HIMANSHU KHEDIKAR:

Safety-
What is LOA ie legth over all ? What's purpose?

Length overall
Length overall, often abbreviated as is the maximum length of a vessel's hull measured parallel to the
waterline. This length is important while docking of the ship. It is the most commonly used way of
expressing the size of a ship, and is also used for calculating the cost of a marina berth. LOA is usually
measured on the hull alone. For sailing ships this may exclude the bowsprit and other fittings added to
the hull. During manuvering and Canal transit like panama require LOA to steer the ship
undamaged.

Explain ISM

Definition of sewage?

Sewage means:

  .1 drainage and other wastes from any form of toilets and urinals;
  .2 drainage from medical premises (dispensary, sick bay, etc.) via wash basins, wash
tubs and scuppers located in such premises;
  .3 drainage from spaces containing living animals; or
  .4 other waste waters when mixed with the drainages defined above.
black water: that comes from toilets ( fecus, urine, flash water from toilets etc...)

grey water : which comes from all the domestic sources ( sinks, bath washings, m/c hand wash,
dish washers etc)

Criteria of sewage discharge

Regulation 11- A Discharge of sewage from ships other than passenger
ships in all
areas and discharge of sewage from passenger ships outside special
areas
The discharge of sewage into the sea is prohibited, except when:
.1 The ship is discharging comminuted and disinfected sewage at a distance
of more than 3
nautical miles from the nearest land, Or sewage which is not comminuted or
disinfected at a
distance of more than 12 nautical miles from the nearest land, provided that,
in any case, the
sewage that has been stored in holding tanks, or sewage originating from
spaces containing living
animals, shall not be discharged instantaneously but at a moderate rate
when the ship is en route
and proceeding at not less than 4 knots; the rate of discharge shall be
approved by the
Administration based upon standards developed by the Organization.
.2 The ship has in operation an approved sewage treatment plant which has
been certified by the
Administration to meet the operational requirements of this Annex, and the
effluent shall not
produce visible floating solids nor cause discoloration of the surrounding
water.
DISCHARGE RATE
The maximum permissible discharge rate is 1/200,000 (or one 200,000th
part) of swept volume as
follows:
DRmax = 0.00926 V D B
Where: DRmax is maximum permissible discharge rate (m3 /h)
V is ship’s average speed (knots) over the period , D is Draft (m) and ,B is
Breadth (m)
The maximum permissible discharge rate specified refers to the average rate
as calculated over
any 24 hour period, or the period of discharge if that is less, and may be
exceeded by no more
that 20% when measured on an hourly basis.

Flare? Rise of floor?

Flare It is the outward curvature of the shell at the forward end of the ship.
Purpose
a) It increases the reserve of buoyancy at the forward end to give better seaworthiness when pitching.
b) water is dispersed away from the ship when lightly pitching (driver deck)
c)  creates it wider forecastle deck, giving more spaces for the fitting off machinery such as the
windlas
d)  allows it cleared up life of the anchor from the water, thus reducing hull damage by abrasion
Rise of floor / Deadrise:
The rise of the bottom shell plating line above the base line. This rise is measured at the line of moulded beam.

MEP
How to find leak in lo cooler of gen?
How leaks are detected?
Shell and tube type heat exchangers

If it’s a shell and tube type heat exchanger, leaks can be detected by following the procedure below:

Isolating the heat exchanger from the system and draining the sea water

Removing the end covers or headers to expose the tubes or plates

If the surface is clean and dry, inspection of the liquid flow is made from around the tube ends and
through the perforations. However, in large coolers it is difficult to get the coolers extremely dry to
visualize any perforation. In such cases special fluorescent dye is added to the shell side of the cooler.
The dye glows when an ultraviolet light is shone on the tube, revealing the tube leaks.

Plate Type Heat Exchangers

Similarly in plate type heat exchangers, visual inspection or fluorescent dye penetrate is used to find
any defeats. (Dye penetrate is used on one side, followed by ultraviolet rays on the other side)

Air coolers

When it comes to air coolers, leakages can be dangerous as they allow sea water to pass through to the
engine cylinder. This can lead to formation of scales on air inlet valves’ spindle.

In such cases, location of the leaks can be detected by allowing low air pressure on the air side and
checking the flooded sea water side for air bubbles. For better results, soapy water can be used for sea
water side flooding.

Leak Testing of Seal Weld (Tube to Tubesheet) - if seal welding considered, then the leak test will
be a mandatory requirement. The shell side will be subjected to the air pressure, and water and soap
solution will be sprayed to the tubesheet to make sure all seal welds are defect free. The bubble will
be developed if there was any welding defect such as crack, pinhole, etc

He asked which sidr u will open? Of cooler n how u do it?

Open sea water side

Boiler complete close loop system along with level control ..plz draw level control ie
mobrey
mobrey is a automatic water level controller, mostly used in smoke tube boilers. This
system on which on which the mobrey and feed pumps in coordination are also known as the Cascade
Control System. For smoke tube boilers, mobrey is fitted externally on the nozzles coming out of
the steam boiler shell curvature. It consists of a hollow cylindrical unit in which a float hangs.
So, when the feed pump works, it supplies feed water to the boiler shell and it gets filled up. From
those nozzles, the water also enters the hollow cylindrical pipe of the mobrey, as a result, the float
goes up.
Mobrey during the operation of the Steam Boiler, the water gets heated up and gets converted to
steam.

Meanwhile, the water level, because of this steam generation, the water level in the Steam
Boiler shell goes down and along with it, the float of the water level controller also comes down.
After certain distance being covered by the float, Mobrey sends an electrical signal to the electrical
panel and then panel starts the feed pumps to overcome this shortage and the float goes up again after
refilling.

This system on which on which the mobrey and feed pumps in coordination are also known as the
Cascade Control System.
In a Cascade Control System, it uses the output of the primary controller to manipulate the output of
the secondary controller, as the output of the secondary controller is the desired one. Here the
primary controller is the mobrey and the secondary controller is the feed pump.

It ensures the desired quantity of the water to be maintained in the Steam Boiler Shell and also
enhances the overall safety of the Boiler during operation by minimizing the manual intervention.

https://instrumentationtools.com/closed-loop-control-system-boiler-water-level-control-system/

Rai question..
Which is efficient ..low pressure co2 or high pressure co2 (Answer is for large space like car carrier
low pressure co2 n ror container .high pressure) co2 system high multi cyl type low pressure : ulk
storage tk type : cheap, same save space,

What is critical speed

arhana

Thn sewage aftrr 12 nm criteria ..can u discharge directly

yes can be discharged, Say yes from toilet to overbord

sewage which is not comminuted or disinfected at a distance of more than 12 nautical miles from the
nearest land, provided that, in any case, the sewage that has been stored in holding tanks, or sewage
originating from spaces containing living animals, shall not be discharged instantaneously but at a
moderate rate when the ship is en route
and proceeding at not less than 4 knots; the rate of discharge shall be approved by the
Administration based upon standards developed by the Organization.

.2 The ship has in operation an approved sewage treatment plant which has been certified by the
Administration to meet the operational requirements of this Annex, and the effluent shall not produce
visible floating solids nor cause discoloration of the surrounding water.

DISCHARGE RATE
The maximum permissible discharge rate is 1/200,000 (or one 200,000th part) of swept volume as
follows:

DRmax = 0.00926 V D B

Where: DRmax is maximum permissible discharge rate (m3 /h)

V is ship’s average speed (knots) over the period , D is Draft (m) and ,B is Breadth (m)
The maximum permissible discharge rate specified refers to the average rate as calculated over
any 24 hour period, or the period of discharge if that is less, and may be exceeded by no more
that 20% when measured on an hourly basis.

Thn abt if bursting disc burst wht u willbdo

ans : Turn the bursting disc coving cap arrangement and isolate fuel

New reg abt fire fighting on container notes

Explain full refrigeration plant

I got 2 n he cancelled

He will ask till u make it wrong

Be confident n he looks hw u approach a problem

external gave 2

Result - But rai wash out

Venkatesh Mum Mmd  [

Orals:3-1-2019
Function: all four
Surveyor: Mr.Despande

Fn:3
bulk carrier questions
1.Ibc n bch code difference
2.types of chemical tankers
3. What s class survey? Why u need class survey?
4.type of bulkhead classes
5.what s VOC? difference between volatality and flammability
6.mast riser firefighting system
7.why cargo residue in oiltanker can't pumpout in special areas?

6:

1. Cast iron/ cast steel composition .

Cast iron: more than 2% of carbon ( gray iron, ductile iron, malleable iron).

Cast steel: less than 2% of carbon (refers as carbon steel and alloy steel).

2.you are in deck: you r getting exhaust gas smell ? What will be ur action

Aux engine blow past, excess pressure leading to main deck area, Main engine/aux engine/ boiler and
incinerator exhaust location considering direction of wind, exhaust pipeline damage and leaking, ig
plant exhaust,

3.ur chisel s in blunt condition . How will u sharp it?

Made of high carbon tool steel and are heated, hammered and grounded to a form of shape required.
They are hardened, tampered and sharpened.

Sharpening :

      How to sharpen a cold chisel using a grinder  

    Step 1 - Hold chisel  

Hold the chisel in both hands against the wheel.

         
    Step 2 - Move chisel  

Move the chisel across the wheel horizontally.

         

  

         

    Step 3 - Cool off chisel  

Remove the chisel from the wheel occasionally and cool it off in water to
prevent it from getting too hot. 

         

    Step 4 - Apply oil  

Once you have finished sharpening your chisel, apply a light coating of
lubricating oil. This will prevent the tool going rusty.

         

    Remember that, for cold chisels at least, both sides of the cutting edge will  
require sharpening, with each side being sharpened to an angle half that of
the final cutting angle.

         

    It is advised to use a tool rest to help you when sharpening your cold  
chisels.

         
    A tool rest allows you to keep the cold chisel at the correct angle whilst  
using the wheel.

         

    Use of a sharpening stone may also be possible, especially if you simply  

want to touch up the cutting edge on a regular basis.

         

    Different angles and techniques may be required when sharpening cross  

cut, half round and diamond point chisels, due to the fact that they have
differently shaped cutting edges.

4.rapson's slide mechanism

A crosshead arrangement used on ram-type steering gear in which the mechanical advantage increases with the
angle of turn. It is used to convert the straight line motion of the rams into an angular movement of the tiller.

Rapson Slide Actuators - Ram type

Steering gear incorporating the rapson slide principle are the most common in use on heavy duty
applications.

The rapson slide acting on either a fork tiller or the more common round arm. The tiller drives the
rudder stock by means of a key or keys. The crosshead is free to slide along the circular arm of the
tiller so that the straight line effort of the rams is applied to the angular moving tiller. Each set of two
cylinders in line are connected by a strong steel girder usually called a "Joist" which stiffens the
system and forms a "guide bar" for the crosshead guide slippers to slide along. The joist is often
designed to incorporate the steering engine stops.

An important consideration in all steering gears is the "wear down" of the rudder carrying bearing,
this bearing takes all the weight of the rudder.

Therefore there must be adequate clearance between the bottom of the tiller and the crosshead
bearing, so as the rudder bearing wears down in service the tiller and crosshead bearing do not touch,
clearance when new can be 22 mm at bottom and 12 mm at top; the top clearance is a precaution to
stop the tiller bumping up the steering rams in the unlikely event of the rudder lifting in heavy
weather. Should the bottom of the tiller and the crosshead bearing touch, then the weight of the
rudder will be transferred from the rudder bearing to the steering rams with disastrous results such
as leaking of working fluid from the cylinders and shearing of the rams.

In the case of forked tiller design, the thrust from the rams is transmitted to the tiller through swivel
blocks. One advantage of this arrangement is that the overall length of pairs of rams is reduced
compared to the round arm tiller design and this can be an important consideration in some cases. A
disadvantage is that where as any slight misalignment in the case of the round arm tiller is not vitally
important, it could lead to uneven loading of the swivel blocks in the forked tiller design and it is
essential that the line of the rams be exactly at right angles to the rudder stock centre line if this is to
be avoided.
With the Rapson Slide the torque reaction from the rudder is taken on the tiller by a force which is
balanced by an equal and opposite force having two components one of which is produced by the ram
and acts in the line of the ram, whilst the other is at right angles to the line of the ram and is produced
by the guide reaction.
Where guides are not fitted as is sometimes the case with smaller steering gears then the guide
reaction force must be carried by bearings or the glands of the cylinders.
a = actuator area
p = Working fluid pressure
n = Number of effective rams ( 1 for 2 ram, 2 for 4 ram)
q = rudder angle
r = tiller radius at amidships
r' = tiller radius at qo of tiller helm
s = guide reaction force
f = force on ram with tiller amidships ( = p x a)
f' = effective force acting at 90o to tiller

r' = r / cos.q also f' = f / cos.q = p x a / cos.q

t = torque available = f' x r' x n
= ((p x a) / cosq). (r / cos.q) . n
t = (p x a x n x r) . (1 / cos.2q)
Showing that the rapson slide effect which gives increase of available torque with increases of rudder
angle
The torque demanded from the steering gear increases and is at a maximum at maximum rudder
angle when the mechanical advantage of the Rapson Slide gear is at a maximum. Ram type gears are
also well adapted to take advantage of the high pressures which are currently available, since ram
diameters and casing are relatively small and leakage paths are small or non-existent.
Vv

5.steering gear motor which pump is used

https://dgslms.aduacademy.in/form/notes

variable stroke radial piston pump hele - shaw pump

variable stroke reversible axial piston pump - swash plate pump

Manish Mange:
3-1-2019
Surveyor - yadav

Fn3
Eedi & Eeoi

Regulation 20 - Attained Energy Efficiency Design Index (Attained EEDI)

The attained EEDI shall be calculated for:
• Each new ship;
• Each new ship which has undergone a major conversion; and
• Each new or existing ship which has undergone a major conversion, that is so extensive that
the ship is regarded by the Administration as a newly constructed ship,
The attained EEDI shall be specific to each ship and shall indicate the estimated performance of
the ship in terms of energy efficiency, and be accompanied by the EEDI technical file that contains
the information necessary for the calculation of the attained EEDI and that shows the process of
calculation. The attained EEDI shall be verified, based on the EEDI technical file, either by the
Administration or by any organization duly authorized by it
Regulation 21 - Required EEDI
For each:
• New ship;
• New ship which has undergone a major conversion; and
• New or existing ship which has undergone a major conversion that is so extensive that the
ship is regarded by the Administration as a newly constructed ship,
The attained EEDI shall be as follows:
Attained EEDI ≤ Required EEDI = (1-X/100) x reference line value
X is the reduction factor found from a particular table in the regulation
Reference Line value= a x b-c
a – depends on the type of ship and is a constant
c- depends on the type of ship and is a constant
b- dwt of the ship
The formula can be expressed as
EEDI= _CO2 Emissions/Transport Work
ie EEDI= (Engine Power x SFOC x Carbon Factor)/(dwt x Speed)
Unit : [g-CO2/tonne-mile]

Carbon Factor is the amount of CO2 generated per mass of fuel burned. It is constant for a
particular grade of fuel.

Energy Efficiency Operational Indicator (EEOI)

The purpose of EEOI is to establish a consistent approach for measuring a ship’s energy efficiency for each
voyage or over a certain period of time. The EEOI is expected to assist ship-owners and ship operators in the
evaluation of the operational performance of their fleet. It is hoped that it will enable the monitoring of
individual ships in operation and thereby the results of any changes made to the ship or its operation. In fact,
the EEOI is advocated to be used as a monitoring tool
in the SEEMP,EEOI, similar to EEDI, represents the amount of CO2 emissions from a ship per unit of cargo-mile
transport service (with a unit of gCO2/tonne.mile). However as against the EEDI that is defined for one
operating point of a ship, EEOI represents the actual CO2 emission from combustion of all types of fuels on board a
ship during each voyage, which is calculated by multiplying total fuel
consumption for each type of fuel (distillate fuel, refined fuel or LNG, etc.) with the respective
carbon factor of each fuel. The performed transport work is calculated by multiplying the actual
mass of cargo (tonnes, number of TEU/cars, or number of passengers) and the corresponding
actual distance in nautical mile travelled by the vessel.
EEOI = Fuel Oil Consumption x Carbon Factor
Cargo x Distance Travelled
Unit : [g-CO2/tonne-mile]
Regulation 22 - Ship Energy Efficiency Management Plan (SEEMP)
Each ship shall keep on board a ship specific Ship Energy Efficiency Management Plan (SEEMP).
This may form part of the ship's Safety Management System (SMS).
The purpose of a SEEMP is to establish a mechanism for a company and/or a ship to improve the
energy efficiency of a ship's operation.
Methods of Energy improvement within ships are
• Improved Voyage Planning
• Weather routing
• Just in time arrivals by Speed optimization
• Optimized shaft power by setting constant rpm
• Optimum trim for specific draft and speed
• Optimum ballast for optimum trim and steering conditions
• Optimum propeller by improved propeller designs and inflow modifiers such as ducts or fins
in order to improve efficiency
• Optimum use of rudder and heading control system
• Hull maintenance by using advanced coating system and better cleaning intervals and
underwater surveys
• Etc
Certificates/Documents under Annex VI
• International Air Pollution Prevention Certificate (IAPP)
• Engine International Air Pollution Prevention Certificate (EIAPP)
• International Energy Efficiency Certificate (IEEC)
• NOx Technical File
• BDN
• VOC Plan
• Ship Energy Efficiency Management Plan (SEEMP)
• EEDI Technical File
• Fuel Analysis Report

Energy Efficiency Design Index (EEDI)

on November 03, 2017

Its technical measure and it aims at promoting the use of more energy efficient (less polluting) equipment and
engines. 

