that have been studied for ballast water treatment are discussed below. Two general types of biocides exist: oxidizing and non-oxidizing. Oxidizing biocides include chlorine, bromine, and iodine. These chemicals act by destroying cell membranes which leads to cell death. Chlorine is commonly used to treat municipal drinking water, but recent studies suggest that it may not be as safe to humans as once thought. There is also a possibility that oxidizing biocides may react with sea water to form toxic chemicals. Because of these reasons, it may not be safe to release water treated with oxidizing biocides into the environment. Ozone is an oxidizing biocide that has been used to disinfect water supplies since the late 1800s. Ballast water is treated as it flows through a device that bubbles ozone gas into the water. Most of this gas dissolves into the water, decomposes and reacts with other chemicals in the ballast water to kill organisms. Ozone gas is toxic to humans and contributes to smog in the lower atmosphere, so any ozone that does not dissolve must be destroyed before it is released into the atmosphere. Ozone is especially effective at killing microscopic

organisms, but is not as effective at eliminating larger organisms. Combining ozone with a treatment method that successfully eliminates larger organisms would be more effective than using ozone as a solitary treatment. The main drawback to ozone treatment is the large size of the ozone generators needed to treat a large volume of ballast water. Reactions between ozone and components of sea water may also result in toxic chemicals that should not be released into the environment. Non-oxidizing biocides include numerous chemicals that act by interfering with a necessary life function such as metabolism or reproduction. Most pesticides fall into this group of chemicals. Some of these biocides degrade into non-toxic chemicals within a few days, so if they are applied towards the beginning of a voyage they should have little effect on the environment when ballast water is released. Because of the time needed for deactivation, non-oxidizing biocides may not be the best option for shorter voyages. One non-oxidizing biocide is gluteraldehyde, an organic compound that kills a wide variety of organisms and is used in industry, for example to sterilize medical equipment. Gluteraldehyde has the advantage of being metabolized quickly when released in the environment to carbon dioxide, a safe chemical. Heating ballast water to temperatures between 35oC (95oF) and 45oC (113oF) and maintaining that temperature for a long enough period of time is effective at killing larger organisms, such as fish, but not as effective at killing microorganisms. Ballast water is heated by using the engine cooling system, either by using ballast water to cool the engine or by flushing ballast tanks with the heated water that was used as coolant. This is a very efficient method because coolant water is necessary and would most likely be discharged into the ocean if it were not used to treat ballast water. Another benefit to this method is that there are no resulting chemical byproducts. A similar method is used in heat exchangers used to cool houses instead of using air conditioners with a reverse process being used to minimize heat loss during the winter. The main drawback to either of the methods for heating ballast water is that they require the installation of pipes to bring the ballast water in contact with heat. Treatment is limited by the amount of heat provided by the engines, so the amount of ballast water to be treated must be compared to the heat released by the engines. In some cases, it may be necessary to be filter out dead organisms before releasing the heated ballast water into the environment. A number of factors need to be considered before using heat treatment on a specific ship or a particular voyage. The voyage must be long enough to

allow water to reach the specified temperatures for the necessary amount of time. Because the temperature of ballast water is affected by the ambient water temperature, this method may not be as useful in colder waters since more energy would be needed to raise ballast water to the necessary temperature. Another consideration is the possibility of ballast tank corrosion from the high temperatures. Because ballast tanks of newer ships are coated with a protective epoxy that can withstand temperatures up to 80oC (176oF), they are less likely to corrode than those of older ships. However, if the epoxy wears away the uncovered surface may corrode. Regardless, because heating only occurs for a short period of time as compared to the lifetime of the ship, corrosion may not actually be a major concern with this treatment method. A study in Australia modified a ship to flush ballast tanks with heated water from the engines cooling system while letting ballast water overflow onto the deck then into the ocean. Ballast water reached temperatures of close to 40oC (104oF) and most organisms perished. In this study 90% of the original ballast water was washed overboard so this method is especially effective because it kills organisms with heat and also flushes the ballast tanks. Filtration Ballast water can be filtered before it enters the tanks or while it is being discharged. The advantage to filtering as water is pumped into the tanks is that organisms that are filtered out may be retained in their native habitat. If ballast water is filtered while being discharged, proper disposal of organisms is required to eliminate accidental introductions. One of the main drawbacks to filtration is that it requires specialized equipment which may be expensive to purchase and install. The cost of filtration increases as smaller particles, and organisms, are removed from ballast water. Since the size of filters used to treat ballast water are not likely remove microorganisms, another treatment method would have to be used to remove microbial invaders. New technologies are developing ways to increase the flow rate through filters and prevent organisms from clogging filters, making this method of treatment more useful. The Algonorth experiment is a $1.3 million project in the Great Lakes that is designed to measure the effectiveness of ballast water filtration. A filtration unit, a testing laboratory, and peripheral equipment such as a trolley for towing a plankton net through a ballast tank were installed in 1996. A back washing mechanism cleans the filters and collects organisms to prevent their accidental release. In addition to removing larger organisms with the filtration method, another experiment will study which pathogens are carried in ballast water

and evaluate whether filtration with fine-meshed filters removes pathogens. Other Methods Other methods for treating ballast water are being investigated. These methods need much more research and development before they will be applied to ballast water treatment. Ultraviolet (UV) light is currently used in hospitals, homeless shelters, and prisons to kill microorganisms and prevent the spread of disease. UV lamps are being studied for use in municipal water treatment plants as a replacement for chlorine. This method is most effective on microorganisms, so would need to be combined with another method to effectively remove all potential bioinvaders from ballast water. One of the main drawbacks is that UV light is ineffective in water containing suspended matter, so ballast water may need to be filtered before treatment.

