1.

differentiate between a product and crude oil tanker

Ans; product tanker oil tanker engaged in carrying oil other than crude oil is termed product
tanker
chemical tanker a ship constructed for the carriage in bulk of any liquid product listed in
chapter 17 of IBC code ( international bulk chemical code)

2. how will you motivate a multinational crew

Ans;
use simple English and hand symbol
respect their cultures
praise good behaviour
pat on back
povide monetary incentives
fair appraisal, promotion
use common language
food is served without descrimination
means of recreation, CDs and magazines of their nationality
provide good working atmosphere
conduct social gathering, parties
provide equal oppurtuinities
recognize hard work
3. major non conformity example and definition
Ans; means an identifiable deviation that poses a serious threat to the safety of
personnel or the ship, or a serious risk to the environment, that requies immediate
corrective action, and improves the lack of effective and systematic implementation
of a requirement of this code
Ex- invalid certificates or documents
Emergency generator cannot start
Oil record book not available
Non conformities rasied during last internal audits are still pending
4. non conformity example and definition
Ans; means an observed stuation, where objective evidence, indicates the non
fulfillment of a specified requirement,
Ex- ism checklists incomplete,
Crew not aware of companies ISM safety and environmental protection policy
Responsible officers not knowing their duties as per SMS manual
Crew not knowing DPA
5. SOLAS latest developments/ amendments
6. MARPOL latest developments/ amendments
7. name a detainable deficiency with respect to SOLAS, LOADLINE, MARPOL,
STCW, ILO
Solas:
improper operation of bilge pumping arrangement
failure of proper operation of emergency generator lighting, batteries
failure of proper operation of main and aux steering gear
 Marpol
oil record book not available
failure of operation of IOPP equipment
inadequate tank retention capacity for sludge tank for intended voyage

ILO
inadequate food and water for intended voyage

STCW

Failure of seafarers to hold a certificate, to have an appropriate certificate, to have a valid

dispensation or to provide documentary proof that an application for an endorsement has been
submitted to the flag State administration.

Failure to provide proof of professional proficiency for the duties assigned to seafarers for the
safety of the ship and the prevention of pollution.

the Load Lines Convention

Significant areas of damage or corrosion, or pitting of plating and associated

stiffening in decks and hull affecting seaworthiness or strength to take local loads,
unless proper temporary repairs for a voyage to a port for permanent repairs have
been carried out

insufficient stability
overloading

8. what instructions will you give to 2/e to preparations of overhaul of engine room
crane
Ans;
availability of suitable time preferably at port when it may not be
required for any other maintenance purpose.
Availability if spares- wire fall with certificate of appropriate length
Follow the makers instructions
Fill up the required checklists such as working aloft, electrical isolation
Renew lube oil and carry out greasing of all points and wire
Confirm the tightness of the clamp.
Use safety belt and safety gear
Check all limits and cut outs
Use sufficient manpower

9. tell in detail about P&I club
10. what is syllabus of class I as per meta manual
11. york Antwerp rules
12. what is latest in fire fighting
Ans;
 water mist nozzles- hypermist pump and nozzles in engine room, tested
and

13. CLC convention

14. FUND convention
15. what is MS act
16. latest developments in tankers / marpol
17. certificates of chemical tanker
18. M/E breakdown in rough weather
Ans possibility of cutting out
cut out the uit as per makers instructions
cut out the fuel pump and exhaust valve using cutting out
arrangements- levers for SULZER
exhaust valve must be closed
possibility of repairing or renewal of major spare parts

plan the job check availability of the spares

prepare to stop, engine let it cool down nad start maintenance job
take full assistance from engine and deck crew
lash the heavy parts properly
tell all crew to keep clear and themselves in safe working locations
all must wear full protective gear should work carefully
leader to communicate with all
delegate nature duties and explain them in a meeting prior to starting the
work



19. instructions to crew in safeties in drydock
Ans
20. what is new in annex VI
21. What is new in MARPOL annex I, and new regulation regarding bunkering What
is interim SMC,

22. What is new in marpol annex II

23. What is Nox technical file
24. What is the difference between hull and enhanced survey (CHS & ESP)
25. Latest developments and amendments in bulk carriers.