It requires a minimum energy efficiency level per capacity mile (e.g. tonne mile) for different ship type and size
segments. 

It became mandatory from 1 January 2013, following an initial two year phase zero when new ship design will
need to meet the reference level for their ship type, the level is to be tightened incrementally every five years.

The EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to use in a
specific ship design to the industry. 

As long as the required energy efficiency level is attained, ship designers and builders are free to use the most
cost-efficient solutions for the ship to comply with the regulations.

The EEDI provides a specific figure for an individual ship design, expressed in grams of carbon dioxide (CO2)
per ship’s capacity-mile (the smaller the EEDI the more energy efficient ship design) and is calculated by a
formula based on the technical design parameters for a given ship.

The CO2 reduction level (grams of CO2 per tonne mile) for the first phase is set to 10% and will be tightened
every five years to keep pace with technological developments of new efficiency and reduction measures. 

Reduction rates have been established until the period 2025 to 2030 when a 30% reduction is mandated for
applicable ship types calculated from a reference line representing the average efficiency for ships built
between 2000 and 2010. 
The EEDI is developed for the largest and most energy intensive segments of the world merchant fleet and will
embrace 72% of emissions from new ships covering the following ship types: oil tankers, bulk carriers, gas
carriers, general cargo, container ships, refrigerated cargo and combination carriers. 

For ship types not covered by the current formula, suitable formulas are expected to be developed in the future
addressing the largest emitters first.

Attained EEDI

EEDI shall be calculated for:

Each new ship

Each new ship which has undergone a major conversion

Each new or existing ship which has undergone a major conversion, that is so extensive that the ship is
regarded by the Administration as a newly constructed ship

The attained EEDI shall be specific to each ship and shall indicate the estimated performance of the ship in
terms of energy efficiency, and be accompanied by the EEDI technical file that contains the information
necessary for the calculation of the attained EEDI and that shows the process of calculation.

The attained EEDI shall be verified, based on the EEDI technical file, either by the Administration or by any
organization duly authorized by it.

The attained EEDI shall be calculated taking into account guidelines developed by the Organization.

Required EEDI

For each

new ship

new ship which has undergone a major conversion

new or existing ship which has undergone a major conversion that is so extensive that the ship is regarded by
the Administration as a newly constructed ship

Attained EEDI ≦ Required EEDI = (1-X/100) × Reference line value

where X is the reduction factor specified in Table below for the required EEDI compared to the EEDI Reference
line.

Reduction factors (in percentage) for the EEDI relative to the EEDI Reference line

Ship type Size Phase 0 Phase 1 Phase 2 Phase 3

1 Jan 1 Jan 2015- 1 Jan 2020- 31 1 Jan 2025 and

2013-31 31 Dec Dec 2024 onwards
Dec 2014 2019

Bulk carrier 20,000 DWT 0 10 20 30

and above

10,000 – N/A 0-10 0-20 0-30

20,000 DWT

Gas carrier 10,000 DWT 0 10 20 30

and above

2,000 – N/A 0-10 0-20 0-30

10,000 DWT

Tanker 20,000 DWT 0 10 20 30

and above

4,000 – N/A 0-10 0-20 0-30

20,000 DWT

Container 15,000 DWT 0 10 20 30

ship and above

10,000 – N/A 0-10 0-20 0-30

15,000 DWT

General 15,000 DWT 0 10 20 30

Cargo ships and above

3,000 – N/A 0-10 0-20 0-30

15,000 DWT

Refrigerated 5,000 DWT 0 10 20 30

cargo carrier and above

3,000 – N/A 0-10 0-20 0-30

5,000 DWT
 Combination 20,000 DWT 0 10 20 30

Carrier and above

4,000 – N/A 0-10 0-20 0-30

20,000 DWT

The Reference line values shall be calculated as follows:

Reference line value = a ×b -c

Where a, b and c are the parameters given in Table

Ship type a b c

Bulk carrier 961.79 DWT of the ship 0.477

Gas carrier 1120.00 DWT of the ship 0.456

Tanker 1218.80 DWT of the ship 0.488

Container ship 174.22 DWT of the ship 0.201

General Cargo ships 107.48 DWT of the ship 0.216

Refrigerated cargo carrier 227.01 DWT of the ship 0.244

Combination Carrier 1219.00 DWT of the ship 0.488

If the design of a ship allows it to fall into more than one of the above ship type definitions, the required EEDI
for the ship shall be the most stringent (the lowest) required EEDI.

EEDI Calculation Formula

EEDI(gCO2/tonne. Nm)=
            : Main Engines Emissions

          : Auxiliary Engines Emissions

          :Shaft Generators/ Motors Emissions

fi Capacity .Vref fw: Efficiency Technologies

fi Capacity .Vref fw:Transport work

In where:
PME: Main Engine Power (kW);
PAE: Auxiliary Engine Power (kW);
SFC: Specific fuel consumption (g/kW);
C: Fuel to CO2 factor (g CO2/ g Fuel) (nearly 3);
Capacity: for Cargo ships DWT, for Passenger ships GT;
Vref: Reference speed (nm/hour);
fi: Correction factor for capacity;
fw: Correction factor for performance in real weather;
fi: Correction factor for efficiency.

Not applicable to a ship having diesel-electric propulsion, turbine propulsion and hybrid propulsion except for: 
Cruise passenger ships and 
LNG carriers 

In General EEDI formula can be written as,

EEDI = (CO2 from Propulsion system+CO2 from Auxiliary–CO2 emission reduction) / DWT. Speed

EEDI Calculation Formula

EEDI(gCO2/tonne. Nm)=
EEDI condition 
EEDI is calculated for a single operating condition of the ship. This will be referred to as EEDI Condition.

The EEDI Condition is as follows:

Draft: Summer load line draft. 
Capacity: Deadweight (or gross tonnage for passenger ships) for the above draft (container ship will be 70%
value). 
Weather condition: Calm with no wind and no waves. 
Propulsion shaft power: 75% of main engine MCR (conventional ships) with some amendments for shaft motor
or shaft generator or shaft-limited power cases. 
Reference speed (Vref ): is the ship speed under the above conditions. 

Verification stages 
Survey and certification of the EEDI should be conducted on two stages:

Preliminary verification at the design stage, and 

Final verification at the sea trial. 

Preliminary verification 
For the preliminary verification at the design stage, the following should be submitted to the verifier:

An application for an initial survey 

An EEDI Technical File containing the necessary information 

Other relevant background documents 

Tank test aspects 

The power curves used for the preliminary verification should be based on results of tank test. 

A tank test for an individual ship may be omitted based on technical justifications such as availability of the
results of tank tests for ships of the same type. 

In addition, omission of tank tests is acceptable for a ship for which sea trials will be carried under the EEDI
Condition

Model tank test should be witnessed by the verifier. 

Additional information 
The verifier may request the submitter for additional information such as:

Descriptions of a tank test facility. 

Lines of the model and the actual ship for the verification of the similarity of model and actual ship. 

Lightweight of the ship and displacement table for the verification of the deadweight; 

Detailed report of the tank test; this should include at least the tank test results at sea trial condition and under
the EEDI Condition. 

Detailed calculation process of the ship speed

Reasons for exempting a tank test, if applicable, plus relevant information

Final Verification
Sea trials 

Sea trial conditions should be set as EEDI Conditions, if possible. 

Prior to the sea trial, the following should be submitted to the verifier: 

Test procedure to be used for the speed trial, 

Final displacement table and the measured lightweight, or a copy of the survey report of deadweight, 

NOx Technical File as necessary. 

The test procedure should include, as a minimum, descriptions of all necessary items to be measured,
measurement methods

The verifier should attend the sea trial and confirm: 

Propulsion and power supply system, 

Particulars of the engines, and other relevant items described in the EEDI Technical File; 

Draught and trim; 

Sea conditions; 

Ship speed; and 

Shaft power and RPM of the main engine. 

Parameters to be checked 

Draught and trim: should be confirmed by the draught measurements taken prior to the sea trial. 
Sea conditions: Sea conditions should be measured in accordance with ITTC
Ship speed: Should be measured in accordance with ITTC
The main engine output: Should be measured by shaft power meter or a method which the engine
manufacturer recommends and the verifier approves. 
Speed trial – Power curve 

The submitter should develop power curves from results of sea trial. 

The effect of wind, current, waves, shallow water, displacement, water temperature and water density in
accordance with ITTC

The submitter should compare the power curves obtained as a result of the sea trial and the estimated power
curves at the design stage. 

In case differences, the attained EEDI should be recalculated. 

Annex 6

See function 3 file

Sox - after 2020 do all ships have to use 0.5% sulphur fuel

See function 3 file

MARPOL Annex VI regulations include caps on sulfur content of fuel oil as a measure to control SOx emissions
and, indirectly, Particulate Matter(PM) emissions (there are no explicit PM emission limits). 

Special fuel quality provisions exist for SOx Emission Control Areas (ECA). The applicable sulfur limits set forth
by Annex VI for ships operating globally as well as in ECA area's along with implementation dates are listed 

Outside Special Area

Before 1st Jan 2012=4.5% sulphur m/m
After 1st Jan 2012=3.5% sulphur m/m
After 1st Jan 2020=0.5% sulphur m/m

Inside Special Area

Before 1st July 2010=1.5% sulphur m/m
After 1st July 2010=1.0% sulphur m/m
After 1st Jan 2015=0.10% sulphur m/m

Heavy fuel oil (HFO) is allowed provided it meets the applicable sulfur limit (i.e., there is no mandate to use
distillate fuels).

Alternative measures are also allowed (in ECAs and globally) to reduce sulphur emissions, such as using
scrubbers. For example, in lieu of using the 1.5% Sulphur fuel in ECAs, ships can fit an exhaust gas cleaning
system or use any other technological method to limit SOx emissions to ≤ 6 g/kWh (as SO2)].

Under the revised MARPOL Annex VI, the term Sulphur Emission Control Area, or SECA, is being replaced with
Emission Control Area, or ECA. This will allow for ECAs to specify limits not just for sulphur oxides (SOx), but
also for particulate matter (PM), and (NOx)

What if you dont have this fuel

What will you do with the previous fuel
Nox control and regulations

See notes fn 3
 Stcw Work rest hours

Problem # 1 : Inconsistency between work & Rest Hours

IMO States in STCW Section A-VIII/1 : Fitness for duty that each crew member  shall be provided with a
rest period of not less than:
 a minimum of 10 hours of rest in any 24-hour period; and
 77 hours in any 7-day period.
At the same time ILO MLC states the following rule on work/rest:

(a) maximum hours of work shall not exceed:

(i) 14 hours in any 24-hour period; and

(ii) 72 hours in any seven-day period; or

(b) minimum hours of rest shall not be less than:

(i) ten hours in any 24-hour period; and

(ii) 77 hours in any seven-day period.

The inconsistency lies to the fact that despite both regulations state 77 hours minimum work, this will lead
to 91 hours MAX work per any 7-day period (This will be the result 7 x 24 = 168 minus 77 hrs of rest = 91
hours of work). Unfortunately MLC States 72 hours MAX work in any 7 day period. An obvious observation
of the above that in order to fully comply with BOTH STCW and MLC plus minimising the liability of false
record keeping you need to keep records of hours of rest ONLY !

To overcome the above problem the following best practices may be employed :
1. Officially Register REST hours ONLY !
2. Ensure proper guidance is provided to the vessels with respect to record keeping and ensure that ALL crew
is NOT working MORE than 91 hours in any given 7-day or week to make it more simple
3. Ensure Seafarer Employment Agreement do NOT violate the max of 91 hours per week work and that the
overtime provided to the crew is in line with that
4. Employ Software to monitor Rest hours and ask copies of completed records for review at the office

Why ig is required, why not for bunker tanks

Bunker tank temp dose not go 60 deg and above, hence they don’t liberate hydro carbons, hence
inerting not requird, but during tank cleaning its mandatory. In cago hold to remove the clincages
( sludge) we have to clean the tanks cargo to cargo, hence tank cleaning is followed only after inerting
and gas freeing.
Ae fuel pump.overhaul and markings to check
Catfines and its effects
One unit exhaust temp going up
Fuel changeover from do to hfo rpm will increase or decrease
Old bunker density 0.98, new bunker 0.95 what will be the effect on engine
Aux eng bottom end bearing clearance, what will happen if clearance decreases

Ravi Chandra  [

1. Alpha lubricator feedback control and signal, components between which feedback acts
2.grey cast iron,white cast iron and nodular cast iron , composition and property

3. Steering gear
fail safe
arrangements
and relation to
gross tonnage of ship

What is Steering Gear regulation for tankers as per SOLAS?

As per SOLAS,
Regulation 29

In every tanker,
chemical tanker
or gas carrier of
10,000 gross
tonnage And
upwards and in every other ship of 70,000 gross tonnage and upwards, The main steering gear shall
comprise two or more identical power units Complying with the provisions.

Every tanker, chemical tanker or gas carrier of 10,000 gross tonnage and up words shall, subject to
para. 17, comply with the following,

The main steering gear shall be so arranged that in the event of Loss of steering capability due to a
single failure in any part of one Of the power actuating systems of the main steering gear, Excluding
the tiller, quadrant or components serving the same Purpose, or seizure of the rudder actuators,
steering capability Shall be regained in not more than 45 seconds after the loss of one Power
actuating system;
The main steering gear shall comprise either:

Two independent and separate power actuating systems, each Capable of meeting the requirements ,
or

At least two identical power actuating systems which, acting Simultaneously in normal operation,
shall be capable of meeting The requirements ,Where necessary to comply With this requirement,
interconnection of hydraulic power Actuating systems shall be provided.

Loss of hydraulic fluid from One system shall be capable of being detected and the defective System
automatically isolated so that the other actuating system Or systems shall remain partially
operational, Steering gears other than of the hydraulic type shall achieve Equivalent standards.

Points to pounder for tankers :

For tankers, chemical tankers or gas carriers of 10,000 gross tonnage And upward, but of less than
100,000 tonnes deadweight, solutions other Than those set out in paragraph 16, which need not apply
the single failure Criterion to the rudder actuator or actuators, may be permitted provided that An
equivalent safety standard is achieved and that:

Following loss of steering capability due to a single failure of any Part of the piping system or in one of
the power units, steering Capability shall be regained within 45sec ; and

Where the steering gear includes only a single rudder actuator Special consideration is given to stress
analysis for the design Including fatigue analysis and fracture mechanics analysis, as Appropriate, to
the material used, to the installation of sealing Arrangements and to testing and inspection and to the
provision Of effective maintenance.

In consideration of the foregoing, the Administration shall adopt regulations which include the
Provisions of the guidelines for acceptance of non-duplicated

4. Fuel oil property, Al and si , ccai, ash content, permissible limits

https://www.academia.edu/10344753/PROPERTIES_OF_FUEL_OIL_AND_BUNKERING_PROCEDURE

carbon residue : 0.05- 0.1%

ccr (canradson carbon residue) % o carbon residue after the ccr test

sulphur : 3.5 % till 2020 and 0.5% after 2020 outside SECA

0.1 % in side ECA

Flash point : > 60 deg . C pensky – martens closed cup method (open test has + 15deg)

Catfines ( Al + Si ) : 60 mg/kg for RMG ( grade)900 and RMK ( viscosity ) 1010 kg/m3

Density : kg/m3 @15 deg cels

CCAI: inversely proportion to efficient combustion, fuel quality, time taken to burn, and prop to
ignition lag (best -800, good- 850, ok – 870, bad – 900)

Ash : contents ( Va, S, Ni, Na, Si, Al) limit : 0.2% m/m

5. Block valve and microswitch in man. Line of man engine

Reversing

The engine has stopped in the Astern position and we shall want to move in ahead position, so we will put the
AHD/AST Lever to the ahead position , allowing the 7 bar control air to pass through (the pressed AHD micro
switch ) and go to

the fuel pump to reverse the cam position via the reversing cylinder

to the starting air distributor reversing cylinder to reverse the distributor

Reversing Completed Interlock

As the reversing has completed ,the shaft of the start air distributor reversing cylinder shall move outwards to
press the AHD micro switch ,allowing a part of (7 bar) control air to pass through it and a block valve is
released and fulfill the reversing completed interlock.This is provided so that in the event of the reversing
cylinder being stuck between AHD/AST micro switch ,then in that condition the interlock shall not allow the
auto start valve to open.