28.11.11 @dgs, mr.gadkar aand jain fn3: what is freeboard & reserve of buoyancy. what is angle of loll,if all tanks of pressed up will there be free surface effect, draw water tight bhd,start and ends where? draw and explain co2 system,what is the bottle pr?weight of the co2 bottle?,function of main valve?temp limits?what is the level of co2 in bottle,if level high and pressure low what will happen?where does co2 from pilot cylinder go? for co2 system i drew the old one.in bilge line we use sdnr vv. in this lid is not aattaached to the spindle, it is used to aavoid back flow of water to suction side. the vv. in which spindle is attached to stem is screw lift type vv. a low pressure means low temp to maintain liquid state..a liquefied gas expands spontaneously due to rise in temp..if level is also high,pressure will rise instantly wid temp Most frequent asked questions in function 3 1. Chemical hazards? 2. Types of chemical tankers with drawing? 3. CSR? 4. Draw rudder and explain? 5. Co 2 system? 6. Types of foam?foam ratio? High expansion and low expansion foam system diagram? 7. Latest co2 system amendments? 8. Latest solas and marpol amendments? 9. STCW manila amendments? 10. Solas chapter XII in detail with all regulations? 11. All chapters in solas? 12. ISM clauses? 13. Why ship required aft trim when docking? 14. Draw arrangements of attaching bilge keel to hull? 15. Collision bulkhead regulations with diagram? 16. Annex 6 latest amendments? 17. Ballast water management convention? 18. Why freeboard less in oil tankers? 19. Why GM is high in oil tankers?

20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64. 65. 66. 67. 68. 69. 70. 71. 72. 73. 74. 75. 76.

Types of crude oil carriers and their length and deadweight? IG composition? IG safeties? COPT safeties? Prepration as 2/e before load line survey? Draw transverse bulkhead (corrugated type) of bulk carrier? What is ISPS and all chapters? MSDS contents? ISM chapters and which ship applies to? Advantages of bulbous bow and diagram? Palm oil category and carried what type of vessel? Cross section of lpg, lng and crude oil carriers? Difference between economizer safety valve and boiler safety valve? Types of floors?draw from DJ ires. Intact stability and damage stability criteria? Bulkhead stool diagram? Lifeboat davit maintainence? Bulk co2 system regulation? Difference between IOPP certificate of tanker and bulk carrier? What FTP? Explain? Difference between main and auxillary steering gear? Regulation and requirements of steering gear? Steering gear safeties? Emergency fire pump regulations? Emergency generator regulations? Requirements of low location lighting system? Difference between flame arrestor and flame screen? STCW manila amendments chapterwise? Difference between hydrocarbon meter and tankscope? Caliberation of tankscope? Imsbc code? BLU code? Difference between IGC and IBC code? Difference in fire fighting plan of chemical tanker and an oil tanker? Explain HSSC? Mast riser safeties? Types of keels? Co2 5 year and 10 year routines? What are web frames?draw and explain? List of four MNC for suspension of DOC? Explain everything about MLC? What is DMLC? Hypermist regulations? 15 portable equipments carried under ISPS? STS regulations? NOX reduction method? Sox values in ECA and non ECA area? Nox tier 1, tier 2, and tier3? Risk assesmnet? Types of risk? What is MRCC, SSAS,AIS? Angle of loll? Inclining experiment? Life boat on load and off load release with diagram? Latest life boat regulations? Difference between ESP and CAS? How anchor chain bitter end is connected?

77. Define MNC? 78. Anti fouling system.explain? 79. What is CLC? 80. Requirement of double hull and double bottom? 81. Green house gases? 82. Contents of SOPEP manual? 83. List of certificates checked by PSC on board? 84. What is accident, incident and near miss as per ISM? How to report to the company? 85. Garbage disposal regulation? 86. Action in case of OMD alarm? 87. What is used to protect the cargo tank from corrosion in oil tankers? 88. 2/E responsibility on board? 89. How will you know that your ship following ISM code? 90. What is VOC? VOC management plan?means to avoid its emission? 91. Hypermist system nozzle diagram? 92. Explain warming up procedure for COPT? 93. If there is a fire in engine room and all co2 bottles are unlashed then can we release co2? guys above questions asked very frequently by most of the surveyors in function 3 as per my observation. 28.11.11, banarjee and pakrasi 4th attmepts at dgs appeared for fun 3 and 6, function 3 1. wht is isps when it came into force .explain 2.wht is dos.wht all information is exchange between dos . 3.explain co2 system maintenace .5yearly,10 yeraly and 15yearly.wht new regulation had came for co2 sys . 4.types of floors.where it is placed and draw bracket floor.. 5.how bedplate is attach to tanktop...draw fun 6 what is boiler bulging.what step u recommand for rectification. ref comp short cycling .reason before flooding wht all u check he was in hurry to go so mep fuc he aws not listening and he alraedy make her mind to give one fuc ..