26. What declaration is made under ISPS

27. How is enhanced survey different from other surveys

28. What is continuos synopsis record

29. If D/G is damaged how will you go as C/E about making a claim

30. Ship out of dry-dock, heavy vibrations what internal checks you will carry out.
Ans
check the tightness of the foundation bolts of M/E
check the tightness of the pedestal bearing
take the engine crankshaft deflection
check the tightness of the shafting couplings
take the trust bearing clearance.
M/E top bracing to be checked
Tie rod tightness to be checked


31. Ship out of dry-dock SFOC is increased what all-internal checks to carry out.
Ans:
incorrect or clogged flowmeter, clean the filter
fuel injection valves may be leaking ,
check the fuel timing
chek the chain tightness-
32. How will you align deep well pumps

33. As C/E what will you do in annex VI

34. What all will you do for SEQ survey

35. What all certificates to carry regarding CO2 system

36. vessel off hire for six hours how will you as chief engineer defend
Ans;
documentation of the work done, plan, inform and take permission vessels
superintendent where possible
spares consumed
 entries in log book as regard to the need of maintenance- indicating
abnormal parameter
mention time of breakdown observed, maintenance started and completed
when the vessel is at sea.
Inform and
37. propeller is to be changed what will be the role of chief engineer.
Ans;
give details of the propeller to the company from the makers instructions
since it is a dry-dock job and company would arranging for an emergency
dry- dock chief must ensure that if any jobs are to be done.
Keep record of fuel consumption and engine power output for future
reference
Keep a record of stern tube oil seal leaks if any
Take crankshaft deflection
Instruct the ships crew to give required assistance to dry dock authorities
Keep handy poker gauge and witness the propeller drop when measured
by the drydock authorities
Keep the drawings concerned ready
Check the record of the dynamic balancing of the new propeller
Check the manufacturers details of the new propeller and compare it with
old propeller
Details such as- diameter, material , pitch,
Ensure that the rope guard is fitted back if removed
keep no 1 unit on TDC when advised by the dock authorities.
Check the mating surfaces for area of contact- should be more than 90%
Ensure that the tallow grease is adequately filled up in the cover
And cover is cemented smoothly after boxing up

38 . who will test lifeboat wire falls.

Ans;
) 5- yearly overhauling and operational test with test weight
Annual operational tests shall be carried out based
Annual thorough examinations
) 5-yearly dynamic load tests shall be carried out with test weight This requirement
applies 5-yearly to all launching appliances with fall and winch including cranes and
davits for freefall lifeboats.
Annual dynamic load tests shall be carried out with test weight based
Annual thorough examinations

Weekly and monthly inspection, and routine maintenance as defined by the manufacturer,

should be conducted under the direct supervision of a senior ship?s officer in accordance with
the instructions provided by the manufacturer,

All other inspections, servicing and repair should be conducted by the manufacturer?s
representative or a person appropriately trained and certified by the manufacturer for the work to
be done.

When repairs, thorough servicing and annual servicing are completed, a statement confirming
that the lifeboat arrangements remain fit for purpose should be issued by the manufacturer?s
representative

Manufacturer without attendance of authorized surveyor or

Personnel appropriately trained and certified by
manufacturer without attendance of authorized surveyor or
Service personnel trained by some other reputed and
approved manufacturer in the presence of authorized
surveyor. Workshop carrying out the test / servicing in India to
be registered with the Directorate.
If Lifeboat/Rescue boat wire falls are replaced while the vessel is in India, the
wire falls used for replacement should be approved by Mercantile Marine
Department (MMD).
If wire falls are replaced while the vessel is overseas, the falls should be
approved by a member of International Association of Classification Society
(IACS), subject to the condition that it complies with the applicable IMO
standards.