Decider by rao
1. Boiler water scle formation,

non alkaline salt, treatment for non alkaline salt,

excess phosphate reserve consequences,

caustic embrittlement

03-01-19
Mr. Deshpande
Flammability curve

Notes
Y A-0 bulkhead, material
Class A 

divisions forming bulkheads and decks that;

· Constructed of steel or equivalent
· suitably stiffened
· Prevent passage of smoke and flame to the end of one hour standard fire test

· Insulated using non-combustible material so that average temperature on exposed side does not rise above 140oC and
point temperature above 180oC. The time the bulkhead complies with this governs its class:
A-60 60min

A-30 30Min
A-15 15Min

A-0 0Min
Class B

These are divisions formed by bulkheads, decks, ceilings and lining

· Prevent passage of flame for first half hour of standard fire test

· Insulated so average exposed side temperature does not rise more than 139oC above original and no single point rises
more than 225oC above original. The time the bulkhead complies with this governs its class:
B-15 15Min

B-0 0Min
· Constructed of non-combustible material and all materials entering the construction are similarly non-combustible
except where permitted

Class C

These are divisions constructed of approved non-combustible materials. Combustible veneers are allowed were they meet
other criteria.

Expansion ratio, deck foam tanker

Bitter end chain construction draw,chain how connected, arrangement

The chain end (bitter end) is secured to the side or top

structure of the chain locker by an arrangement that incorporates means for emergency release. It is
recommended that this arrangement includes the facility for the chain to be slipped from outside the chain
locker. The chain end (bitter end) is secured to the side or top structure of the chain locker by an arrangement
that incorporates means for emergency release. It is recommended that this arrangement includes the facility
for the chain to be slipped from outside the chain locker.
Freeing ports, y are Rivetted also

 Freeing port. An opening in the lower portion of a bulwark which allows water shipped on deck to run
freely overboard.
Some freeing ports have hinged gates that allow water to drain overboard but that swing shut
to prevent seawater flowing in board.
Dmlc part 1 n part 2,their function, y such parts r provided

Declaration Of Maritime Labor Compliance(DMLC)

DMLC PART I
The form is prepared by the competent authority and is filled by the visiting surveyor.
• Identifies the topics for inspection.
• Lists the relevant pieces of legislation putting the MLC in place.
• Lists the substantial Equivalents or Exceptions that has been granted.
The areas where detailed inspection is carried out
• Minimum Age
• Medical Certificate
• Qualification of Seafarer
• Seafarer Employment Agreement
• Use of any Licensed or Certified or Regulated private recruitment and Placement services.
• Hours of Work and Rest
• Manning Level for the Ship
• Accommodation
• Onboard Recreational Facilities
• Food & Catering
• Health & Safety and accidental Prevention
• Onboard Medical Care
• Onboard Complaint Procedure
• Payment of Wages
DMLC PART II
• This form is to be filled by the Ship Owner
• The surveyor must confirm whether its genuine when the first inspection is over
• It outlines what the shipowner needs to do to meet the national requirements
• It shows the measures suggested to make sure that the improvement continues
• It must be written in clear terms
• It is designed to help everyone involved to easily check that the requirements are being put into
place properly.
Nox technical code with regulations?

Nox technical code :

MARPOL Annex VI requires all diesel engines installed after 1st January 2000, with a power output of more
than 130 kw to be tested and issued with an Engine International Air Pollution Prevention (EIAPP) certificate
and an approved NOx Technical File. 

The approved Technical File provides details of the allowable engine components settings, operating values
and allowable adjustments which ensure the engine will continue to operate within the acceptable NOx
emission limits. 

This EIAPP certificate and approved Technical File stays with the engine and remains valid for its marine life. 

Periodic verification surveys are carried out by the classification to confirm the engine continues to operate
within the on-board NOx emission limits.

If any adjustment, part replacement and modifications are carried out, which influences NOx emission
characteristics should be recorded chronologically in an engine’s record book of engine parameters. ID
numbers of all such components used are to be recorded.

The ID numbers are stamped on these parts and record them before fitting them to the engine

For Eg: the ID number of a cylinder liner usually stamped just above the scavenge ports, on the injection nozzle
of a fuel injector valve. The location of ID numbers of these components will be mentioned in the NOx technical
code.

When adjusts are made on FQS(Fuel Quality Setting)/ VIT (variable Injection timing) and for operational
reasons, the limits mentioned in the Nox Technical file should not be exceeded.

The following are the list of components and settings that influence the NOx Emission:
a) Fuel injection timing
b) Fuel injector nozzle
c) Fuel pump plunger & barrel
d) Fuel cam
e) Exhaust cam
f) Cylinder cover
g) Piston crown
h) Cylinder liner
i) Turbocharger
j) Compressor wheel / turbine rotor
k) Diffuser / nozzle ring
l) Aux blower
m) Scavenge air cooler
n ) Governor
o) Shim thickness to change the compression ratio and if shims used on the fuel pump

The above guide lines are applicable for the auxiliary engines also.

The Code will apply to any diesel engine with a power output of 130 kW and above installed on a ship whose
keel was laid on or after 1 January 2000, or any diesel engine with a power output of 130 kW and above which
has undergone a major conversion on or after 1 January 2000, except those intended solely for emergency use.
Major modification means the maximum continuous rating of the engine is increased by more than 10% or the
engine is replaced by a new engine built on or after 1 Jan 2000.

According to MARPOL Annex VI

This regulation shall apply to:
(i) each diesel engine with a power output of more than 130 kW which is installed on a ship constructed on or
after 1 January 2000
(ii) each diesel engine with a power output of more than 130 kW which undergoes a major conversion on or
after 1 January 2000.

This regulation does not apply to:

(i) emergency diesel engines, engines installed in lifeboats and
any device or equipment intended to be used solely in case
of emergency
(ii) engines installed on ships solely engaged in voyages within
waters subject to the sovereignty or jurisdiction of the
State the flag of which the ship is entitled to fly, provided
that such engines are subject to an alternative NOx control
measure established by the Administration.

What is major conversion ?

(i) the engine is replaced by a new engine built on or after 1 January 2000
(ii) any substantial modification made to the engine
(iii) the maximum continuous rating of the engine is increased by more than 10%.

The maximum NOx allowed on engines are as follows:

From 1st January 2000 to 31st December 2010 (Outdated):

For engines less than 130RPM : 17g/kWh

For Engines between 130 and 2000 rpm, a formula is used:45 × n-0.2 g/kWh
For engines above 2000 rpm: 9.8g/kWh

From 1st January 2011 to 31st December 2015 the limits change (Outdated):

For engines less than 130RPM: 14.4g/kWh
For Engines between 130 and 2000 rpm: 44 × n-0.23 g/kWh
For engines above 2000 rpm: 7.7g/kWh

After 2016 ......Currently this is followed:
For engines less than 130RPM: 3.4g/kWh
For Engines between 130 and 2000 rpm: 9 × n-0.2 g/kWh
For engines above 2000 rpm: 2.0g/kWh

where n = rated engine speed (crankshaft revolutions per minute).

Ram Amet Class 2  

04.01.2019
Function : 3,4,5,6
External: singh( donno full name)
3
Which grt vessels have ig
Ig regulations
Ig alarms and trips
Lifeboat regulations

Kunjal shah

Deck foam fire fighting system

Define garbage and discharge criteria

Discussed earlier
Ism and objectives certificates

https://www.marineinsight.com/marine-safety/what-ism-certificates-you-require-to-start-a-shipping-
company/

Certificates under ism are:

1) DOC - company
2) smc – ship
3) sms - DOC and its ships are issued with SMC only after ensuring that the company has a SMS and all
ships are operated as per the SMS.

International Safety Management (ISM) Code

The purpose of this Code is to provide an international standard for the safe management and
operation of ships and for pollution prevention.
Part A - Implementation
1 General
The objectives of the Code are to ensure safety at sea, prevention of human injury or loss of life, and
avoidance of damage to the environment, in particular, to the marine environment, and to property.
Safety management objectives of the Company should
• Provide for safe practices in ship operation and a safe working environment;
• Assess all identified risks to its ships, personnel and the environment and establish
appropriate safeguards; and
• Continuously improve safety management skills of personnel ashore and aboard ships,
including preparing for emergencies related both to safety and environmental protection.
Every company should develop, implement and maintain a Safety Management System (SMS) which
includes the following functional requirements:
• Safety and environmental protection policy;
• Instructions and procedures to ensure safe operation of ships and protection of the
environment in compliance with relevant international and flag State legislation;
• Defined levels of authority and lines of communication between, and amongst, shore and shipboard
personnel;
• Procedures for reporting accidents and non-conformities with the provisions of this Code;
• Procedures to prepare for and respond to emergency situations; and
• Procedures for internal audits and management reviews.

2) Safety and Environmental Protection Policy

• The company should establish a safety and environmental protection policy which
describes how the objectives will be achieved.
• The company should ensure that the policy is implemented and maintained at all levels o the
organization both ship based as well as shore based.

3) Company Responsibilities and Authority

• If the entity who is responsible for the operation of the ship is other than the owner, the owner must
report the full name and details of such entity to the Administration.
• The company should define and document the responsibility, authority and interrelation of all
personnel who manage, perform and verify work relating to and affecting safety and pollution
prevention.
• The Company is responsible for ensuring that adequate resources and shore based support are
provided to enable the designated person or persons to carry out their functions.

4) Designated Person(s)

To ensure the safe operation of each ship and to provide a link between the company and those on
board, every company, as appropriate, should designate a person or persons ashore having direct
access to the highest level of management.
The responsibility and authority of the designated person or persons should
• Include monitoring the safety and pollution prevention aspects of the operation of each ship and
• To ensure that adequate resources and shore based support are applied, as required.

5) Master's Responsibility and Authority

The company should clearly define and document the master's responsibility with regard to:
• Implementing the safety and environmental protection policy of the Company;
• Motivating the crew in the observation of that policy;
• Issuing appropriate orders and instructions in a clear and simple manner;
• Verifying that specified requirements are observed; and
• Periodically reviewing the SMS and reporting its deficiencies to the shore based management.
The Company should ensure that he SMS operating on board the ship contains a clear statement
emphasizing the Master's authority.
The Company should establish in the SMS that the master has the overriding authority and the
responsibility to make decisions with respect to safety and pollution prevention and to request the
Company's assistance as may be necessary.

6) Resources and Personnel

The Company should ensure that the master is properly qualified for command, fully conversant with
the Company's SMS and given the necessary support so that the Master's duties can be safely
performed.
The Company should ensure that each ship is:
• Manned with qualified, certificated and medically fit seafarers in accordance with national and
international requirements; and
• Appropriately manned in order to encompass all aspects of maintaining safe operations on board
• Personnel are able to communicate effectively in the execution of their duties related to the SMS.
• All personnel involved in the Company's SMS have an adequate understanding of relevant rules,
regulations, codes and guidelines.

7) Shipboard Operations
The Company should establish procedures, plans and instructions, including checklists as appropriate,
for key shipboard operations concerning the safety of the personnel, ship and protection of the
environment. The various tasks should be defined and assigned to qualified personnel.

8) Emergency Preparedness:

• The Company should identify potential emergency shipboard situations, and establish
procedures to respond to them.
• The Company should establish programs for drills and exercises to prepare for emergency actions.
• The SMS should provide for measures ensuring that the Company's organization can respond at any
time to hazards, accidents and emergency situations involving its ships.

9) Reports and Analysis of Non-conformities, Accidents and Hazardous Occurrences

• The SMS should include procedures ensuring that non-conformities, accidents and hazardous
situations are reported to the Company, investigated and analysed with the object of improving safety
and pollution prevention.
• The Company should establish procedures for the implementation of corrective action,
including measures intended to prevent recurrence.

10) Maintenance of the Ship and Equipment

The Company should establish procedures to ensure that the ship is maintained in conformity with
the provisions of the relevant rules and regulations and with any additional requirements which may
be established by the Company
Company should ensure that:
• Inspections are held at appropriate intervals;
• Any non-conformity is reported with its possible cause, if known;
• Appropriate correction action is taken; and
• Records of these activities are maintained.
The Company should identify equipment and technical systems the sudden operational failure of
which may result in hazardous situations. The SMS should provide for specific measures aimed at
promoting the reliability of such equipment or systems. These measures should include the regular
testing of stand-by arrangements and equipment or technical systems that are not in continuous use.

11) Documentation

The Company should ensure that;

• Valid documents are available at all relevant locations;
• Changes to documents are reviewed and approved by authorized personnel; and
• Obsolete documents are promptly removed.

12) Company Verification, Review and Evaluation

• The Company should carry out internal safety audits on board and ashore at intervals not exceeding
twelve months to verify whether safety and pollution-prevention activities comply with the safety
management system. In exceptional circumstances, this interval may be exceeded by not more than
three months.
• The Company should periodically verify whether all those undertaking delegated ISM-related tasks
are acting in conformity with the Company's responsibilities under the Code.
• The Company should periodically evaluate the effectiveness of the SMS in accordance with
procedures established by the Company.
• The audits and possible corrective actions should be carried out in accordance with
documented procedures.
• Personnel carrying out audits should be independent of the areas being audited unless this is
impracticable due to the size and the nature of the Company.
The results of the audits and reviews should be brought to the attention of all personnel having
responsibility in the area involved
• The management personnel responsible for the area involved should take timely corrective action
on deficiencies found.

Part B - Certification and Verification

13) Certification and Periodical Verification

14) Interim Certification
15) Verification
16) Forms of Certificates

Ism certificates:
Document of Compliance (DOC)
A Document of Compliance or DOC is issued to a company based on the type of ship. This means that
the DOC will be different for different type of ships i.e. if company have10 containers and 10 oil
tankers then 2 different DOC will be issued, one to the container fleet and other to the tanker fleet.
DOC is issued under the authority of flag state government by successfully auditing and reviewing
companies SMS and its implementation.

Interim DOC
• An interim DOC is issued to a newly established company or when a new type of ship is added in the
company
• The company is requested to submit SMS implementation plan and 12 months are given to the
company for fulfilling the ISM requirements.
• The company shall undergo initial audit, and in case of newly built shipping company within the
validity period of interim DOC i.e. 12 months.
• The company shall undergo additional audit in case new ship type is added to the shipping company
within the validity period of interim DOC i.e. 12 months.
• For a new company, further document review is conducted prior to the audit by administration.

Short Term DOC

• A short term DOC is issued on the day of the audit by the administration auditor as a response or
proof of completion of the initial, annual or renewal audit process.
• Validity of short term DOC is 5 months.

DOC
• It is issued by the administration after successful completion of initial audit or fulfilment or interim
DOC requirements.
• Issued after at least three months of implementation of SMS at the company and at least one ship in
the fleet for which DOC is concerned.
• The validity of DOC, after initial audit is 5 years from the next date of expiry and it is subjected to
annual audit.
• If a Major NON Conformity is found in the audit, the DOC is withdrawn.
• The DOC is kept with the company and copy is kept in all the ship under that DOC fleet.

Safety Management Certificate (SMC)

A Safety Management Certificate is issued to the ship of a DOC holding Company by the
Administration. Every individual ship must have a SMC which ensures that it complies with the
onboard Safety Management Manual based on ISM.
If a company owns 25 oil tanker ships, then SMC is issued to each ship with total of 25 SMC.
SMC is issued after successfully auditing the ship for making sure that it is operating as per the SMS
based on ISM code.

Interim SMC
• Issued to the company which posses Main DOC, Interim DOC or Short term DOC.
• Issued to the newly built ship added to the existing fleet of the shipping company.
• Issued to a new ship with change in Management Company.
• Issued to a company with change in the flag state.
• Its Validity is for 6 months.
• A ship undergoes initial audit with interim SMC and it must fulfil the entire requirements to comply
the SMS based on ISM code to get the main SMC.

Short Term SMC

• A short term SMC is issued on the day of the audit by the administration auditor as a response or
proof of completion of the initial, annual or renewal audit process.
• Validity of short term SMC is 5 months.
SMC
• It is issued by the administration after successful completion of initial audit or fulfilment or interim
SMC requirements.
• The validity of SMC, after initial audit is 5 years from the next date of expiry and it is subjected to
intermediate audit.
• The intermediate audit is carried out between the second and the third anniversary date of the ship.
• If a Major NON Conformity is found in the audit, the SMC and DOC are withdrawn.
• The original SMC is kept on the ship and copy is kept with the company.

6
Piston checks and procedures during
Fuel oil tank inspection and procedure and areas to inspect

Preparations Done before Cleaning

The following steps are to be followed before starting the cleaning process:

1) Empty the tank as much as possible; strip the tank by trimming the ship forward or aft depending
on the suction valve location.