.BY THE FIRST SCHEDULE DRY DOCK AFTER 1 JAN 2010 FIXED CO2 FIRE FIGHTING SYS FOR THE PROTECTION OF MACHINERY SPACES AND CARGO ROOM ON SHIPS CONSTUCTED BEFORE 1 JULY 2002 SHALL COMPLY WITH PROVISION OF 2.2.2 OF FSS CODE.TWO SEPARATE CONTRALS SHALL BE PROVIDED. dgs 28.11.11 banerjee and bakral or bakrasi whatever fn 3 1. csr...... 2. ism chapters with ammendents... 3. risk assesment... till now everything was smooth... now comes the bomb 4. stern frame testing 5. classification of anchor Welded connections of large cast or forged components (stern frame, stern boss, rudder parts, shaft brackets...) should be tested over their full length using MT or PT and at agreed locations using RT or UT. MT - Magnetic particle testing, PT - Penetrant testing, RT- radiographic testing, UT - ultrasonic testing Hope this helps guys if u want i will upload file

orals on 28.11.11 dutta n trasi specialities of A/E connnecting rod what r detuners? FWGsalinity increases.reasons. Properties of Lubricating oil of M/E. Peak pressure n compression pressure of your engine. Con rod specialities:I-section,serrations,oblique cut abt detuners they r frequency controlled devices used to change the frequency of the system.refer deven aranha Engine modifications For conversion from MC-C to ME-B engine: Supplier Hydraulic Power Supply unit HCU block Alpha lubricator ME-B camshaft ME-B chain Electronic governor Tacho system Removal MC-C camshaft MC-C chain Fuel pump actuating gear, including roller guides and reversing mechanism Conventional fuel pressure booster and VIT system Electronic governor with actuator Regulating shaft Mechanical cylinder lubricators

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28th november....gadkar and jain.. fn 3 : co2 system to draw and explain everthing...including bottle pressures and accidental release why at 52 bar why not less...in liquid or gaseous state... ans: stored at 52 bar in liquid state.coz gaseous would be too large container..52 bar coz that much required to make it to liquid form..pressure switch in line which will give alarm in case of accidental release.. what is negative GM..what if ship at port with -GM and a small mass is added to port side what will happen ans: if mass added ship will list to port...upto where?.....until g and m coincides.. what is angle of loll what is free surface effect...what happens due to free surface effect... what is collision bulkhead..location, strenthening,why 5-8% why not more..why thicker at the bottom....what type of framing types of frames what do u know abt ism,who prespares sms, what is smc and doc...any guidlines abt preparing sms.... fn6: hydrophore short cycling...what to check...wanted to hear guage glass...how much should it be filled and upto how much will u charge air... piston removal checks...liner inspection....checks on engine room crane

wants to hear abt liner cleaning,liner calibration..values for wear and ovality.. piston checks...wear on crown,piston grooves ,piston ring checks, coating on piston and rings,,,ring clearances and wear limits cam removal process Orals on 25.11.11 @ DGS Mr Pakrashi and Mr Banerjee 4th Attempt Fun 6 1.Transmission gear material for sulzer. 2.Air conditioning temp and humidity range in cold and hot climate. 3.Lub oil analysis report. 4.Paint scheme used for hull. 25.11.11 Trassi & Dutta Fn 3 Annex IX amendments Members of IMO Does Imo have list of Countries not following ISPS Types of keel

Fn 6 Exhaust valve overhaul Chain tightening procedure Jerk fuel pump lead Axial detuner overhaul axial detuner is provided for reducing axial vibrations. it consists of a piston with oil on both sides. oil flows continuously from main l.o. pump... if shaft moves aft, oil from aft chamber drains... thus reducing vibration, later fills up again. for more details refer sulzer manual.

Orals dgs.25/11/11 Pakrasi nd mehrotra Fun 3 1.MNC???told him bout ows not working...then what is ur course of action.asked in detail.told him that ship is Nt allowed to sail if mnc.....don't knw the answer 2.csr????who issues it nd who prepares it?how many port of call in csr??? 3.type of stem in fwd of ship 4.how the stern frame is attached? Func6 1.cross blow down nd advantage 2.dynamic load test of lifeboat nd how vl u carry actual simulation for testing 3 fridge compressor shortcycling reasons 4.paint scheme of hull?diff between chlorinated rubber lining ,anti polishing nd conventional paint?cud Nt answr Cross blow down adv r that v can cum to knw easily in valve der is blockage mnc's can be brought down to nc den the ship is allowed to sail and a time frame is given to cler the mnc.

1) 2)