Release Gear The following should be examined for satisfactory condition and operation:

operation of devices for activation of release gear:

excessive free play (tolerances);
hydrostatic interlock system, where fitted;
cables for control and release; and
hook fastening.

Davit The following items should be examined for satisfactory condition and operation:

davit structure, in particular with regard to corrosion, misalignments,

deformations and excessive free play;
wires and sheaves, possible damages such as kinks and corrosion;
lubrication of wires, sheaves and moving parts;
 functioning of limit switches;
stored power systems; and
hydraulic systems.

Winch The following items should be examined for satisfactory condition and operation:

open and inspect brake mechanism;

replace brake pads, if necessary;
remote control system; and
power supply system.

DYNAMIC WINCH BRAKE TEST

Annual operational testing should preferably be done by lowering the empty boat. When
the boat has reached its maximum lowering speed and boat enters the water, the brake
should be abruptly applied.
Five-yearly operational testing should be done by lowering the boat loaded to a proof
load of 1.1 times the maximum working load of the winch, or equivalent load. When the
boat has reached its maximum lowering speed and before the boat enters the water, the
brake should be abruptly applied.

OVERHAUL OF ON-LOAD RELEASE GEAR

dismantling of hook release units;

examination with regard to tolerances and design requirements;
adjustment of release gear system after assembly;
operational test as per above and with a load according to SOLAS regulation
III/20.11.2.3; and
examination of vital parts with regard to defects and cracks..

Fire Fighting Equipments including portable fire extinguishers that exists while the
ship is being registered under Indian flag are required to have documentary evidence
of having approval of Administration or classification society, who is a member of the
IACS and the fire fighting equipment is approved in accordance with the relevant
provision of the SOLAS 74 as amended and relevant provision of the FSS Code and
applicable IMO Assembly Resolution
All fire extinguishers are required to have 100 % spare charges, Shipping companies
are required to ensure that the refill of the same make are available on board ship
shipping companies are not able to comply with the requirement of getting one third
of the fire extinguishers pressure tested every year. In order to facilitate shipping
companies, it has been decided that fire extinguishers may be hydraulically pressure
tested during the dry dock once in three years.
However, shipping companies are required to ensure that the ships fire extinguishers
are properly maintained and kept in satisfactory operating condition at all times
Weekly testing and inspections
all public address systems and general alarm systems are functioning properly; and
breathing apparatus cylinders do not present leakages.

Monthly testing and inspections

all fireman?s outfits, fire extinguishers, fire hydrants, hose and nozzles are in place,
properly arranged, and are in proper condition;
all fixed fire-fighting system stop valves are in the proper open or closed position, dry
pipe sprinkler systems have appropriate pressures as indicated by gauges;
sprinkler system pressure tanks have correct levels of water as indicated by glass
gauges;
all sprinkler system pumps automatically operate on reduction of pressure in the
systems;
all fire pumps are operated; and
all fixed fire-extinguishing installation using extinguishing gas are free from leakage.

Quarterly testing and inspections

all automatic alarms for the sprinkler system are tested using the test valves for each
section;
the international shore connection is in proper condition;
lockers providing storage for fire-fighting equipment contain proper inventory and
equipment is in-proper condition;
all fire doors and fire dampers are tested for local operation; and
all CO2 bottle connections for cable operating system clips should be checked for
tightness on fixed fire-extinguishing installations.

Annual testing and inspections

all fire extinguishers are checked for proper location, charging pressure and condition;
fire detection systems are tested for proper operation, as appropriate;
all fire doors and dampers are tested for remote operation;
all foam-water and water-spray fixed fire-fighting systems are tested for operation;
all foam-water and water-spray fixed fire-fighting systems are tested for operation;
all accessible components of fixed fire-fighting system are visually inspected for proper
condition;
all fire pumps, including sprinkler system pumps, are flow tested for proper pressures
and flows;
all hydrants are tested for operation;
all antifreeze systems are tested for proper solution;
sprinkler system connections from the ship?s fire main are tested for operation.
all fire hoses are hydrostatically tested;
breathing apparatus air recharging systems checked for air quality;
control valves of fixed fir-fighting system should be inspected; and
air should be blown through the piping of extinguishing gas systems.