2) When the ship is going for dry-dock the keel plan is to be sent to the shore facility so that they
should not put any keel block in the way of the plug present in the bottom shell plating.

3) The tank has to be properly ventilated as it is an enclosed space and might contain flammable
gases.

4) It is to be made sure that the steam connections are closed and proper signs and placards are
displayed so that during cleaning nobody opens the valve and gets burnt or hurt.

5) The tank has to be checked for flammable gases.

6) The tank has to be checked for oxygen content with the help of oxygen analyser.

7) The tank is drained off left over oil with the help of plugs.
8 ) The location of plug can be found out in shell plating diagrams.

9) Generally this plug is covered with cement and made streamlined with the shell plating.

10) Enclosed space entry checklist is filled out so that no safety issues are compromised or left.

During cleaning

1) Entry is only to be made inside the tank if the oxygen level is 21% by volume and flammable gases
are vented out.

2) One person should always standby outside the manhole door and should be in communication with
the person inside.

3) The person outside should continuously communicate with person inside and with the duty officer.

4) In case of hot work to be carried out, a fire line is to be carried inside. Also, a small fire extinguisher
for small fire should be there.  Inform Port state authority before commencing hot work.

5) The tank is cleaned manually with the help of brushes, rags etc.

6) The oxygen content is continuously monitored and in case the alarm indicates low level, the space
has to be evacuated immediately without any delay.

After cleaning

1) Make sure no tool are left inside which may get stuck in the valve or damage the transfer pump

2) The place where crack repair is done should be checked for leaks.

3) If it was a steam leak repair, the coils needs to be checked for steam leak inside.

4) In case of crack or plate renewal the tank has to be pressure tested and checked for leak. If the
repair is major it has to be inspected by class surveyor before putting it in operation.

5) Close the manhole after inspection, repairs and cleaning.

6) Close and remove the sign – permit to work.

Do you think we missed out a point? Let us know in comments.

1.  Corrosion – Also considered as ‘material wastage’, it is the lead cause for structural deformations
and fracturing. It is by far the most ‘popular’ of all other defects directly related to steel and its
components. If left unattended, corrosion is a disaster waiting to happen; either by cargo or fuel oil
contamination, structural losses, pollution and finally possible loss of the ship itself.
2. Deformation – It is a sub-component defect caused due to damage of steel plating’s or material
failure. It could be a change in shape or physical disfigurement of steel that is caused either by
implosion (caused due to vacuum build up in tanks) or explosion, excessive dynamic (wave bending /
loading) as well as static stress (ship’s hogging and sagging conditions)and strains onto the steel
structures, and likewise. It should be noted that deformations observed on the ship’s hull are more
likely to affect structures on the interior too.

3. Fractures – This is due to propagation of cracks through the steel plating, which have been left
unattended, obviously. Most of it occurs due to excessive stress concentrated on weakened steel
plates throughout the tanks’ dimensions. There have been many cases where inspectors have arrested
ships, especially bulk carriers, where imminent cracks (mainly due to concentration of stress) through
the cargo areas have been observed. Welding defects have also been observed to be the cause of
fractures.

As we are aware that entering the tank or the enclosed spaces onboard encompasses certain
mandatory procedures, which should be followed in particular. Prerequisites such as Permit to Work
in Enclosed Spaces, PPE, high beam lighting, oxygen / gas detection meters, communications, etc. are
mandatory while undertaking such critical operations. Once all the essentials are in place, a
competent officer should head the inspection process after chalking out the tasks that are required to
be ticked off, say for completing a PMS. Needless to say, onboard checklists provide a complete
synopsis as to what one has to confirm while inspecting the tanks.

Here are a few pointers one should specifically identify while inspecting the steel tanks.

1.  Assessing the overall condition – Immediately on entering the enclosed space one can figure out
the tank’s well being by considering the state of the access ways and the ladders, paint coatings, and
by closely observing areas susceptible to corrosion such as near the weld joints. Rungs, step ways and
ladders are often the foremost members that are exposed to deterioration due to oxidation. The
competent officer should examine the material wastage throughout the set of access ways and related
components. An overall study of the paint coating would permit the competent person to estimate
how the tank has reacted to general corrosion. For easy identification of loop holes, the paint applied
on the surface is generally light in colour. Thereby, re-coated areas can be easily spotted, should be re-
checked for coating failure or for scaling or pitting in the vicinity.
2. Condition of corrosion levels – General corrosion appears to be as a non-protected oxidation that
tends to crop up homogeneously on internal surfaces of the holds or tanks which have been left
uncoated. The corroded scale frequently breaks off, revealing the bare metal, which is susceptible to
corrosive attack. In tanks and holds that have been coated, corrosion starts affecting the moment the
coating starts breaking down. Determining thickness reduction in the steel plates is difficult unless
excessive shrinking has occurred.

For example, corrosion on the inner surfaces of the liquid cargo tanks (example, Crude Oil Tankers) is
mainly due to the mixture of corrosive gases, crude oil acids, as well as sea water (Crude oil washing).
This along with the fluctuations in temperatures within the tanks and structural flexing, over a period
of time, shrinks the thickness of the steel plating and associated supports, ultimately leading to failure
of the steel structure.

Careful examination should be carried out in areas such as – in the vicinity of sounding pipes and
striker plates, openings for the air vents and tank gauging, internal piping including expansion joints,
dressor coupling and related fittings / joints / clamps, near the operational valves within the tanks,
bilges and tank top areas, underside of hatch coamings / tank openings, bulkheads in general, joints
associated with girders, web frames, etc.

3. Condition of ‘sacrificial’ anodes fitted inside the tank – Normally such anodes are made up of
zinc among other elements and provide an excellent preventive measures to fight corrosion within the
tanks, especially the ballast tanks. Due to their sacrificial nature, the anodes, over a period of time get
‘wasted’. Hence, in order to maintain their integrity, anodes have to be checked and inspected closely
for excessive wear and tear. A record of material wastage should be maintained for future examining.
One must also inspect whether the anodes are well secured to the brackets provided.

4. Checking for Damages / Cracks / Deformations – Adequate lighting in the tanks is necessary for
the inspection work and for identifying deformations or surface dents. Shadows are one of the best
indicators to highlight any buckling or cracks within the tanks. However this may not be the case for
darker paint coatings (Coal Tar Epoxy, for example) where the tanks have to be lit up to the max in
order to locate the defects. Deformations may generally not be readily obvious when viewed over a
larger area. To identify this, it is good idea to highlight the area using a high beam torch by projecting
it parallel to the surface. Where it is difficult to identify defects in a straight line by the torch, the old
school method of using a length of string or rope could be considered for determining the obscured
deformations on the surfaces.

Buckling is another condition of large deformations which can be caused due to a diminutive increase
in loads. Permanent buckling may arise due to overloading weak structures (read – corrosion or
contact damage)

5. Pitting corrosion and blister formation – Pitting Corrosion is often known to be observed in the
bottom plating of ballast tanks especially near the ‘bell-mouth’, near the ‘bell-mouth’ in a liquid cargo
tank, or next to suction wells associated with the submerged pumps fitted within the tanks. Pitting
Corrosion begins mostly with the local breakdown of the coatings, exposing the bare metal, and
thereby getting accentuated by oxidation and galvanic reactions in the area.

Blister formation is a common site in areas where the surface preparation is inadequate prior to
application of paint coats or for some reason the coating failed to adhere to the surface. The officer
must be on a look out for these unwary bumps on the tank surfaces that may act as alibi to the
mounting decay underneath.
6. Condition of the tank gauging systems – Gauging systems that include gas measuring gauges,
pressure gauges, temperature gauges, remote level sensing meters, sounding pipes as well as the
striker plates should be checked for operational abnormalities. Rusting, too, is often found underneath
the tank top near the conduits that encompass the gauges. If possible, it is always a good idea to try
and clear out debris (example – mud, oil deposits) manually from the remote measuring sensors and
attempt operating them. For example, during the inspection process physically testing the ‘remote’
gas measuring devices may be well worth the assessment.

The gauges fitted inside or outside the tank must be calibrated during major inspection (dry dock) or
at intervals defined by the maker

7. Condition of the Safety Devices – Safety devices fitted in the tanks are critical for providing the
operators a remote indication of an unwanted threat such as water ingress in the bilges of cargo holds
due to sweating or any other reason for that matter. The importance of such devices onboard is high
and should be regarded as priority for visible examination. It is not very frequent that the bilge high
level and low level alarms of critical spaces such as in the ship’s chain locker, dry cargo holds, void
spaces, etc. would be manually tested and scrutinised closely for operational deficiencies.

8. Condition of Mud or Sludge Build Up – Accumulation of mud and oily sludge in the tanks could be
detrimental in terms of hiding away serious defects and also to promote development of structural
deterioration underneath the horizontal / parallel surfaces. Therefore, it is highly recommended to
remove the excess debris prior any tank inspection, this means washing the crude oil tanks enough in
order to visibly locate the defects, or physically hosing down the mud accretion in ballast tanks. This
also aids in identifying any bottom shell pitting corrosion or deformations.

9. Condition of Cargo Equipment – Cargo equipment within the tanks include heating coils, cargo
pumps, crude oil washing machines, remote gauging systems, temperature / heat sensors, etc. Leak
test using compressed air or steam could be carried out on heating coils whereby the pipe-work and
steam traps within the tanks must be thoroughly inspected visually for faults and leaks. The
competent officer should also physically ensure the optimal operation of all the cargo equipment
fitted internally. This could be done by remotely trying out the system from a control room and
feedback confirmed from within the tank. Any irregularity in the equipments’ operation must be
recorded and later reported.

Finally, a few other areas onboard susceptible to defects and damages that must be frequently
examined –
– Ballast tanks that are bordering the hot Engine Room spaces

– Ballast and void tanks neighboring the heated fuel oil and cargo tanks

– Tanks that are in the vicinity to areas where vibration levels are high

– Side shell spaces between the loaded and light draughts

– Tanks adjacent to external tug contact points

– Spaces in the forward part of the vessel, especially to be considered after heavy weather

Therefore, in order to detect and identify where a fault has occurred in the enclosed space most of the
above mentioned factors would be needed to take into consideration. For evidence and record
keeping, using an intrinsically safe camera or any camera with a certified explosion proof housing for
that matter is highly recommended.

Also on wrapping up the inspection, all the facts and findings must be entered in the ship’s official
Tank Inspection Record. If deemed necessary, then a copy of the record must be sent across to the
vessel’s Base Manager / Tech. Superintendent. A correspondence file must be maintained as a
reference to all subsequent modifications or repairs carried out within the tanks.

Aux engine lube oil cooler tube leaking and how to find which tube is leaking and rectification
procedure

Air compressor relief valve testing procedure

The set pressure of the pressure relief device must not exceed the maximum allowable
working pressure (MAWP) marked on the air pressure vessel.

  Water Jacket Relief Valve

Water Jacket Relief Valve
HP Relief valve (diagrammatic)

Relief valves on air compressors should be regularly overhauled and tested. The lift
pressure should be set hydraulically using water. Do NOT test relief valves by shutting
 the compressor discharge valve! Relief valves on the water jacket should be tested
regularly by lifting them with the operating handle.

Troubleshooting Marine Compressors

Though the problems encountered onboard differ from ship to ship, a brief guideline is given regarding the
causes of the different symptoms.

1. Lube oil pressure low: causes can be leakage in pipes, suction strainer choked, oil grade wrong, gear pump
faulty, faulty pressure gauge, increased clearances of the bearings, and oil level low.

2. Cooling water high temperature: causes can be cooling water valves closed, cooling water piping blocked,
cooling water pump belt lose or broken, cooling water pump faulty, no flow of cooling water, and low level of
cooling water in the expansion tank.

3. Compressor noisy: causes can be bearings worn, crankshaft end play high, discharge pressure high, poor
foundation, small bumping clearance, piston rings worn, liner worn out causing piston slap, valves not properly
seated, and valves broken or faulty.

4. First stage discharge pressure low: causes can be that the first stage suction valve is not closing fully and
allowing the air to leak during the compression or it is not opening fully allowing less air to come in the
chamber or the discharge valve is faulty and opening prematurely or incorrect springs have been fitted which
are compressing on little pressure, intake filter fouled, leakage from piston rings.

5. First stage discharge pressure high: causes can be that the second stage suction valve is not holding and
while compression high pressure air is coming to the inter-cooler and showing an increase in the pressure,
inter-cooler tubes choked.

6. Second stage discharge pressure low: causes can be leakage from the piston rings, second stage suction valve
faulty and allowing the air to escape, second stage discharge valve leaking or opening prematurely due to
wrong springs fitted.

7. Second stage discharge pressure high: causes can be obstruction in the after cooler, obstruction in the
discharge valve, air bottle pressure high, second stage discharge valve springs very stiff.

Internal: vikrant rai

6
Air compressor 1st stage relief valve lifting reasons

9) Relief valve of first stage lifting

If relief valve of the first stage is lifting, it can be because of

 Spring of relief valve is malfunctioning, thus lifting at less pressure.

 Discharge valve of first stage is not opening.
 Intercooler air passage is blocked.
 Suction valve of second stage is in stuck position.
 Water inside the compression chamber due to crack in the jacket and water is leaking inside
10) Relief valve of second stage is lifting

If relief valve of the second stage is lifting, look for the following reasons:

 Relief valve is malfunctioning, lifting at lower than setting pressure.

 Main discharge valve to the air bottle is closed.
 Discharge valve plates and spring are worn out, valve in closed position.
 Blockage in the after cooler air passage.
 Water inside the compression chamber due to crack jacket.

1) Lube Oil Pressure Low

The following can be the reasons for lube oil pressure low in the air compressor:

 Faulty pressure gauge.

 Cock to pressure gauge in closed position.
 Low oil level in the sump.
 Leakage in supply pipe.
 Suction filter is choked.
 Oil grade in the crank case is not compatible.
 Attached Lube oil gear pump is faulty.
 Worn out Bearing, clearance is more.

2)  Abnormal noise during operation

If you get any abnormal noise during operation, the following can be the reasons:

 Loose foundation bolts.

 Worn out bearings, clearance is high.
 Imbalance crankshaft resulting in high-end play.
 Valve plate broken or faulty.
 Relief valve lifting below setting pressure.
 Bumping clearance is less.
 Piston worn-out, broken piston ring.

Vibration in the machinery:

In case of vibrations, the following reasons are to be considered and checked.

 Foundation bolts are loose.

 Discharge pressure high, faulty discharge valve plates.
 Liner and piston worn out.
 Small bumping clearance.

4)Cooling water temperature is high

Cooling water temperature can go high because of the following reasons:

 Inlet or outlet valve for cooling water is closed.

  Inter-cooler is chocked.
 Cooling water in the expansion tank is low.
 Pipe passage becomes narrow due to scale formation.
 Water-pump belt or gear drive broken.
 ump not working.

5)First stage discharge pressure high

In case the first stage discharge pressure is high, it must be because of :

 Pressure gauge is faulty.

 Inter-cooler air passage is chocked.
 Second stage suction valve is not closing properly, allowing air to escape from 2 nd to 1st stage.
 Discharge valve of first stage is malfunctioning, and remains in closed position.
 Spring of discharge valve is malfunctioning.

6)  First stage discharge pressure low

In case the first stage discharge pressure is low, it must be because of:

 Pressure gauge is faulty.

 Suction filter is choked.
 Unloader of first stage is leaking.
 First stage suction valve is not closing properly, resulting in compressed air leakage.
 First stage suction valve is not opening fully, leading to less intake of air.
 Discharge valve is faulty and remains open permanently.
 Relief valve after first stage is leaking.
 Piston ring of first stage is badly worn out, allowing air to pass.

7) Second stage discharge pressure high:

In the case of high discharge pressure in the second stage, the reasons can be:

 Faulty pressure gauge.

 Discharge valve to air bottle is shut.
 Second stage discharge valve plate worn out, and even the spring worn out.
 Valve is stuck in closed position.
 After cooler air passage choked.
 Air bottle is over pressurized.

8 ) Second stage discharge pressure low:

When second stage discharge pressure is low, it could be because  of:

 Pressure gauge is faulty.

 Suction valve for second stage is malfunctioning, in open position.
 Suction valve for second stage is not opening fully, and thus less intake of air.
 Discharge valve is faulty and remains open during operation.
 Piston rings of second stage are worn out, leaking out compressed air.
 Relief valve of second stage is leaking.
 Un-loader of second stage is leaking.
How will measure sfoc onboard and what parameters required

2.  Specific Fuel Oil Consumption (SFOC):

Specific fuel oil consumption is the measure of the mass of fuel consumed per unit time to produce per KW. The marine
engine efficiency is usually determined using the SFOC.