CH 12 of bulk carrier 2) From where you enter the torsion box in container ship? 3) What is the type of door in engine room to torsion box? torsion box on container vsls are the under deck passage ways...below the main deck..runnin fm fwd to aft...on d port n stbd sides..dese added strength to the vsl due to their construction these are accessed from the engine room...basically these r tunnels runnin d enitre length of the vessel...on either side.. The door from the ER to the Torrsion Box(a.k.a Passageway/Shoulder way/under deck passage/Also used as Emerg. escape from ER) is a water tight door.Had it on all my ships. Foir torsion box in my ship both from the engine room at the ecr level p&S, one from steering flat and other from the fwd before collision bulkhead.......and the door for torsion box ias watertight....i am not sure about fire resistant beacuse below water line the ship has to maintain water integrity so watertight....in fact all opening should be watertight. the above answers are correct. all are watertight, 2 in engine room (port stbd), steering room, and fwd - aft of collision blkhd. oral on 24 nov mehrotra n bhakral fn-3 1) chapter 12 of solas and what is enhance survey program for bulk carrier 2)ism amendments chapter wise 3)anchor chain lenght stbd and port ?how to measure anchor pin clearance? 4)bulkhead stool?how it stiffened?draw 5)bulbous bow stiffening? 6)how hatch cover sealed?material of rubber?cross-section of rubber material,draw?cross-section of railing on which it sealed,draw? cleared fn and cleared class 2 bad day..faced Trassi first time..wash out... 2nd attmpt.. Fn 3 1. Deck fire fighting system. 2. Hold half filled..actions to be taken..told him all the points from grain code reg 17 of part A..not agreed...if anyone knows the ans, plz post 3. life boat avg mass increased..from 75 to 82.5 kgs..what to do for existing ships..said have to install new equipments accordingly..wrong Fn 6 1. main brng survey 2.why trim by aft b4 entering DD 3. types of threads..DB plug thread few more questions..answered almost all..Mr datta was not their.. Trassi asked me from where did u do ur preparatory..said LBS.. gave me a strange look..said IME students r better prepared..prepare well next time.. I was expecting atleast Fn 6 n asked for it also..but he refused.. Welded connections of large cast or forged components (stern frame, stern boss, rudder parts, shaft brackets...) should be tested over their full length using MT or PT and at agreed locations using RT or UT. MT - Magnetic particle testing, PT - Penetrant testing, RT- radiographic testing, UT - ultrasonic testing

guys, how to measure the extent of scaling in the boiler tubes. Terassi is not accepting stroboscope!
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Like Follow Post November 28 at 11:09am

Manodaya Shirodkar ultrasonic flaw detectors November 28 at 12:39pm Like

Manodaya Shirodkar http://www.olympus-ims.com/en/applications/measuring-oxide-scale-boiler-tubes/

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http://www.scribd.com/doc/73980960/Axial-Detuner-Maintenance http://www.scribd.com/doc/73980792/Axial-Detuner-Operation
Trassi is askin the diff betn MC n MC-C MAIN BEARINGS Ans: The ans which he gave 2 one candidate is MC-C the top keep is in 2 piece While in MC its a single piece. Pakrasi askd 1 of my frnd 2 draw the 2-s bottom end bolt Ans:Shank dia 0.9 times the root dia as discussed earlier ...jus draw a rough diag (stud) ...cross Q is how locking is done....n he wants 2 hear castle nut(as this ans he only gave )....i hav nt seen this castle nut thing bt wen he ask this Q jus giv this point he will put right as he did 2 2 boys on 25th

actually this locking in not required for hydaulic tightened nuts...its only required for manual tightening as the bolt is subjected to torsion and there is tendency for nut to slacken when subjected to fatigue loads.... November 27 at 5:34pm Like

Jacob Paul I guess even mc has also got two part top keeps,atleast the small bores say 50 mc. November 27 at 8:27pm Like

Vikas Thakur jayson it s other way round Orals Fn 3 What What Draw @ Dgs Trassi And Dutta sir, are stresses in large container ships? is parametric rolling web frames

http://www.scribd.com/doc/73746811/Container-Stresses http://www.scribd.com/doc/73894314/Cylinder-Liner-Feed-Rates
Meo class 2 nov viva 24th nov dutta trassi fn 3,4 & 6 Fn 3 types of ship u have sailed on

Type of lpg u have sailed as per IGC code types of chmeicla tankers tell me all latest ammedments u know as per solas types of cargo discahrging on ur product tanker how was dischraging done on lpg carrier types of cargo carried fn 4 & 6 combined types of engines u have sailed stroke bore ratio boiler steam drum internal fittings and whats all cheks u will carry out main bearing survey to be carried out tell main air compressor safeties and position how will u calculate bhp from power card Fun3 :1. Types of ship , company you worked in. 2. Chapter 12 , solas. 3. What is bulkhead stool in bulk carrier? 4. From where you enter the torsion box in container ship? 5. What is the type of door in engine room to torsion box? 6. Previous question of your choice !! I said ballast water management. He said go ahead .... While explaining the microbes sizes , he immidiately says you are passed .. Good ! Faced trassi first and last time. Looks like he already make up in mind to pass guys with single function .. Dg shipping 25.11.11,4th attempt pakrasi&banerji only pakrasi took d orals. started with which fn,which was ur last attempt then he saw theory result,which qu u were failed to anwser last time.i said MNC then he started fn 3 1) def. of mnc,who gives it ,wat if OWS is pointed mnc n u r at port without spares and u have to sail. which documents to be examined by psc. I said psc or surveyors gives mnc, and for ows psc officer will give stipulated time and check oil record book,log book entries, mean time spares has to order n inform to company and flag state. 2)csr in detail,list all 14 points,how many last ports listed in csr? ans;i had gone thr all 14 points ,abt ports i was blank i said it is issued to every ship n whenever owner changes or flag state ,it shd be onboard. 3)stam types? ans;bar stem ,flat stem (it is plain stem but he accepted), 4)what is soft nose n hard nose i drew normal ship fwd diagram but i was not sure so gave up 5)how stern frame attached to ship. ans: by welding ,with flat bars,showed drawing but he was not happy. lots of xqu for all anws. fn 6 1)how many hrs is d running in braking in period for new cyl liner?wat changes need to do? said normal sulfer n load and cyl lo combination with running hrs 2)fwg production reduced give 5 resons? 3)dry doch checks before flooding? 4)difference between conventional, clorinated rubber and anti-polishing paint. i told paint scheme of ship and paints used but he wanted properies difference.unable to satisfy him. he said to wait outside type of battery used to start emgy gen anyone knows ... help please sealed typ././.nickel cadmium /./.refer mcgrg pg no 7