Five-year service

hydrostatic testing for all SCBA?s cylinders; and

 control valves of fixed fire- fighting systems should be internally inspected.

. If the LSA is of Indian make, the "type approval" shall be granted in accordance with M.S. (LSA)
Rules. Application shall be forwarded and thereafter tests will be carried out by the nearest Mercantile
Marine Department surveyors. Based on satisfactory compliance with the applicable IMO standards an
approval for a period of 5 years shall be granted

If the LSA is of foreign make, the applicant will be required to submit necessary authenticated document to
the Nautical Adviser for scrutiny and consideration for issue of Letter of Acceptance for that
appliance No replacement or substitution shall be permitted. The life rafts of foreign make to which
acceptance letter has been issued shall be put up for inspection by the MMD for functional test and
necessary certificate shall be issued by the MMD on direction of DGS before the same is placed on board
Indian ships Letter of Acceptance as mentioned in para (c) shall be issued for a limited period, maximum
of 5 years subject to intermediate verification of 2 1/2 year + 3 months.
The foreign manufactures of LSA, who seek "Letter of Acceptance", shall clearly nominate only one
representative in India who shall be responsible for such equipments.

. LSA service stations where inflatable LSA are periodically serviced must have approval from the
Directorate General of Shipping. For self certification, the servicing of Life raft shall be carried out at
Service Station approved by D.G. Shipping. Such approved Service Station should also have necessary
approval from the manufacturer. In all other cases the servicing may be carried out in the presence of a
surveyor from the Mercantile Marine Department. Other inflatable LSA of foreign-make will be serviced
in the presence of a surveyor from the Mercantile Marine Department.

The life raft of the Indian manufacture shall not be serviced by any other service station unless until such
service station has an authorization from manufacturer. In such cases, the servicing of the life raft shall be
done under the supervision of MMD surveyor.

In the cases where the Indian manufacturer has not authorised any service station for servicing of his life
raft in any Indian port, the servicing in such port can be undertaken by any service station as per the
customers wish under the supervision of MMD surveyor.

The purpose of a Voyage Data Recorder (VDR) and Simplified Voyage Data Recorder (S-VDR) is to
maintain and store (in a secure and retrievable form) information concerning the position, movement,
physical status, command and control of a vessel over the period leading upto and following an incident /
casualty.

The information contained in the VDR / S-VDR is to be retrieved and used during the subsequent
investigation. For a vessel operating in shallow waters, cost of recovery of fixed VDR recording medium
may not be very expensive. However, in case a vessel is lost in deep waters, the cost of recovery of the
recording medium may be prohibitive and at times not feasible at all.

In view of the foregoing, it has been decided that all Indian ships shall install the float-free variety of the
VDR / S-VDR. However, if the shipowner has already installed the fixed type of VDR or it is not possible
to install the float-free VDR meeting full requirements of the IMO Resolution, they shall ensure that an
additional float-free arrangement may be made to retrieve the following information:
Operators should periodically check the condition of igniters and flame scanners, to
ensure that they are in good working order, Automatic fuel oil shut offs should, as a
routine, be tested to ensure that the fuel valves operate efficiently for fault conditions
(e.g. flame failure and combustion air failure). Burners should be lit with fuel oil at
the minimum firing rate compatible with flame establishment and operators should
not attempt to light a burner immediately after its flame failure.

Whenever any machinery is required to be operated on ?emergency mode?, Chief

Engineer Officer must be informed, who in turn must give specific instructions for
such an operation and take immediate steps to restore the normal mode.