In order to achieve accuracy, the fuel consumption and power developed is always measured over a suitable time period
on a good weather. The formula used for calculating SFOC is:

SFOC (g/kwh) = Mass of fuel consumed per hour / Power developed in KW

  The readings of the flow meter to the main engine should be noted over the specified time interval say 1 hour.
With the difference in readings, the volume of fuel consumed is obtained. It can also be measured by noting down
the HFO service tank reading provided the oil is being supplied only to the main engine.
 The mass of the observed volume of fuel consumed can be determined by following the above-said bunker
calculation procedure.
 The horsepower can be measured using dynamometer if fitted on the shaft of the engine which will indicate the
BHP in the digital indicator. If not, the horsepower can also be calculated using engine rpm and average pump fuel
index with the aid of engine characteristic curve of various sea trials which is supplied by the manufacturer.
However, the calorific value of the fuel used for sea trial may differ and hence compensation factor has to be
determined to obtain the accuracy in calculation.

Related Read: 14 Terminologies Used for Power of the Ship’s Marine Propulsion Engine
Aux. Engine lube oil cooler how many passes (only cooling medium is in passes like water)

By opening end cover how will say it's a single or double pass heat exchanger

-
 Why baffles are provided in heat exchanger
Baffles are used in shell to direct the fluid stream across the tubes to increase the velocity of shell side flow and thereby to
improve the shell side heat transfer coefficient. In other words baffles are used in shell to increase the turbulence in shell side
fluid. baffle is designed to support tube bundles and direct the flow of fluids for maximum efficiency
Seawater line corroded and need a replacement how fabrication done
Ajeeth Balakrishna:
1.Main air compressor after cooler chocked what will be the effect on compressor?
https://marinestudy.net/coc-oral-exam-preparation-part-8-air-compressor/

Volumetric efficiency reduces,

Outlet temp and volume of free air increases

Work done by the compressor increases

Metal stresses increases due to uneven distribution of heat

Un condensed moisture carry over with the system air

2.After 1 week of heavy weather ship reached port,wat all inspection.

Check the sounding o all the tanks, slack items, ship general inspections, main bearing clearance,
steering gear inspection, top beacing, holding down bolt inspection
3.BLEVE WHERE EXPLOSION WILL TAKE PLACE.

What is Boiling Liquid Expanding Vapour Explosion (BLEVE)?

BLEVE is a vapour explosion which may result from catastrophic failure of a tank
structure, which was containing cargo liquid above the boiling point at nominal
atmospheric pressure.

The cargo in the tanks of gas carrier is partially liquid and partially vapour in normal
condition. However, when the tank structure collapses, the vapour tries to escape or leak
through the opening, resulting in decrease in the pressure inside the tank. These drastic
lowering of pressure inside the cargo tank results in rapid boiling of liquid and increase in
vapour formation. The pressure of the escaping vapour becomes very high and leads to a
shock wave or explosion in presence of a fire source, completely destroying the tanks
structure and surrounding areas.

Common Causes of BLEVE:

The most common reason which leads to BLEVE is fire near tanks containing gas cargo
such as propane.  Because of the high temperature of the surrounding, the tank
temperature starts to increase and the inside of the tanks gets over pressurised. The high
pressure inside the tank will be generally released by the relief valve.

However, if the pressure builds up rapidly because of high temperature and high rate of
heating in the surrounding, the tank will collapse at the weaker point, exposing
pressurised and flammable vapour to the naked flame and leading to Boiling Liquid
Expanding Vapour Explosion.

Reason for Failure of Tank Structure

 Improper maintenance of tanks

 Corrosion of the tank structure

 Relief valve of the tank is malfunction or stuck

 Mechanical damage to the tank

 Material failure

 Tank structure severely exposed to flame or fire

Precautions to avoid BLEVE

 Maintenance of the cargo tank  at regular interval

  Relief valve to be functional at all time

 The size of the relief valve to be fitted should be as per the International Gas code

 Emergency preparedness of all ship staff

 Always think of safety first

4.how cargo pump is cooled in LNG ship?

5.ESD EQUIPMENT?
6. VERTICLE PIPES IN ENGINE ROOM, HOW ARE THE BOLTS FITTED TO FLANGE. FROM TOP/
BOTTOM.

Head is in the bottom and nut on the top

Due to vibration the nut will not loosen, will have the tendency to tighten.

Easier to fasten and unfasten the nuts if on top, reason being we always tight nut not the olt.

If rusted, rust remover (WD 40) will be easier to apply and stay put for longer time if its on top.

Engine structures
http://sailorsdiaries.blogspot.com/p/de.html

7. WHAT IS THE PRESSURE IN HP FUEL PIPE?

7.IN ME ENGINE HOW 200 BAR HYDRAULIC PRESSURE ACT ON FUEL PUMP TO PRODUCE 1000 BAR.

8. WHY A/ E CON ROD OVALITY TAKEN?

What’s The Criteria For Reuse or

Replacement of Auxiliary Engine
Connecting Rod On Ships?
By Anish | In: Ship Generator | Last Updated on October 7, 2017

The power generated by the piston in the combustion chamber of marine engine is
transferred to the crankshaft using the connecting rod. While transferring this tremendous
power, the connecting rod itself is subjected to different stresses, which makes is
vulnerable to damage. For this reason connecting rod bolts are used to
join the connecting rod and con-rod bearing cover under the tremendous stresses
generated by the running engine.

The most common type of connecting rod that is used in the ship’s auxiliary engine is
oblique or cross-cut connecting rod which is made of two parts.

The connecting rod of the engine must be inspected at regular intervals of time to ensure

there is no defect or problem to avoid any future accidents/emergency. It’s the knowledge
and skills of the engineer that decides whether to use the same connecting rod or to renew
it with the spare one.

Following points must be considered when checking the connecting rod for re-use or

replacement:

1. Check the ovality of the connecting rod: Check the ovality of the connecting rod by

tightening both parts at its rated torque. Inside micrometer is used to determine the
correct and current ovality of the connecting rod. If the ovality is out of limits, the
connecting rod is not to be reused.

2. Check connecting rod for fretting and corrosion: Connecting rod to be checked for

fretting and corrosion. If fretting is small, it can be removed by using oilstone. Never use
grinder or scrapper for this purpose. Con-rod with severe fretting and racks must be
discarded.

3. If connecting rod with fretting is to be used, check for cracks: Minute fretting can be
tolerated over the connecting for reuse only if the surface does not have any cracks. If the
fretting is in small area and oil stone is used to treat the same, the complete area must be
checked again by using magnaflux which detects small hairline cracks which are not visible
to the naked human eye.

4. Check cracks between connecting rod and bearing cover: The serration and bore

between connecting rod and bearing cover to be checked for cracks by using die
penetrating crack detection test. Rod to be used only when there are no cracks detected. If
there are small cracks in the connecting rod bearing cap serration, renew it with new
spare one.

5. Renew connecting rod and connecting rod bearing cover together:

Connecting rod and connecting rod bearing cover to be renewed as a whole. Never renew
single part of the connecting- rod in case of damage as the serrations are machined in pair
to locate the two halves relative to one another.

6. Re-machining of serrations should not be done: Re-machining of serrations of

connecting rod /bearing cap or bore should not be done even if there is minute damage or
indentation.

7. Bearing shell with fretting at its back should not be used: Bearing shell with fretting
at it’s back side must not be used with connecting rod and it is to be renewed in set.

8. Ensure bolts and bearings are of same type during replacement: If

the connecting rod is replaced, it should be of same type and same con-rod bolts and
bearings to be used. Ensure to read the older generator data to confirm the bearing size
(undersize or oversize) to be fitted while renewing the shell.

9. Replace Connecting Rod Bolts in Sets: Connecting rod bolts to be used and replaced in

sets. If the connecting rod is renewed with the spare one, the con-rod bolts from the old
con-rod must not be used with the new spare connecting rod.

10. Correct sequence and tightening torque: Once it is decided to reuse or replace the
connecting rod, the engineer office must ensure that he knows the correct assembling
sequence (front/ back side, pair of con-rod and bearing cap etc. ) and rated tightening
torque is applied on the con-rod bolt with step- by-step tightening procedure as listed in
the manual.

The assessment of connecting rod for reusing/ discarding is a critical decision to make for
the ship’s engineer officer. A slight mistake in making the correct choice may lead to major
generator damages and sometimes even causality.
 The connecting rod in a medium speed 4 stroke engine is subject to an inertia
whip loading due to the mass of the con rod swinging about the piston pin.
(Because of the lower speed of a 2 stroke engine, the whip loading is not large
enough to influence the design of the con rod) Added to this, the inertia loads due
to the mass of the reciprocating parts cause a stress reversal from high
compressive stress (during power and compression stroke) to a low tensile stress
between the exhaust and inlet strokes.

This loading of the rod influences its design, and to withstand the loading
described above,  connecting rods are often forged from a manganese
molybdenum steel in an I or H section which reduces its mass from one made of
round section steel (and thus reduces the whip loading) while maintaining
strength. This is not always the case, as can be seen from the pictures shown, and
often a round section rod is of sufficient strength.
 

Because of the large diameter of the crankpin to increase

bearing area and decrease bearing load, the width of the
bottom end of the con rod is greater than the diameter of
the cylinder liner.

So that the piston can be withdrawn from the liner, 3

different designs are used:

 The con rod can be fitted with a marine palm as in

the photo above.
 The con rod can be split in two parts as shown
opposite.
 The bottom end  can be split obliquely. Serrations are
used to locate the two halves relative to one
another.

The advantage of using a vee engine is that the

overall length of the engine is reduced for a given
power output.

If a normal bottom end arrangement is used then

the con rods must be placed side by side which
means the opposite cylinders are offset. The
crankpins must be long enough to accommodate
two bottom ends side by side, and of large enough
diameter to resist bending. The increased length of
the crankshaft means a longer engine.

Two alternative arrangements are pictured (right).

Both allow the cylinders to be opposite one another.
However, both arrangements restrict access to the
crankcase, and because the design of the bottom
ends are different, more spares have to be carried.
 BOTTOM END BOLTS

Because of the stress reversal mentioned above, bottom end bolts have a limited life.
This varies from engine to engine, but is generally around 12-15000 hours. If a bottom
end bolt was to fail in operation, then the results would be disastrous.

Bottom end bolts should be treated with care when removed from the engine during
overhauls. They should be inspected for any damage to the surface from which a crack
could start. This damage could be due to corrosion (water in LO) or because of incorrect
handling.

9. IF SOME BODY PUTS THE FUEL LEVER OF A/ E TO 0. WHAT WILL HAPPEN.

As the fuel lever is lowered to zero, the plunger is lowered and matches the spill ports and short cycle
the fuel from hp to lp, so there will be no build up of fuel to the injector to inject. Rpm drops and
engine will shutdown starving of the fuel with load, if other generators ae in auto then they will start
and take on the load,
10. Prepare engine room for load line survey?

1. Check that all access openings of enclosed structures are in good conditions. All
dogs, clamps, and hinges to be free and well greased. All gaskets and watertight
seals should be crack free. Ensure that the doors open from both sides.
2. If portable wooden hatch covers are used check that they are in good condition
3. If tarpaulins are used at least two should be provided for each hatch and in good
condition.
4. Inspect all machinery space opening on exposed deck
5. Check that all ventilator openings are provided with an efficient weather tight
closing appliance
6. All air pipe should be provided with satisfactory means for closing and opening
7. Ensure that non-return valves on overboard valves are operating in a satisfactory
manner

12. Ballast water convention when it came into force.

Which all ships it is applicable to?

When is the last for implementation?

function 3 orals ile page no 33

Pump characteristics curve.

Performance Characteristics of Centrifugal Pumps
Refer the performance characteristics drawn above.

n-Q – Efficiency Vs Flow Rate and

HP/Q – Horse Power (of the prime mover)

Theoretical Discharge Head Vs Flow Rate (H/Q) plot is a straight line as shown. When there is no flow or
discharge valve is shut, loss of head is mainly due to shock and eddy losses. As flow rate increases,
frictional losses come into picture and it dominates other losses.

Efficiency Vs Flow Rate plot is well explained down below.

From above graphs it is clear that,

1. If the pump discharge head is lesser the flow rate of the liquid is higher and therefore pumping of
the liquid is faster.
2. Pump if run at normal duty flow rate by maintaining normal duty discharge head the liquid will be
pumped utilizing least possible rate of energy by the pump or in other word at this point efficiency of
the pump is maximum.
Screw pump

Comparison curves of power efficiencies for different hydraulic pumps at constant speed

Inclining experiment? What will you do with GM? after finding?

Ans: Oral notes coc file ship stability, inclining and angle of loll

The Inclining Experiment:

An inclining experiment is carried out when the construction of the ship is completed up to
a stage when all the components that contribute to the lightship weight have been
installed. The primary purposes for carrying out an inclining experiment are:

 To measure the lightship weight of the ship.

 To find the vertical, longitudinal, and transverse positions of center of gravity.
 To calculate the metacentric height of the lightship.

It is always conducted by the shipbuilder because, at this stage, the shipbuilder must prove
to the client that the lightship weight has not exceeded the design value. This is a very
important milestone for the shipbuilder because, often, marginal increase in weight is
likely to be observed due to various manufacturing constraints. It is due to this reason, a
weight margin of approximately 15 to 20 percent is allowed in the technical contact.
However, if the difference between the design lightship weight and that calculated during
the inclining experiment exceeds weight margin mentioned in the contract, the shipbuilder
must pay a penalty for each extra ton.
The experiment is carried out by inclining the ship using known weights. The known
weight is first shifted to one side of the ship, and the inclination is measured by means of
under deck pendulums placed at various longitudinal positions along the center line of the
ship. The bobs of the pendulums oscillate on battens with readings marked on them. The
length of the pendulums are usually about 10 to 12 meters, and they are submerged in oil
or a dense fluid so as to increase damping.

When the ship is ready for the experiment, the weight is shifted on the deck in a transverse
direction. This causes the ship to list. The ship is first allowed to settle down in this
position and the deflection on the battens are measured on all the pendulums. The mean
deflection is then calculated and considered as the value to be used for calculations. The
same process is repeated by shifting the weight to the opposite side. In some cases,
multiple observations are taken using different weights.

The above figure shows an inclining experiment in which a known weight of ‘w’ tonnes has
been shifted by a distance ‘d’. The deflection of the pendulum is read as ‘BC’ on the
horizontal batten. As a result of shift of weight on the ship, the center of gravity of the
lightship shifts from ‘G’ to ‘G1’.

The metacentric height can then be calculated using the following expressions:

Where, ‘W’ is the measured mass displacement of the ship; AB is the length of the
pendulum used;  BCis the mean deflection read on the batten.
There are a number of precautions required to be taken in order to attain fairly accurate
results, and they are to be ensured by the shipbuilder before the experiment commences:

1. The experiment should be carried out when no beam winds are present. In case
beam winds are unavoidable, corrections of metacentric height for beam winds are
to be incorporated into the calculations.

2. The ship must be floating upright at zero heel angle, and must not be restrained by
mooring ropes.

3. All lose weight present inside the ship should be restrained. Often, a lot of
temporary structures like scaffoldings, wooden platforms, welding machines, etc. are
present inside the ship during the experiment. They are either to be removed, or to
be fixed to the ship so that they do not shift during the experiment. In the second
case, their weights are to be recorded and the weight of the ship ‘W’is to be corrected
accordingly for calculations.

4. Tanks should either be emptied or pressed to full capacity. In case none of that is
possible, the level of liquid in the tank should be such that free surface effect is
minimum, and corresponding free surface corrections should be made in calculation
of the metacentric height.

5. There are a number of personnel who are required to be on-board during the
experiment. The number of personnel is to be kept to a minimum, and they are
supposed to take pre-decided positions on the ship (which is usually along the
centerline) before the readings are taken.

6. All interconnections between tanks should be closed, irrespective of whether the

tanks are empty, fully pressed, or partially filled.

7. The draft marks of the ship must be read before the experiment begins, so as to
ensure design trim and absence of a condition of loll.

8. The density, salinity and temperature of the water on which the ship is floating,
must be measured and recorded before the experiment. This density must be used to
calculate the mass displacement of the ship ‘W’. It is always recommended that the
experiment is carried out in sea water.

Though the stability characteristics of a ship can be determined with considerable

precision, most authorities and shipbuilders find themselves in a trap while quoting the
primary characteristics like metacentric height and righting lever with great accuracy. This
is because, a design cannot be replicated to the fullest, in the real world. Hence, a naval
architect must be aware of the following reasons that often cause the real-time values to
vary from the design values:

 Ships are not built exactly according to the lines plan, because the curvature of
plates is almost always not achievable as per the lines plan. There is always a
 difference of 0.1 to 0.3 percent in the curvature, which when scaled up to the size
of the ship, creates a shift from design values.

 The weights and center of gravity vary within a margin, due to the contribution of
plate thicknesses and added weight due to welded joints.

 The accuracy of the actual KG of the ship as assessed, depends largely on the level of
accuracy involved in the inclining experiment. It is based on the results of this
experiment that the stability booklet of the ship is updated, and further stability
parameters are calculated.