trassi & dutta fn3&4b:lpg cargo pipeline system,type of ship as per IGC,type of cargo carried,Type 2 chemical tnker as per ibc,mandatory maintenance on lifeboat davits as per solas.carburator function,itz working,whr used...aircomp & engine diffn,synthetic oils,smc &mc-c engine,wants many points....fn5:ESb saftiess n solas chpter...mcb trips n how to try out each of them,single phasing,effects,protection for this,fuses used onboard.cleared fn 5..thanx for this group n all d best for rest of d guys. 25/11/11 trassi n dutta function 3 . 1.type of gas carrier sailed on...damage criteria for gas tankers. 2.intact stability n damage stability. 3.companys approach to get ism done. 4.role of DPA 5.keyless propeller fitting procedure 6.test on rudder in drydock. result : passed and cleared class II ..... Thanks to the group for valuable inputs and special thanks to ryan monteiro for supporting me all along ...also thanks to subhash bhakar n santhosh shetty..thank you guys.... all the best for the guys appearing for orals....

https://www.facebook.com/groups/132533590136853/doc/252461984810679 / http://www.youtube.com/watch?v=ewqaRMGv2mE
Orals at DGS on 24/11/2011, 1000 HRs, Banerjee and Trassi, Fn 6 Purifier overflowing after being o'hauled by 3/e or 4/e, what checks will you carry out as 2nd engineer Fwg how to check for leaks on the shell of fwg Upper part Vlcc centre tank measures taken to prevent corrosion: i told him about using corrosion resistant steel for construction, he said it will be too expensive. i started with basics: lo fo tem, hi back pr, water accumalation in sett tk , all were "ok'd" by trassi, but i think the answr to give here is that amps and in particular bowl rpm is lo as friction coupling is worn out, renew the same fill up with fresh water to the top and and attach a hose to give a head of a metre or so above the top of the shell, this will cause the water to leak out of shell1 fn 3 1. types on ship u worked 2. ism coe aapplications 3. wat r cant frames 4. annex 4 discharge criteriaa 5. hazaards of oil tankers

1. product tanker, wat type of ig, ans: inert gas generaator November 25 at 1:56pm Like

Creshill Dourado 3. caant fraames used in cruser stern, plaaced at an angle to the center line of the ship, strenthned by cant beams

November 25 at 1:58pm Like

24.11.2011, DGS, Dutta & Trassi, 5th attempt got Fn 4b. First three attempts washout, fourth attempt 5&6. Which type of ships? (Crude tanker and bulk carrier) Fn3. 1. What r chemical tankers main hazard? Ans.Fire, health, spillage, reactivty & static electricity. 2. What is latest ammendment for life boat carrying capacity? Ans. Avg wt. fo person increased from 75kg to 82.5 kg... What is the provision for existing life boats?? Reduce carrying capacity. So u will reduce the crew, I got stuck there. 3. Solas chapter 12? I was not prepared for this, I could only explain him 2 points. Got this also wrong one more thing he said hav d latest criteria for co2 testing for d year 2011 on dg site so pls bros find it out. TRAASI 25.11.11 fn 4 n 6 1. fuel p/p timing 2.where detuners aaare locaated 3. what is synthetic oil 4.how to find extent of boiler tube scale 5.main bearing difference between rta & rnd 6.wat action in case of OMD alarm Trassi and bannerjee 24/11/2011 Safety function 3 1.latest regulations regarding co2 testing system 2.changes in lifeboat after change of weight from 75 to 82.5 3.reason of polymerizaton Anchor chain is horizontally aligned on dock shore bed.washed with high pressure water jet to clean all mud and adhere to it.chipping is carried out and then measurements For Copt normal warming up procedure I said we have power packs for running electrohydraulic motor bakral n mehlotra.. Fun 6 Running in of linear ..which tbn oil..which fuel oil. Lub oil report analysis edge prparation for connecting sheer strake...what to hear gauging process. N radio istopes testing to find defects.i could not figure out where gauging was required.may be to do the v edge. How to find lose stud in the chain link..dont know pre flooding checks. How rope guard is connected. Bolted to Propeller hub.told me to draw. Painting schemes..difference between conventional n self polish schemes.isantifouling paint directly painted on the corrosion inhibitor. At management point wht u will check.said paint composition given on mfg data sheet n msds.