Particular attention is drawn to the need to purge the furnace and gas passages with
air following flame failure or ignition failure however short the period of failure or
prior to any lighting up operation.

The sensors should be capable of being located either in the aft part of each cargo hold or in the
lowest part of the spaces other than cargo holds to which these requirements apply. The systems
of detecting water level should be capable of continuous operation while the ship is at sea.
An alarm, both visual and audible, activated when the level of water at the sensor reaches the
main alarm level, an alarm both visual and audible must be activated indicating increasing water
level in a cargo hold. The indication should identify the space and the audible alarm should not
be the same as that for the per-alarm level.

For compartments other than cargo holds: An alarm both visual and audible, indicating the
presence of water in a compartment other than a cargo hold when the level of water in the space
being monitored reaches sensor. The visual and audible characteristics of the alarm indication
should be the same as those for the main alarm level in a hold space.

The detector indicating the water level should be capable of activating to an accuracy of + 100
mm.

The part of the system which has circuitry in the cargo area should be intrinsically safe

The visual indication should be capable of remaining visible until the condition activating it has
returned below the level of the relevant sensor. The visual indication should not be
capable of being extinguished by the operator

The audible indication should be capable of being muted by the operator.

Time delays may be incorporated into the alarm system to prevent spurious alarms due to
sloshing effects associated with ship motions.

overriding indication and alarms for the detection systems installed only in tanks and holds that
have been designed for carriage of water ballast.
cancellation of the override condition and reactivation of the alarm should automatically occur
after the hold or tank has been de-ballasted to a level below the lowest alarm indicator
level.

The water level detector system should be capable of being supplied with electrical power from
two independent electrical supplies. Failure of the primary electrical power supply should
be indicated by an alarm.

The SSAS should be documented in the Ship Security Plan. The location of activation points
should be specified in the plan and may form a part of the Confidential Section of the plan. It
is advised that such information shall be known to the Master, Ship Security Officer and other
ship personnel as may be decided by the Master and the SSO.

The dedicated equipment used for transmission of Security Alert should not be used for any other
routine communication. The system should have the main source of electrical power and a
backup source, which may include emergency source or independent supply. However, an
uninterruptible power supply (UPS) or such similar device may also be considered as an alternate
source of power.

All Indian Ship owners, Company Security Officers, Masters and others concerned may please note that the
SSAS test is to be carried out in the "LIVE" mode only.

The standard procedure for testing of Ship Security Alert System is as follows:

1. E-mail DG Commcentre the following information at least three hours in advance when requesting for
a test :

a) Name of the vessel and its present position

b) Intended date and time (UTC) and IST of the test.

2. The DG Commcentre will acknowledge confirming the conduct of the test. It may be noted that
SSAS tests with other ship/s may have already been scheduled at the proposed time, in which
case, the DG Commcentre would advise the earliest suitable time for the conduct of the test.

3. The ship staff may then carry out the SSAS test as per schedule, first from Location 1.
 4. The CSO/ Master shall confirm by phone whether the Alert has been received by DG Commcentre.
DG Commcentre will then advise if all details provided in the alert are correct, or otherwise.

5. If all details received are correct, DG Commcentre will advise to reset the alert and then proceed to test
from Location 2

6. When testing from Location 2, WAIT FOR about 30 minutes for alert to go to Level 3.

7. Call DG Commcentre to confirm whether alert Level 3 has been received.

8. DG Commcentre will confirm whether all is OK, or otherwise. If all is OK, DG Commcentre will
advise the CSO/ Master to reset the system.

9. After resetting the system, the CSO/ Master to send an email to DG Commcentre stating that the
"SSAS test has been completed and all subsequent alerts may be treated as true alerts." Request
for compliance may be
made immediately upon satisfactory completion of the test, and not after several days,

10. Commcentre will then revert compliance by email if tests were OK or advise further testing/
rectification, as required.