 One of the most important assumptions in all the stability calculations are that the
ship is floating in an even keel or zero trim condition. However when values are
recorded in real life, they are done in design trim conditions, and not at even keel.
This results in a visible difference between design and practical values. However,
recent design software are capable of carrying out all stability analyses in required
trim conditions, which shoots up the level of accuracy.

All that we have discussed till now is, the stability of a surface ship when it is intact. How is
the stability of a ship affected when its hull is damaged? How is a ship designed to be safe
even if one or two compartments are completely flooded? These are aspects that fall in the
category of Damaged Stability of Surface Ships, which we will be our topic in the next
article of this series.

Difference between and a/e engine foundation bolts

tinkesh kumar 7-01-2018

Ext vishvanathan, int-kamat
Fun 3 - tanker
F lammability diagram and explain

Inert gas, which inerts the atmosphere of tank by keeping the oxygen content to a minimum breaks the fire
triangle.The oxygen content in inert gas is around 5% and minimum oxygen concentration required for
combustion is 8%. Onboard ship, the inert gas concentration is usually kept at 2% - 3%.

To study any tank atmosphere in ship, flammability diagram serves as an important tool.
Before learning how to draw this diagram, lets first have a look at it.
 Flammability Diagram

The line AB represents the concentration of a mixture that includes air and hydrocarbon gases only. All the
points to the left of the line AB includes the inert gas in the mixture. Those to right of the line AB and on the line
AB doesn't include inert gas.

When inert gas is added to the tank atmosphere, the concentration inside the tank changes drastically. So does
the upper and lower flammable limit of the mixture. It can be seen from the diagram that the UFL and LFL
narrows down to converge at point E when inert gas is added.
It can be inferred that the flammability range of a mixture decreases with addition of inert gas.

Now let's assume a mixture of HC gas, air, inert gas such that it is at point a F in the graph.

If this mixture is diluted with air (Oxygen concentration 21%), then the new concentration of the mixture will
follow a straight line drawn from F to the 21% mark on oxygen percentage (X- axis). i.e. Line FA.

It can be seen from the diagram that on diluting F with air, it passes through the flammable range and hence it
poses a fire hazard.

To tackle this, we need to first Purge the tank with inert gas. Since inert gas has O 2 concentration of around 2%,
the concentration of mixture during purging process moves along the line FJ. J is the point of  2%
oxygen concentration in inert gas.

The purging is continued till the mixture reaches point H. From H if the mixture is diluted with air of 21%
oxygen, it will follow the line HA, which doesn't fall in flammable range. Hence safe condition is maintained
throughout the process.

While looking at diagram we come across the term critical dilution limit (Line GA). Let's try to understand this
term. The line GA passes by just touching the flammable range portion of diagram. If the mixture F would have
been purged any less than point K (lying between F and L), then while diluting the mixture it would pass
through the flammable range.

Thus critical dilution limit is the minimum amount of purging required to ensure that the mixture doesn't fall in
flammable range while diluting wit hair.

From above, It is well understood that the use of inert gas itself doesn't guarantee the safe environment of tank
during tank operations, until inert gas present is above the critical limit of the environment.

To be on the safer side, it is a common practise to continue purging the mixture F even beyond the critical
dilution limit, to prevent any fire hazard due to tthe purged mixture passing trough flammable range during
dilution with air.

Regulations for ig
Enclosed space, define, gas nd o2 how check, values for safe entry
https://www.myseatime.com/blog/detail/risks-involved-in-enclosed-space-and-how-these-can-be-mitigated

Func 3 file page no 74

Free surface effect

A partially filled tank is know as a “slack tank”. The reduction of stability caused by the liquids in slack
tanks is known as free-surface effect
Free surface effect
When a tank is partially filled, the liquid’s centre of gravity position will change as the ship is inclined.
Liquid in partially filled tank always decreases the initial metacentric height GM, righting lever GZ, and
angle of vanishing stability.

A partially filled tank is know as a “slack tank”. The reduction of stability caused by the liquids in slack
tanks is known as free-surface effect. This adverse effect on the stability is referred to as a “loss in GM” or
as a “virtual rise in vertical centre of gravity KG” and is calculated as follows:

Loss in GM due to free surface effects (in metres) = Free surface moment (tones metres) x Specific gravity
of liquid in tank/Displacement of vessel in tonnes

The free-surface effect can endanger the ship or even lead to a negative metacentric height. Therefore the
number of partially filled tanks should be kept to a minimum. When ballasting the vessel, only one
transverse pair or a single centerline ballast tank should be filled up. At sea, as far as possible, ballast tanks
shall be 100% full or empty. When ballasted, wide double bottom tanks must be always 100% full.

Reduction methods:

1) Equalising valves ( sluice valve)

2) Ballasting the double bottom tanks on the side o the heel and lowering the CG

3) Swash bulk heads

4) Stabilisers

5) Removing the weights above the centre of gravity, and lowering CG

6) sub division of tanks ( transverse sub division of bulk heads have no effect of surface effect

Hence the subdivision has to be done longitudinally) this one is constructional factor.
Bwm, standard d1 and d2, explain
page no 33 & 67 function 3 oral notes, you tube video

Polar code, explain

page no 60 fn3 orals notes

How u check or indication dat priming device of emrg'y fire pump is working
To check emg fire pp priming unit.

Make sure ur both pr gauges works fine. Now shut suction vv of the pump and start and stop keeping
disch vv open so the water in suction line is emptyed. Now shut disch vv and start again the pump
monitoring the suction pr gauge once started the priming pump removes air and creats vacuum. Pr
gauge showing – ve pr then open suction vv and then the disch vv that shows priming unit is working
fine.

Int-

burning issues at present in shipping(important issues, like related MARPOL or Solas or ism atleast 4
or 5 issues u can remember like polar code etc
Nox nd Sox,
Energy efficiency at present
Polar code. Wat training to crew nd officer nd significance of dat.
page no 60 fn3 orals notes

1 or 2 more small question.

Pritam Auti 8-01-2018

Ext-pakrasi sir

Fn3-
Ism code,functional requirements,reviews ,in detail

page no 44 fn3 orals notes

Ballast water convention

Already done page 33 & 67 fn 3 notes

Isps code in detail he need full thorough with ism aswell as isps

page no 115 and last 10 pages of fn3 orals notes

Loadline diagram
All lines 25 mm each

6
Windlass arrangment

The anchoring process requires dropping and lifting of the anchor from the sea.
Windlass is the device used for anchor handling on all the ships.

Usually, a ship is provided with a pair of anchors. On almost all the ships, a single
marine windlass handles both the anchors, but if the size of the ship is more , dedicated
windlasses known as split windlasses are used for individual anchor. Read on to find
more on anchor windlass.

Ideal Windlass Arrangement

An ideal windlass assembly consists of a cable lifter, mooring drum and a warp end. All
these are rotating equipments that work together for the anchoring process. The cable
lifter has cable shaped snugs that are used to grip the anchor cable on the drum. The
cable from the cable lifter goes around a mooring drum, which guides the cables by
paying out or letting go of the mooring wires. A warp end is used to hold the cable at
the desired position and is always driven in association with the mooring drum for
efficient carrying out of the warping duties.
Although all these units work together, they can also be individually controlled. A dog
clutch is used to separately engage or disengage each of this unit. All the rotating parts
are connected to a motor with the help of a spur gear assembly, which is used to
transmit the motor drive to the shaft where various dog clutches enable the power take
off. Moreover, separate band brakes are used to lock the cable lifters and the mooring
drums to prevent any kind of accidental movement when the power of the motor is
turned off.
The cable lifter guides the anchor by raising and lowering the cable through the
spurling pipe. The spurling pipe is located at the top and centre of the chain or the cable
locker. Snugs in the cable lifter are used not only to grip the cables but also to hold the
band brakes and the cables.

Anchor capstans, which are windlasses that rotate in the horizontal direction about a
vertical axis, also have cable lifters that rotate about the same axis. This arrangement is
generally used for heavy anchors and have the cable lifter unit located on the deck with
the driving machinery on the deck below. The same unit which drives the cable lifter is
used to drive the warping end, which is generally positioned near the cable lifter.

Nowadays, different types of windlasses are used according to the weight of the anchor
and various other vessel requirements. The driving unit can be electrical, pneumatic or
hydraulic, which also depends on the ship’s system requirement.
How strain on it can be relieved

Cable stopper

Chain stopper, cable stopper

A fitting used to secure the anchor chain when riding at anchor,
thereby relieving the strain on the windlass, and also for securing
the anchor in the housed position in thehawsepipe. Chain
stopper usually consists of two parallel vertical plates mounted on a
base with a pivoting bar or pawl which drops down to bear on a
chain link.

A hinged bar is fitted in the chain stopper which may be dropped

between two links of the chain in order to prevent the chain from
running out when the windlass brake is released.

4-stroke con rod bolt details and stress on it

Pintle clearance how to check

Rudder - Swing test
 Share 

Rudder

Purpose
To check the rudder swing in port and starboard directions, its maximum movement. Also the jumping stopper clearance, pintle
bush clearance, and neck bush clearance is checked for three conditions: center, port swing, and starboard swing.

Procedure
Rudder swing inspection is done after the rudder assembly is fitted in the ship, and in the dry-dock (in case of the ships
constructed in the dock).

Tests

Illustration Description

Clearance measurement

The first step is to keep the rudder at the center position. The rudder centering is done
earlier so that the ship center, shaft center, and the rudder stock center meet at a point.
From this point, along the centerline of the ship, a ling is drawn which is the zero degree
of the rudder movement.
Thickness gauge
Once that is established, the various measurements are taken. The clearances are all
measured using a thickness gauge. The photo on the left shows a Hando (Germany make)
gauge with a range of 0.03 to 1 mm.

Nut Inspection

Pintle nut inspection plug: Usually in the port side. A rod is connected to the pintle nut
and it extends towards the plug. Through the plug the position of the rod will show if the
nut has moved (loosened). The tip of the rod is orange in colour. In the snap on the right
the central orange color is the tip of the rod whose other end is the pintle nut. The
circular opening is the plug.
Rudder stock nut inspection plug

Similar to the pintle nut inspection plug there is also the rudder stock inspection plug.
Here we see if the rudder stock nut has loosened by noting if the orange tipped rod has
moved position.

Jumping stopper

Jumping stopper bar clearance: The jumping stopper bar is attached to the rudder horn
lower side on the port and starboard side. As the name suggests it prevents the rudder
from jumping up while the ship is in motion.

The normal clearance between the stopper and the rudder is 2-3 mm and this is
measured using the thickness gauge.

Pintle bush clearance

Pintle bush clearance: The clearance between the pintle and the bush (rudder stock lower
side) is measured using the thickness gauge. The clearance is taken in four sides: forward,
aft, port, and starboard. The measurements are taken through the inspection cover,
usually on the port side.

The normal clearance is about 1 to 2 mm.

Neck bush clearance

Neck bush clearance: The clearance between the rudder stock and the neck bush (rudder
stock upper side) is measured using the thickness gauge. The clearance is taken in four
sides: forward, aft, port, and starboard. The measurements are taken from top of the
rudder.

The normal clearance is about 1 to 2 mm.

Rudder swing check

Rudder swing to port side: Now the rudder is swung to port 35 degrees and the above
clearances are measured.

Rudder swing to starboard side: After that the rudder is swung to starboard 35 degrees
and the above clearances are measured.

Rudder maximum swing check: The maximum swing value of the rudder, 37.5 degrees is
verified. This is usually the maximum angle mechanically possible.

Rudder sealing

Once these inspections are finished the rudder is filled with VCI (Volatile Corrosion
Inhibitors) powder, a white crystalline powder, one kg of it is sprayed inside the rudder
through the plug on the top of the rudder. After that the rudder is sealed and vacuum test
is done to confirm the water-tightness.
Measurement and allowable values of bearing clearance
Measurement of clearances of all bearings are to be carried out during rudder inspection. Therefore, clearances
of the sleeve and the bush in the longitudinal direction (F～A) and the transverse direction (P～S) of the rudder
should be measured. The two methods described below may be used for measurement.

1) By lifting the rudder

After lifting the rudder we can see the both pintle and the bush as shown in above. The outside diameter of
pintle (outside diameter of pintle sleeve) using external calliper and the internal diameter of bush using
internal calliper have to be measured in the three sections ie. top, middle and bottom. The difference of two
values is the clearance and the mean value is the clearance between pintle and bush.　
An example of the results of clearance measurement is shown below.

2) Without lifting the rudder

without lifting the rudder, we can measure the clearance using a feeler gauge
inserting between the bush and the sleeve. The method of measuring
clearances using a feeler gauge. The measurement is the same as above ie.
fore-aft and P and S side. But in this case we cannot measure the clearance at
the middle section.
Clearances in the longitudinal (fore and aft) and transverse directions (P and
S) should be measured in the similar way as before mentioned.
False clearance
When measuring the pintle clearance using a feeler gauge, the measurement of clearance at the end of the bush
sometimes shows a smaller value while the actual value of the clearance is bigger. As shown in Fig. 10.20 and
21, the end of the bush should be chipped off and the clearance should be measured accurately.

Left : New bush

Right : Weared bush,

Only lower end is normal.

Standard Clearance
Pintle
For a newly built ship, the standard clearance is 1.5 mm.
For a ship in service, Maximum allowable clearances between pintle and bush is 6 mm.
IF the actual clearance exceeds 6mm, the bush should be renewed.

Surveyor Vishwanath

Fn 3
Ballast water mnt not apply for wat ships

The BWM Convention applies to all ships including submersibles, floating craft, floating
platforms,
FSUs and FPSOs. It does not apply to:
• ships not designed to carry ballast water
• ships not operating in international waters
• warships, naval auxiliary ships or other ships owned or operated by a state
• ships only on non-commercial service, or
• ships with permanent ballast water in sealed tanks.
Ism n it's certificates

Done

Coffin palte
 They are used to connect stern frames to the flat plate keel.
 The stern frame is extended forward far enough, two or three frame spaces, to
provide a good connection with a flat plate keel.
 The aft most plate of the keel, coffin plate is dished around the extension.
6. Shell Plating:

Function of deck beams, sections used for beam & factors governing beam sizes, beam brackets,
attachment of beams to ship's side, hatch-end beams, camber of beams, function of shell plating,
identification of plates, coffin plate, boss plate, sheer plate, stealer plate, bulwark, various methods of
securing shell plating, disposition of butts, welded versus riveted shell seams, functions of deck
plating, attachment of deck plating, openings in deck plate, method of compensation, cargo holds,
hatch openings, methods of compensation, hatch corner constructions, securing devices, different
types of hatch covers, refrigerated hold construction, insulation.

Gunwale

Free surface effect

Already done

Fn 4b n 6
Draw main engine reversing diagram with interlock
 Y intercooler
main engine interlocks. Interlocks are provided so that the engine can be started or reversed only when certain conditions have been
fulfilled. When there is a remote control of engines, it is essential to have interlocks. This reduces the possibility of engine damage and
any hazards to the operating personnel.

Hw crack due to caustic embrittlement

Caustic embrittlement is a phenomenon that occurs in boilers where caustic substances accumulate in boiler materials. It also can be
described as the cracking of riveted mild steel boiler plates. This occurs at temperatures of 200°-250°C as a result of local deposition of
concentrated hydroxide.
 It is inter crystalline fracture. It is cause by high concentration of caustic soda and the material under stress. The stress
corrosion cracks follow the grain or crystal boundaries of the material and failure.
 Sodium sulphate or sodium nitrate is used for the prevention of caustic embrittlement.
 It can be found in highly stress area in boiler. Such as tube and tube plate connection, riveted head, seam and boiler mountings.

Draw non return arrangement in boiler gauge glass

Gauge glass is nothing but a water level indicator. It’s top side is in steam side of boiler and bottom side is in water side. Both side
pressure equalizes and indicates the correct level.

Isolating cock : It helps in double shut off.

Ball valve : It is provided for shutting off the water in the event of the glass fracturing.
Plugs : For renewal of glass tube and cleaning purposes.

Plate glass guard : To prevent injury in the event of the gl

Draw expansion arrangement for plate type heat exchanger

Plates are made with either titanium or ss, both have high co efficient of thermal expansion,

It uses nitrile rubber gasket which is operated up to 110 c which takes away the excess heat, as plate
type heat exchangers work at lesser temperatures, where tube type works at higher temperatures
they need extra provisions or expansions,

Draw HP vs Q curve for ctrifugal n piston pump

Wat s d benefits f rapson slide
What to do if npsh available s less then required
The minimum or “required” Net Positive Suction Head must be present to supply enough fluid into the pump. If there is not enough
NPSH the operation of the pump will produce a pressure below the vapor pressure of the fluid and cavitations will occur.

 required NPSH is the head that is required to just avoid boiling of the fluid as a result of pressure reduction.
 available NPSH is the tolerance we have away from boiling.
The main problem with fluid boiling ( at low temperature ) as a result of decrease in pressure, which is cavitation.