Why 2 stroke bottom end bolt r not changed.draw the arrangement showing how the bolts r locked...wanted to hear castle nut.n a pin passing through the hole in the stud..
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Like Follow Post Nove

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What is the provision for existing life boats regarding ammendment about Reduced carrying capacity? anyone plz..
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Like Follow Post November 24 at 8:35pm near Mumbai, India

Karthik Reddiar new equipment to be fitted where a clear guideline by flag state November 24 at 8:41pm Like

Ramesh Yadav karthik..u mean to say new life boat or rescue boat? November 24 at 8:46pm Like

Karthik Reddiar yes...coz even for free fall,new enhanced seating regulations have come...source of my info is BIMCO.. November 24 at 8:47pm Like

Ramesh Yadav ya I cheked that one..was not sure @ new lifeboat/rescue boat..tks karthik November 24 at 8:50pm Like

Ramesh Yadav any idea @ co2 sys testing requirement? November 24 at 8:51pm Like

Karthik Reddiar don knw wats the new ....i suppose should be the same 2009 one.. November 24 at 8:55pm Like

Ramesh Yadav vipin..link for 2009 co2 syshttp://www.mardep.gov.hk/en/msnote/pdf/msin0939anx1.pdf November 24 at 9:05pm Like

Vipin Nambiar thanx ramesh.... November 24 at 9:07pm Like

Ramesh Yadav The co2 maintenance given on DG site is dated on 2003..so the new req has to be the one in 2009..tks Karthik Reddiar November 24 at 9:25pm Like

Karthik Reddiar Ramesh Yadav best way to find out any new regulation is to check MSC/MEPC circulars on imo site...its updated regularly.... November 24 at 9:28pm Like 1

Amrat Panwar Ramesh Yadav regarding Lifeboat capacity...the reg say average mass of the persons should be 82.5 kg...that means if cpacity of 25 persons before then total weight 25*75(before weight) which is 1875 kgs but now as per 82.5 kg no of person to be 1875/82.5 = 23 persons can sit only if weight is 82.5kg what if someone weighs 60kg and some 90kg..the overall weight of lifeboat not to exceed........this is what i understand by average weight of occupants in lifeboat.......guys comment...this is what i can inferr.... November 24 at 9:54pm Like

Amrat Panwar Ramesh Yadav November 24 at 9:54pm Like

Ramesh Yadav Amrat..what i understood is that the lifeboat is approved for an avg mass of 82.5 kgs so if the boat is capable of carrying say 32 occupants then it cann't accomodate another person even if the avg mass is less than 82.5. November 24 at 10:02pm Like

Amrat Panwar provided that all 32 persons weigh 82.5kg.....if 32*82.5 = 2640 kg...i think if the weight is less than 2640kg say.......2550 then another or 33rd person with max weight of 2640-2550 = 90kg can be accomodated....i think so.....but not sure,,,what do u say November 24 at 10:06pm Like

Ramesh Yadav no Amrat..its not like that..u cann't exceed the no of occupants in a lifeboat or rescue boat..but u can have less people..In other words..u cann't add extra seat in a life boat..so how will u accomodate? IMO has only increased the avg mass for individual..allowing more space in lifeboat in terms of mass..but it doesn't give any flexibilty in terms of no of occupants..thats what i think.. November 24 at 10:12pm Like 1

Amrat Panwar so we have come to a conclusion that...the seating capacity remains same .....in terms of occupants...but in any case to maintain average mass of 82.5kg so ...that means old life boat has to replaced with new ones....also the reg speaks for ships after 1st july 2010 November 24 at 10:45pm Like

Amrat Panwar before 1st july 2010...i never understood the words
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GUYS CAN ANYONE THROW LIGHT ON CSR ...AS FAR AS I KNOW THAT IT THERE THROUGHOUT THE SHIPS LIFE......AND...only pertaiinig to ships particular ans IACS and IMO no etc......does it have to do something with engine room like said on earlier post.....
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Like Follow Post November 19 at 8:22pm near Mumbai, India

Sukesh Karanth bhai csr is given in detail in Solas chapter 11-1 November 19 at 8:33pm Like 1

Sukesh Karanth only for the sake of safety & security November 19 at 8:33pm Like

Hemant Upadhyay csr stands for continuous synopsis record.an ammendment to solas chapter XI-1, requires all ships to have on board a CSR, which is record of the history of the ship, atleast from 1st july 2004. it shall be issued by flag state administration in a format developed by IMO. it shall contain 1 name of the ship and its nationality. 2 date and port of registry. 3 flag state registry. 4 name and address of the registered owner,bareboat charterer and company responsible for safety management activities. 5 name of classification society. 6 name of adminiostration or contracting government or recognised organisation which has issued DOC. November 19 at 8:37pm Like 4

Hemant Upadhyay 7 name of adminiostration or contracting government or recognised organisation which has issued SMC. 8 name of adminiostration or contracting government or recognised organisation which has issued ISSC specified in part A of the ISPS code. 9 IMO number 10 date of closure of the ship registry. November 19 at 8:39pm Like 2

Amrat Panwar GUYS i have read that but some one posted that ...it is maintaing the normal parameters of engine room and keeping a record of that...so thought of making it clear...anyway thanx a lot November 19 at 8:42pm Like 1

Amrat Panwar thanx a lot for clearing it November 19 at 8:44pm Like

Sandeep Kumar Yadav can any body tell me what all information given in csr related to isps? November 20 at 9:28pm Like

Amrat Panwar refer solas ch XI-I reg 5 November 20 at 11:01pm Like

Sandeep Kumar Yadav thanks amrat November 21 at 10:18am Like

James Vincent is csr applicable to all ships??? November 21 at 4:01pm Like

Rajesh Betha the authority which has issued the ISSC CERTIFICTE should be included in the csr November 21 at 8:30pm Like