Y and how boiler chemical treatment. Reaction he asked

Wat s Boiler wind box

Prasad Mane:
Internal - Kamat Sir
External - Deshpande Sir

Safety
Enclosed spce entry o2 23%
if the readings in O2 meter shows 23%, i will check the O2 % in 2-3 places where the % is likely to be

Less than 21 % ( deck, E/R), and if still shows 23% we have to recalibrate the meter, if its working fine
then, recheck and if its still 23% in enclosed space, then only i will enter.
As per OSHA guidelines its safe to enter with 23 % oxygen, provided precautions are to be taken
against HC and ignition sources .
Class A bulkhead
Constructed to prevent passage of flame for 1 hour standard fire test at 927°C
It must be insulated so that the unexposed sides will not rise more than 139°C above the original temperature
Within the time, as follows:
Class A- 60, 1 hour: Class A- 30, 30 minutes.
Standard fire test:
The exposure of a material specimen in a test furnace, to a particular temperature for a certain period of
Time

Class B bulkhead:
Constructed to prevent passage of flame for ½ hour standard fire test
It must be insulated so that the unexposed sides will not rise more than 139°C above the original temperature
Within the time,as follows.
Class B- 15 , 15 minutes: Class B- 0 , 0 minute.

Class C bulkhead:
They are constructed of non-combustible material.

Tanker

Dry type deck seal

Why water type seal
Ig system requirements
Difference between segregated dedicated n clean ballast tank
Why double bottom for lifeboat

Mep
How hydraulic jack works, precautions

How to test boiler safety valve

Deciding questions
PMS battery function
Purifier vertical shaft height

Dipak Pore:
Date 04/01/2019
MEP

Drydock check

“Special Survey” = “Special Periodical Survey” = “Class Renewal Survey”

Safety Check List During Flooding and Undocking

1. Transducer cover removed

2. Zincs uncovered and free of paint

3. Hull opening blanks & plugs removed

5. Sea valves & waster pieces are properly installed and are in the closed position

6. All underwater body work has been completed

7. Dock is free of all debris and blasting material

8. Temporary services disconnection

9. Verify ship load condition (tanks, drafts, displacement) Perform Tank sounding within 12 hours of
undocking.

10. Hull paint curing times have been met in accordance with manufacturer’s instructions, or 24 hours have
expired since the final coat of paint, whichever is greater. Final dry film paint thickness readings have been
recorded

11. Verify draft marks are painted in

12. All sea chest strainer plates are bolted in place and lock-wired, and inlet plugs have been removed

13. All propeller protective coverings removed

14. All void plugs are in place and pulled up tight.

15. Propulsion shaft seals and rudder packings are in place and checked

16. Propellers are free of paint or contamination

17. Underwater coating is undamaged

18. Overboard discharge openings are clear of obstructions

19. Grounding wires removed

20. Obtain Captain’s permission to undock the ship

21. Ablative coating system is free of foreign paint or contamination

22. All fairwaters and rope guards and their securing hardware are in place and protective coverings are
removed

23. Conduct pitch verification test if CPP system incorporated.

24. Propeller hub oil drain plugs are pulled up tight and keepers tack welded into place

25. Propulsion shaft seals and rudder packing’s are in place and checked. Lower rudder bearing protective
wrappings are removed

26. Propellers, bow thrusters, and hull coating system are free of foreign paint or contamination

27. Sea scoops are properly oriented

28. Speed log transducer clear of paint Safety

Dry Docking - Part I

As per classification rules as well as rules for issue of safety construction certificate.
The routine dry-docking cannot be substituted by an afloat underwater inspection.
Such inspections are recommended in special circumstances especially when the ship
has missed the scheduled dry-docking for various genuine reasons and this inspection
by the classification society is carried out only after obtaining a suitable
recommendation from the administration.
The recommendation is limited to issue voyage permission for the ship to reach the
shipyard stemmed.

Dry docking has to be carried out after an accidental grounding or collision involving
underwater damage. This dry docking will only involve the requirements for
satisfactory completion of the repairs for the underwater damage. If, however, this
accident has occurred within close proximity of the scheduled dry docking activity may
be suitably advanced which the administration will agree.

PLANNING FOR REPAIRS AND DRY-DOCKING:

 The commercial operation of bulk carriers tankers and container vessels follow a
pattern of movement or transportation called worldwide tramping whereby the ships
have to sail in accordance to instructions and directives from charterers and route
programs are not fixed. Hence it’s tramping. The ships are at least out at sea sailing for
about 330 to 340 in a calendar year. The execution of the routine, as well as damage
repairs, becomes difficult to be accomplished during port stays which are short on an
average about one, two or three days in any port. It, therefore, becomes necessary to
carry out all accumulated repairs, accumulated surveys and major hull repairs
involving a layup and the scheduled dry docking. The periodical layup, therefore,
becomes a major repair activity involving dry docking and has to be planned well in
advance so that repair specifications are properly formulated and the dry-docking
including layup tender is ready for distribution to all concerned shipyards in the
vicinity of the ships sailing schedule.

Plans required by shipyard for Dry-docking:

The following plans and drawings are required to be submitted to the shipyard for their
use to enable the ship to be dry-docked safely.
To be submitted before the ship enters dry-dock

G.A plan

Docking plan

Capacity plan with DWT and displacement/draft. After the ship has docked.

Shell expansion

Mid-ship section

For structural repairs as ordered- Detailed location o plans where repairs and renewals
are required.

G.A Plan: The general arrangement plan gives a profile view of the ship along with the
plan view st main deck level and D.B tank top level and an end view from forward. This
drawing is used for berthing purposes alongside repair berths as well as to get a
general appearance of the ship. Hence a reduced size drawing would do. 
Docking Plan:  The docking plan is a detailed plan view seen from the bottom. It
shows all openings for the main sea suction boxes provided at the machinery room area
on the underside. The other opening is the individual drain plug holes normally one
plug hole per tank in large ships tanks may be provided with two holes per tank. The
plan also shows the recommended lines for block laying with a recommended pitch of
the blocks are sufficient to safely support bulkers tankers and container ships.  

It should be understood that this docking plan is to be used only for normal dry-
docking purposes. In the case of ships being dry-docked after a heavy collision or
bottom damage, this docking plan will not be suitable. For this purpose, an amended
docking plan is made after the ship's bottom is photographed in afloat condition by the
shipyard diver and an amended plan made to suit the purpose. The must provide for
alternate locations of support for the damaged area where the original blocks cannot be
laid for support.

Shell Expansion:  It is a two-dimensional drawing of a three-dimensional

drawing of a three dimensional surface of the ship's hull form. It is developed from the
ship's line plan with the contour lines erected straight on the baseline representing the
ship's length. The contour lines on the lines plan are located at corresponding stations
indicated by corresponding frame numbers on the length of the baseline. When the
ends of the verticals lines on the baseline are joined by a continuous line, the shell
expansion outline is obtained. The representation surface is then properly marked by
parallel lines both vertical and horizontal lines so that they correspond exactly to the
number of strakes forming one half of the hull surface. The strakes are marked with
letters A, B, C etc vertically starting from sheer strake A and ending with keel as strake
R eg. The strake number are starting from 1 at the stern end to any ending number at
the forward bow. Each strake is therefore indicated by a letter to show its level, a
number to show its position. 
This plan is very useful for the following information:

It is used for marking the location of hull damage on this plan by identifying the strake
number, letter and frame number, so that the exact location of the damaged and also
suggested repairs are marked in a localized copy.

The shell expansion can be used for finding areas of painting surfaces such as topside,
boot topping, and bottom areas by applying Simpson's rules directly. In the shell
expansion, the vertical scale used is different from the horizontal scale and a suitable
adjustment has to be made when calculating areas. This becomes useful in solving
disputes concerning areas of preparation and painting.

It gives information on the thickness of the original strakes which is indicated by the
number in the circle shown in the strake. The quality of steel used is also shown by
letters A, B, D, E and AH, BH, DH, EH.

CAPACITY PLAN:  This plan is useful in finding the displacement of the ship for a
selected mean draft. The displacement is required to be known to decide on the total
number of blocks to be used since each block can support only a maximum given mass.  
The capacity plan also gives information on:

Volumes of compartments (tanks) in m3.

Location of centre of volume of compartment/tank. Hence the capacity plan may be

used for making minor stability calculations for moments which are required for trim
and heel adjustments.

For propeller shaft withdrawal and survey. Assembly drawing of the propeller shaft,
propeller, and stern tube will be required.

Safe stability condition to be provided during docking.

When docking the ship, the ship is slightly trimmed by the stern so that the stern block
touches the stern frame first. This is necessary to steady the ship by locating the stern
on the block. The stern side is chosen since the stern frame is very strong and can resist
the strong single reaction occurring at the instant the stern block touches the stern
frame at the coffin plate or bottom of the stern frame.
Almost all modern ships have aft machinery space and when floating in the light
condition they trim very badly by stern. This heavy stern trim has to be corrected by
filling the forepeak tank sufficiently to result in a slight trim by the stern. Hence all
modern ships with aft machinery have their forepeak tanks filled sufficiently to result
in slight stern trim. In some cases, the forward ballast tanks may also be filled up to
correct the trim to give slight aft trim.

As a general convention or thumb rule, the stern trim is limited to 0.5 meters for ships
of length up to 200 meters and 1 meter for ships above 200 meters whilst docking.
In addition to the trim limitation, the shipyard sets the blocks with a declivity to suit
the trim and this ensures that all the blocks come into contact at the same time
avoiding any condition for a stern reaction to be formed. With the declivity in place, a
slightly higher trim will result in a small stern reaction and can be neglected. In graving
docks declivity is arranged. In floating dry docks declivity is accomplished by trimming
the dry dock suitably and then correcting it to even keel after the ship has completely
seated on all the blocks.
The danger of excessive trim results in a dent occurring in the area adjacent the stern
frame bottom and coffin plate. In the case of floating docks, the effect of high stern trim
will result in the stern blocks being pushed behind and that is because of trim of the
dock itself.

The requirements for safe stability during docking and undocking may,
therefore, be given by six golden rule as follows:

The mean draft selected should be such that the critical GM on docking is positive (The
Master should verify with the help of the loadicator that the mean draft recommended
by the yard is safe and results in a positive critical GM.)

The ship should always be upright during docking and undocking. This requires
monitoring of the clinometers during the docking.

Do not exceed the recommended mean draft of the ship.

Do not exceed the recommended stern trim.

Ensure all bilges and bilge tanks are dry and there is no unaccounted water on board.

Soundings of all tanks containing F.W, Ballast, F.O, D.O, and L.O must be recorded and
must be the same for each tank at the time of undocking. If F.W is consumed during the
stay in dry-dock, the consumed amount must be replenished into the tank before
undocking. A very common occurrence is that the fore-peak tank is normally drained
out for purpose of the survey. Hence before undocking, the bottom plugs are refitted
and the fore-peak tank filled up to the original sounding prior to undocking.

Shore Current Supply and Safety:

Usually, all ships when dry docked take shore supply current. The advantages are as
follows:
The cost of shore supply is cheaper than the corresponding costs of diesel oil.

The Auxiliary engines not being utilized can be overhauled if their routine overhaul is
due. In addition, the accessories such as coolers for freshwater and lube oil can be
cleaned thoroughly more conveniently than when the ship is floating.

Arrangements have to be made for the supply of cooling water ( sea water) in and out.

All ships are provided with a shore power terminal box with proper sockets for the
three main phase connecting cables and the Earth cable. It is also provided with a phase
sequence meter to verify the phase sequence is correct. It is the duty of the ship's
electrician to ensure that the phase connections are correct and their sequence is also
correct. A further important check to be made is to ensure that the earth cable is
properly earthed and not left unconnected at its end. The electrician also notes down
the meter readings at the time of connection and disconnection for verification of
power consumed as recorded on work done certificates.
During the stay in drydock electrical power is used only for lighting fresh water supply,
ventilation and cabin heaters in winter domestic fridge and galleys. Only small power
motors up to a maximum of 1KW rating are in use. The standard supply frequency
inland in most parts of the world is 50Hz. While ships standard supply is 50Hz. For
small powered motors working continuously at 50Hz supply will not pose any problem,
but higher power motors as used for air conditioning may get heated up and they have
to be monitored frequently and stopped if they get overheated. Modern shipyards
which have special shore supply generators operating at 60Hz does not pose this
problem.
The ship's electrician must monitor the operation of the windlass when the anchors
and chains are being lowered into the dock especially if the supply is 50Hz as the
hydraulic motors can get heated up.

Fire Saftey:
When a ship is being dry-docked in a shipyard the shipyard takes the responsibility of
providing all necessary assistance for prevention and extinction of any fire that may
occur. 
The shipyard provides two fire watch-keepers who go around and observe all locations
where hot work is proceeding. They can be identified by their red-colored boiler suits
with the word FIRE printed on the backside. They are on duty during the working shifts
of the shipyard. Water pressure is maintained on the ship's mains through the
international shore connection ready for use when needed. They keep a few portable
fire extinguisher if needed, which they will recharge if used. The role of the ship staff is
to cooperate with the yard in putting out an outbreak of fire. Above all the ship staff
should not carry out any hot work on their own at any location on the ship. All listed
hot work will be carried out by the shipyard. The ship staff may carry out minor hot
work on small items within the ship's workshop.

Echo sounder, log and drain plugs are tested for air and water tightness. Testing involves first
putting soap solution around the drain plug. Then we create the vacuum around drain plug and
look for any bubbles
 .
SCOPE OF DRY DOCK WORK: 

The list of jobs to be carried out during dry docking are as under:

1) BOTTOM INSPECTION AND CORRECTIVE ACTION AS RECOMMENDED BY CLASSIFICATION

SOCIETY SURVEYOR. 

                    The first visit of the surveyor on the ship. This inspection is carried out and the dock is dry with the
ship's bottom scraped free of barnacle growth. This inspection is usually carried out during daylight hours
especially after daybreak. In case the ship docks late in the night the following morning. The attending
superintendent along with Master C/E, C/O & 2/O will enter the dock and go around the ship from forward to
aft. The yard attending repair manager will also be present during this inspection.

 This general inspection and any noticeable defects will be further examined and corrective action taken
accordingly. Normally the defects noticed are of two types:

(a) Dents which are deep and spread over a small area are further examined internally to note the
extent of damages to stiffeners fitted internally so that the damaged portion of the stiffeners are renewed along
with the dented shell plating.

(b) Areas of shell plating which have eroded and wasted badly are to be gauged and if needed renewed
to the extent required.            
2) BOTTOM PREPARATION AND PAINTING AS PER COMPANY'S PAINTING SPECIFICATIONS                                    
This is the first objective in dry-docking commences on the first day and continues till almost to the last day in
dry dock. On the first day, the areas requiring grit blasting are decided by the superintendent in consultation
with the paint suppliers technical officer and yard's painting department manager. The areas where heavy grit
blasting are required on an average are as follows:

                  (a)Topside about 40% of the total top side area. After grit blasting two coats of primer paint put each
coat 30 microns.

                  (b) The boot top about 60% the total belt area consisting of the wind and weather strakes extending
from summer load line to LWL. After grit blasting to apply two coats of primer paint each coat 40 microns
thick.                            (c) On the bottom side the grit blasting area is negligible and at the most does not
exceed about 5%. Two coats of primer paint must be applied to the blasted areas.                                                         
(d) The full painting specification now as an example is as follows :  

Topside- Two coats primer paint each coat 40 microns thick and two coats finish paint 40 microns
thick, each coat.   

Boot Top- Two coats primer paint each coat 40 microns thick, two coats finish paint, each coat 40
microns thick. Antifouling paint one coat each.       

Bottom- Two coat primer paint 40 microns thick each coat. Two coats finish paint 40 microns thick
each coat. One coat antifouling paint 40 microns thick.                                                                                               
During the painting process, the paint suppliers technical officer checks the coating thickness using a
paint thickness gauge which is a strip of plating about 3mm thick with marking which whilst scrapping
the half-dried paint indicates the thickness by the thickness noted on the plate gauge. The paint is
applied by airless spray nozzles. The Technical officers also inspect the blasted strakes before the
primer paint is applied.      