Amrat Panwar yes also SMC & DOC November 21 at 8:31pm Like

Lenon Colao Bhosle asked me if CSR IS compulsory on ship and wether ship can sail without it? told him yes. it is compulsory and ship cannot sail.said that it is a requirement that the flag state issues the CSR and a updated CSR is allways maintained on board. He then read whole chapter X1-1 and told me it is not clearly stated in the chapter. and that ship can sail without CSR. any one any idea on this? November 22 at 5:07pm Like

Ramesh Yadav talked to Mr Samant regarding CSR..he said it is compulsory otherwise if there is change of class, then new class will not accept unless the CSR is available..but he is not very sure. Also the first line says..Every ship to which chapter I applies shall be issued with a Continuous Synopsis Record...so that way it becomes mandatory..comments plz November 23 at 1:36pm Like 2

Amrat Panwar The criteria say For ships constructed before 1 July 2004, the Continuous Synopsis Record shall, at least, provide the history of the ship as from 1 July 2004. So before 2004 it was not compulsory only after 2004 it became mandatory November 23 at 4:04pm Like 1

Amrat Panwar i hope i am correct.....correct if any mistakes November 23 at 4:04pm Like

Hemant Upadhyay correct November 24 at 7:39pm Like

Ramesh Yadav REVISED LIST OF CERTIFICATES AND DOCUMENTS REQUIRED TO BE CARRIED ON BOARD SHIPS..dated sep 2011 in IMO circular..it includes CSR..so mandatory November 24 at 10:14pm Like 1

Amrat Panwar check for coating technical file that too became mandatory
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esult : fn 4 and 5 two more to go.........thanks to group and special thanks to NG SRINIWASAN , VIKAS THAKUR AND PADALKAR :) FN3: 1. wat type of ship sailed on. 2. chemical parcel tanker venting system....all different cargo simultaneously ....consider all toxic cargo... guys please help.... 3. new regulations for co2 system testing.... 4. types of gas carriers as per solas... fn 6 : 1. hydrophore short cycling 2. main brg survey....he wants word by word correct not even single mistake....... 3. boiler internal mountings....he wants how it is located their fns and how they attached or connected....

http://www.imo.org/blast/blastDataHelper.asp? data_id=30889&filename=123.pdf
guys any ans off these recently asked questions? why p n sb chain length r not same? slop tank discharging criteria on chemical tnkr? if doc expires wat happens to smc? wat is wasted bolt? provision for expansion of fo.heater coils? please post squatting effect diagram if anyone have or how does it look like?
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Like Follow Post November 22 at 10:21am

Creshill Dourado if doc expires, smc will aalso expire. correct me if wrong. November 22 at 10:26am Like 1

Pravin P. Ghadge there is no provision for f.o. heater as this heaters are normally in spiral coil form .........i guess this is the answer .. November 22 at 12:07pm Like 2

Pravin P. Ghadge Waisted bolts are used for four stroke big end bearings .....as they have a waisted bolts because they have slightly less shank dia and easy to go in ...... November 22 at 1:05pm Like

James Vincent wasted bolts are bolts whose shank dia is .9 times the dia of the root diameter of the thread November 22 at 2:29pm Like 1

Karthik Reddiar For heater expn Read mcgeorge. November 22 at 3:10pm via mobile Like

Karthik Reddiar The total length of chain cable required shall be equally divided between the two anchors.If anchor chain total length is an uneven number of shackles, no more than one standard shackle (27.5 m) difference in length is allowed between the two anchors. November 23 at 11:09am Like 2

Datta Rohakale karthik pls elaborate ur ans. November 23 at 1:32pm Like

Karthik Reddiar Datta Rohakale above info abt anchor is from rule book of DNV..the length is calculated using some formulae which includes displacement,superstructure area, and many..also the rule says that one chain cable not more than 27.5m and should be odd no. of links..i think the above is self explanatory...refer their rules if u need mre clarity..... November 23 at 2:14pm Like

Kunal Kotian @ Pravin P. Ghadge IF THE HEATERS ARE NOT SPIRAL THEN THE OTHER END IS FREE FOR EXPANSION.. November 24 at 10:53am Like

Pravin P. Ghadge no idea bosssss......... November 24 at 12:01pm Like

James Vincent @kunal...but dude how do u provide sealing?? November 24 at 12:50pm Like

Karthik Reddiar ok James Vincent here it is on page no. 5 mcgeorge marine aux mac... November 24 at 12:52pm Like

James Vincent thanx karthik but if im not wrong in mcgeorge..it mentions the free end ...but i want to know wats the material used for sealing between the safety leakage ring...coz u cant use an ordinary oring November 24 at 1:03pm Like

Karthik Reddiar its given there..synthetic rubber O rings.. November 24 at 1:14pm Like
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Whom Isps is applied ? Some1 pls answer wht Mr bakral likes to hear
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Like Follow Post November 22 at 1:40pm via mobile

James Vincent all ships above 500 gt and indian coastal vessels above 300 gt November 22 at 2:09pm Like 2

Sandeep Kumar Yadav all passenger vessel and cargo ship 500 gt and above. November 22 at 2:23pm Like

Lenon Colao bakral wnats the answer given by james November 22 at 4:58pm Like

Fazal .z.peter yes specifically he wants answers reg ind coastal vessels November 22 at 5:37pm Like

Vikas Choudhary dg shipping extended d scope of isps to vessels below 500 gt , not engages in international voyages , and " river sea vessels (RSV) " wid effect from 15-05-2011 November 22 at 8:48pm Like 1

Amrat Panwar ISPS is now for all type of ships ...regarding GT i guess it is 150 GT.... November 23 at 3:57pm Like

Ramesh Yadav Amrat..where did u find 150 GT coz solas says >=500GT for cargo ships. All pass ships, MODU n port facility must comply with ISPS. n where is it given that >=300GT for Indian coastal vsls or RSV..plz post any link..

November 23 at 5:39pm Like

Amrat Panwar i think i read it on dg circular...i will confirm the same November 23 at 5:43pm Like

Ramesh Yadav Vikas Choudhary is right..its not 150 or 300..its for vsls <500GT and for RSVs..checked on dg site. November 23 at 7:33pm Like

Amrat Panwar Ok...... November 23 at 7:44pm via mobile Like

Praveen Abisake for indian coastal v/l its 300 grt ( mr.bakral told me himself in my orals) November 23 at 8:10pm via mobile Like

Amrat Panwar Praveen Abisake i think ur correct beacise one of the vessel i went for surver a very small crew boat cannot recollect GRT....i went for isps audit... November 23 at 10:59pm Like

Amrat Panwar Ramesh Yadav check this out..taken from dg November 23 at 11:01pm Like

Amrat Panwar a. Trading ships of more than 3000 gt engaged in the coastal waters of India; b. Ships less than 3000 but more 500 gt engaged in coastal waters of India; and

c. Ships less than 500 gt operating in I.V. Water limit, harbor/port facility limits, sheltered waters and the restricted areas where there is common interface with foreign going ships. November 23 at 11:01pm Like

Amrat Panwar Ship less than 500 GT in IV water November 23 at 11:01pm Like

Amrat Panwar http://www.dgshipping.com/dgship/final/notices/ntcir9_04_isps.htm

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q:main air compressor safeties and location? A:1 unloader 2 fusible plug in after cooler air side 3 non return valve in discharge side 4 bursting disc on intercooler water side 5 relief valve on oil system 6 crank case breather 7safety valves on both stages trips are as follows: lub oil low pressure trip air high temp trip jacket cooling water high temp trip motor overload trip

hemant can you please write trip values for air and water. October 22 at 5:18pm Like

Hemant Upadhyay cant remember will find out.

October 22 at 6:21pm Like

Ajit Kumar hemant can u tell me how fusible plug is there in after cooler air side since air is inside the tube and water is around the tube. October 23 at 12:43am Like

Ajit Kumar air temperature is 95 dgree and water temperature is 80 degree centigrade for alrms and trips. October 23 at 12:44am Like 1

Ajit Kumar how relief valve on oil system in compressor October 23 at 12:46am Like

Hemant Upadhyay attached lub oil pump discharge side has relief valve. October 23 at 11:14am Like

Ajit Kumar hemant tell me about fusible plug,how on air side on after cooler October 23 at 4:13pm Like

Ajit Kumar since once it's melt air will be in direct contact with water and cooling water pr will b more October 23 at 4:15pm Like

Mushrraf Ali compressor have high air temp trip at 95 and water temp at 80 means two safeties for temp going high.also they are routinely tested for functioning.have not come across fusible plug in sperre comprs.correct if anyone noted on sperre. October 24 at 6:28pm Like

Hemant Upadhyay hii ajit..fusible plug is fitted on the aftercooler discharge head now if fusible plug melts there will not be direct contact with water as it is on the discharge head October 24 at 8:15pm Like 1

Irfan Solkar guys Trassi asked me the exact location of relief v/v, i told him on disc side, but he wants the axact location October 24 at 9:59pm Like

Hemant Upadhyay relief valves are provided after each stage on top of cylinder head. i have seen this on yanmar compressor. October 24 at 10:03pm Like

Hemant Upadhyay relief valves must be at the air outlet of each stage.. October 24 at 10:24pm Like

Irfan Solkar yes hemant i have seen it October 25 at 10:23am Like


Subodh Pillai any one...what is the exact location of bursting disc? November 21 at 7:21pm Like

Rajesh Betha with respect to temp limitation classification society require that the comp should be so designed that the air disch to the reservoir should not substantially exceed 93 ( pls chk mc george pg no 47) November 21 at 11:51pm Like

Chaitanya Deshchougule bursting disc location is on inter cooler, after bursting water comes out. it can burst if water press is more that may be because of air leakage in inter cooler,leaky cooler tube. November 22 at 10:50am Like 1

Anil Samotra Gowtham Dhulipalla: yaar which seprator is this for 1st stage releif valve?? orals 14 nov @old mmd trasi & dutta fun3 1. what type of ships sailed 2. what type of cargo carried. 3. safeties before loading coal and loading. 4. safeties & checks during sailing and discharging. 5. what is stool 6. types of bulk carriers. 7. what is GC code and lots of cross questions fun4b & 6 1. types of engines worked 2. what is the diff b/w smc and mcc engines 3. diff b/w man b&w -----sulzer main bearings 4. safeties of main air comp 5. location of safety valves and bursting disc 6. what type of valves on main air bottle for m/e starting air 7. safeties of starting air explosion (lot of cross q and lot of argument and finally proved that what i have seen is right regading the deaerating hole on the main air manifold. 8. how do u avoid starting air explosion . 9. how do u check starting air valves in place. 10.how to check timing of sulzer fuel pump. 11.what type of mooring winches u have seen.(hyd) 12.what action u will take if the rope is slipping and not getting tightened. 13.boiler survey period.