ANCHOR CABLES RANGING AND CALIBRATION:

               Both the anchors along with their cables are lowered into the dock bottom and the chains are ranged to
enable the chains are ranged to enable the chains to be calibrated. The diameters of the links are checked and
noted and shown to the surveyor. Links on any chain length which have wasted are discarded by renewing the
chain length. The ship always carries one spare length as per regulations. This length is attached to either the
port or starboard anchors. It is a good practice to turn the chains end to end at each dry-docking so that the link
wear is uniform.                                                                                       

CLEANING AND PAINTING OF CHAIN LOCKER:

  The chain wells are cleaned of mud and accumulated water and painted with a slow drying
chlorinated rubber based paint. This work can only be done in dry dock since the anchors and chains are taken
out into dry dock.                                                  

BUILDING UP THE HAWSE PIPE CAST STEEL COLLARS AT BOTH ENDS                                                                       

                   Due to the frequent rubbing of the chain links on the collars during anchor dropping and heaving up
the anchors, the collars get heavily grooved and if neglected can cause damage to the hawse pipes. Hence this
work is done during dry docking when the hawse pipes are free of the chains.                                          

ECHO SOUNDER TRANSDUCERS CLEANING AND CHECKING OF WATERTIGHT TERMINAL BOX

                    The echo sounder are serviced and the cables are checked for continuity and earth after cleaning the
connections in the terminal box. The transducer plates are cleaned and a coat of fish oil applied on the
transducers. 

SAL LOG OR DOPPLER SPEED LOG       

  The ship may be fitted with a Doppler speed log or a Sal log in the case of older ships. These eq
uipments are to be serviced and calibrated. The dry docks provides the best situation for verification since any
transducers fitted underwater can be thoroughly checked and renewed if they are faulty.                     

SACRIFICIAL ZINC ANODES OR IMPRESSED CURRENT SYSTEM                                                                                       

All zinc sacrificial anodes are to be renewed. Most of them would be completely wasted. If any un-wasted
anodes are found they are not of good quality and hence must be renewed. The number of zinc anodes should
not be reduced as they are calculated as a total quantity of zinc to be distributed all over the hull surface
especially on the bilge keels, the stern portion and on the rudder, The total mass of zinc used is proportional to
wetted surface area of the ship and the mass of the propeller.      If the ship is fitted with an impressed current
system then it must be serviced and calibrated.                                                      

SEA CHESTS CLEANING AND PAINTING                                                                                      

All ships are fitted with at least three sea chests in the machinery space area. They are high sea suction,
low sea suction and the emergency fire pump sea suction. Their suction grids are to be dismantled and cleaned.
The internal surface of the chest have to be scraped clean of all growth. In case of doubt, the casing plate
thickness have to be gauged for thickness and renewed as necessary. After cleaning they are to be painted in
accordance with the ships hull painting specification. Zinc anodes in the sea chests are to be renewed.    

SEA SUCTION AND DISCHARGE VALVES OVERHAUL AND SURVEY                                                                                 

All sea suction and discharge valves are to be overhauled at every dry-docking. Every alternate dry docking
they are surveyed. The air and steam connections to the boxes must be checked and any defects also attended.
Many shipping companies also overhaul the main intermediate valves and attached mud filters.                               

SANITARY STORM VALVES OVERHAUL AND THEIR SURVEY                                                                                           

 All storm valves flaps will be dismantled, their leather washer renewed and defective hinge pins
renewed. The soil pipes will be inspected for any signs of excessive corrosion, cracks and necessary renewals
carried out. The provision of storm valves is a mandatory requirement under LL Regulations even if the ship is
fitted with sewage treatment plant.                                    

DAMAGED PORTIONS OF BILGE KEELS TO BE RENEWED                                                                                  

RUDDER PINTLE CLEARANCES JUMPING CLEARANCE, ANY REPAIRS AND HYDRAULIC TESTING                     
The rudder bottom plug is opened out in dry dock. If accumulated water comes out. It indicates the
rudder plating is cracked and hence sea water has found its way into the rudder making it heavy causing the
rudder movement sluggish. Hence the location of the damage has to be found out and then suitably repaired.
For this, the rudder top plug is opened. The bottom plug refitted and rudder filled up with water through the
top plug. The location of the damage will be found out by water seen leaking out from the hole/crack. Suitable
repairs can now be carried out and finally, an hydrostatic test can be carried out by filling water into the
rudder through a flexible rubber tube fitted at the end of the rubber pipe with the funnel held at the summer
load line level. This test proves the tightness of the repair when the rudder internally is subjected to head of
water up to summer load line. The internal surface of the rudder is painted by a process of paint displacing the
water, whereby the paint resting on the water surface spreads all around internally whilst the water level is
being lowered through the bottom plug. This method is called the float coat method using a rubber based paint
of lower density and slower drying rate. All paint manufacturers supplying ship's paints make this kind of
paint.     
        The pintle bush clearance for the top and bottom are to be measured using long feeler gauges. The
allowable pintle bush clearance is 15 mm for pintle dia. up to 200mm. For dia. exceeding 200mm the clearance
is proportionately increased. If the clearances are excessive the bushes are to be renewed after dismantling the
rudder. The clearances are taken at the port, starboard, forward and aft and the maximum of these is the
clearance.    The rudder drop is measured using the rudder trammel gauge, but many ships are not checking
the rudder drop since the verification of jumping clearance gives the same information. The verification of
jumping clearance is carried out by comparing the clearance at the jumping bar under the rudder skeg with the
clearance at the steering gear X-head. The clearance at the X-head should be more than the jumping clearance
to prevent the X-head interfering with the rams and damaging the rams. Jumping clearance can be increased by
wear of the rudder pedestal bearings or by the jumping bar falling off the rudder if the welding holding the bar
has given way. If the pedestal bearing has worn off the rudder is to be jacked up and the pedestal bearing
halves dismantled, the bearing built up by welding and suitably machined.                    

PROPELLER DROP                                               

The propeller drop is taken or measured at every dry docking irrespective whether the propeller shaft
is withdrawn for survey or not withdrawn. In oil lubricated shaft systems the drop is measured by a Vernier
poker gauge maintained on board and kept with the C/E. This poker gauge is inserted in the aft seal box
through a plug hole provided for the same and measured from top and bottom plugs.

 Propeller polishing and repairs carried if needed. The propeller blades and boss are polished using
rotary sand diskers so that the small barnacle growth on the blade surface are polished thereby restoring the
original speed. After polishing a coat of fish oil is applied on the blades. All air cavitation pitting craters are
filled up utilizing a polymer-based bronze cement and then polished. Frayed and cracked blade ends are built
up by brazing utilizing  compatible bronze alloy filler rods.                                

PROPELLER SHAFT SURVEY IF DUE 

 The propeller shaft is withdrawn for the survey in accordance with the following time intervals;             
a) shafts seawater lubricated and having lignum vitae or synthetic fibre bushes-every four years.                           
b) Shafts keyed and oil lubricated with patent seals- every five years.                                                                                 
c) Shafts keyless and oil lubricated with patent seals-every ten years.                                                                           
By this arrangement ships having keyed propeller shafts with patent oil seals will have their shaft withdrawal
and survey every alternate dry-docking. Ships having keyless shafts with patent oil seals will have the shaft
withdrawal and survey every fourth dry-docking. Ships having water lubricated shafts and working in synthetic
fibre bushes will have their shaft survey every four years, which may need special dry docking for this survey
or they may be able to adjust the dry docking to ensure that they comply with the rule requirements.

CONCLUSION: The dry-docking survey report issued by the surveyor attending the dry dock will have the
following entries, recordings and suitable notations: 

(a) Bottom inspection- date of inspection and any correction work carried out with the specification of work
carried out.

(b) Anchor chain calibration readings and any renewals.

(c) Sea valves survey.

(d) Storm valves survey.

(e) Rudder pintle clearances measurement. If bushes are renewed it will be recorded.

(f) If rudder pedestal bearing built up and machined it should be recorded.

(g) Propeller drop recorded.

Precautions To Be Observed During Docking & Undocking

Bunkers should not be taken when the ship is on the blocks. In cases where ships sail out immediately after
dry-docking. Bunker is to be supplied after the ship has undocked and is floating.

Shore power cables are to be connected after the ship has docked and the dock is dry. The cables should be
disconnected before flooding the dock.

During the flooding of the dock, the flooding is stooped when the level of water in the dock reaches just above
the high suction box. All the sea suction valves under the floor plates should be checked for any leaks. In this
situation, the ship is not floating and is still sitting firmly on the blocks. This verification is necessary to avoid
any mistakes made by shipyard staff whereby some valves have not been fitted their cover joint sand gland
packings. A second docking can be avoided by this check.

The Master and C/E should visit the dry dock before flooding and verify the following before giving orders for
flooding:     

(a) The rudder fastening bolts are tight and cemented, the pintle cover plates are in place and welded.       

(b) The propeller cone fitted and all bolts cemented.

(c) The rope guard in place and properly welded.                   

(d) The sea suction box grids fitted and locked with locking wire.

(e) Bilge keel repairs are completed.                                         

(f) Both anchors hoisted and housed in their respective hawse  pipes. 

(g) Freshwater can be supplied in the dry dock as required, But it should be ensured that the soundings of
freshwater tanks at the time of un-docking is the same as soundings when docking.

Tailshaft survey r'emoving and all.

Tail shaft Survey:

Tail shaft with water lubricated bearing, to be drawn and surveyed, every 3 years for single screw, and every
4 years for twin screw.
Tail shaft with oil lubricated bearings, to be drawn and surveyed once every 4 years.
It is a survey done by Surveyor at the request of owner or his agent, due to damage of hull, machinery or
Equipment , which can effect the seaworthiness, or class of ship. All necessary repairs to be carried out to surveyor
satisfaction .

Tail shaft Survey includes:

1. Complete withdrawal of tail shaft.
2. Propeller nut and tail shaft threaded end to be checked.
3. Cone, key and keyway to be checked, and forward part of the taper to be checked for crack with approved
crack detecting method.
4. Tail shaft bearing wear, to be checked.
5. Stern bush and bearings, to be checked.
6. Shaft sealing arrangement, including oil system, to be checked.

Job done once stuffing box removal procedure

Check point when overhaul

o Check clearance of rings (vertical, gap)

o Check spiral spring tension
o All drain holes cleaned
o Check the fitting bolt. Renew locking washer, Renew ‘O’ ring.
stuffing box removal procedure without opening piston?
the stuffing box is in two halves and can be overhauled without disconnecting the piston rod from the crosshead.

Lower the piston rod by turning the engine to give yourself space to work.

Attach the table supplied in the tool kit - also in two halves - to the piston rod, then undo the ring of bolts holding the
stuffing box into the diaphragm. You may need to use jacking bolts to get the box to shift, but it will eventually land on your
table or you can turn the engine, which should pull it down. Take off the old O-ring(s) and discard them.

Undo the bolts holding the two halves together and split the box. The halves can weigh up to 30kg or more so you may
need chainblocks to swing them out of the crankcase door ( I could lift them with one hand and pass them out). You will
then expose the scraper rings which are also in two halves, held on to the rod by garter springs. Take care removing them,
they are sharp and can fly out of the garter spring, taking your eye with them… The garter springs can be removed by
unhooking the ends.

After cleaning of the diaphragm space, the box itself and the scrapers (or renewing them) place a length of O-ring into the
provided tool and cut it using the knife on the scarfed part of the tool. Take the rings into the crankcase and glue the
scarfed ends together with cyanoacrylic adhesive, leaving them round the piston rod.

Re-attach the scrapers on the piston rod via the garter springs. There is a spacing tool for this, but it's easy enough to do it
by eye by using one half of the stuffing box to locate them. Attach the other half of the stuffing box and bolt together.
Stretch the O-ring(s) over the box into place in their grooves, line up the box with a dowel pin and turn the engine such
that the box is jacked into place by the table. Put a couple of diaphragm bolts in (fiddly job with the table in the way), then
remove the table. Fit the remaining bolts, torque them up and pein over the tab washers or fit locking wire.

Main bearing removal and inspection

Procedure for Removing Main Bearing of MAN
B&W MC-C Engine
Efficient maintenance of main engine of the ship ensures smooth running, higher efficiency, and minimum breakdown.
Main bearing of the main engine is one such part which can withhold the working of the whole engine if confronted with a
fault. In this article we will have a look at the procedure for removal of main bearing of MAN B&W MC-C Engine.

Moreover, the main bearing of a ship’s main engine must be overhauled when its running hours as stated by the engine
maker have been completed. Apart from this, if there is any sign of bearing worn out or if the bearing temperature is going
high, it is imperative to open the main bearing for inspection.

The procedure for opening of the main bearing is as follows:

1)       Inform company and take permission.

2)       Take immobilization certificate from port state Authority stating that the main engine will not be available for a
particular period of time.

3)       Read the manual and have a toll box meeting with everyone involved in the job. Discuss the procedure.

4)       Prepare important tools and spares to be used in operation.

5)       Prepare risk assessment with the personnel involved in operation.

6)       Shut starting air valve for main engine.

7)       Open indicator cocks of all the units.

8)       Engage turning gear and put it in remote control. The remote control switch to be operated by in charge of the
operation.

9)       Stop main lube oil pump.

10)    Open crank case doors.

11)    Put blower and ventilate it thoroughly.

12)    Prepare enclosed space entry checklist.

13)    After sufficient ventilation, wearing proper PPE enter the C/C.

14)    Make sure that the main bearing measuring tool (depth gauge) is calibrate and set to ‘0’.

15)    Open the screws of lube oil pipe connection and insert the depth gauge and measure the clearance between upper
bearing keep and journal.

16)    Compare this reading with the earlier reading in the record or the new bearing reading.
17)    Now disconnect the lube oil pipe line.

18)    Turn the crank throw so that it is towards the exhaust side.

19)    Now mount the hydraulic jacks and loosen the main bearing stud nuts.

20)    Mount the lifting tool for main bearing keep and lift the keep using a pulley and a wire rope.

21)    Note the marking on the main bearing keep before lifting for correct direction of the keep.

22)    Guide the keep safely outside with a help of another chain block and place it on a wooden base once it is out.

23)    Mount the tool for lifting the upper bearing shell and place it safely outside.

24)    Place the strong back (cross piece) support on the bed plate so that its ends rest on the cross girders.

25)    Mount the hydraulic jack on the cross piece placing it such that it lies beneath the crank webs.

26)    Mount a dial gauge on the adjacent main bearing so that the lift of the crank shaft can be recorded.
27)    Now with hydraulic pressure (1500-1650 bar) lift the crankshaft corresponding to the main bearing clearance to the
adjacent main bearing, and check the lift with the help of a dial gauge.

28)    Remove the lock screws from the lower shell.

29)    Place the dismantling tool on the lower bearing shell such that the flap enters the oil groove.

30)    Pull the bearing shell round and up so that it lies on the journal and take it out safely.

Note: Top Main bearing clearance: max- 0.58mm, min- 0.40mm

Sulzer Main Bearing Clearance :

Main bearing clearances on a 2 stroke crosshead engine are measured using a set of retractable feelers somet

referred to as "Swedish feelers"

The clearance is measured at the top of the bearing, and to obtain access, the
engine is first turned so that the crankwebs are horizontal.

By sitting on the crankweb, the Swedish feelers can be slid down the gap

between the web and the bearing.

 The clearance can be measured by extending the feelers into the gap
between

journal and bearing. The feelers should be fully retracted before

attempting to remove them; if they are not, there is a chance of
breaking a feeler in the clearance gap, meaning the bearing will have to
be lifted!!
 
 

Clearance values will depend on the size of the engine but for a 980mm bore engine
(where the crankshaft diameter is 990mm) the clearance is between 0.45 and 0.75 mm
with a maximum allowable of 0.9mm. For a 500mm bore engine the allowable clearance
is quoted as being between 0.4mm and 0.58mm

Modern bearings are usually of the thinwall type. The clearance on these bearings is non
adjustable and the bearing is changed when the clearance has reached a maximum.

Why Clearance is Measured?

The clearance measurement of the main bearing determines the amount of wear down the bearing has been subjected to.

The clearance of the bearings will depend on the size of the engine but for a 900mm bore engine the clearance is between
0.40 and 0.70 mm with a maximum allowable of 0.9mm. Similarly for a 500mm bore engine the allowable clearance is
provided as between 0.4mm and 0.55mm

All the modern bearings are usually of the thin wall type with non adjustable clearance. If the bearing clearance has
reached it’s maximum limit or the bearing got damaged, it cannot be reconditioned and needs to be changed.

Reason for Bearing Clearance

The increase in bearing clearance indicates the worn out of bearing material, which may be due to following reasons:

Journal Defect: A journal is a polished part of the crankshaft accommodating the bearings, helping the crankshaft setup to
rotate. If the journal pin is defective, the bearing clearance will increase at a faster rate. Reason for journal pin damage:

1. Overheating: Bearing materials are made from the material which have better embeadiility and shock absorbing
property. In case of any defects, bearing material will worn out saving the shaft journal. If the engine is run long even
after the bearing material is wiped out, the shaft will get overheated leading to damage to the journal developing
cracks and increase in the hardness of the journal.
2. Hairline Cracks: The journal pin is under stress when the crankshaft is in operation. If the stresses on the journal
is localized and increased, a crack may form in such high stress area specially near fillet radii and oil grooves. To get
rid of this, expert technician can do pin grinding. This will change the size of the bearing to be used for the grinded
pin and also de-rate the engine.
3. Metal Contact: Similar problem to the abrasive damage.

If there is  metal to metal contact due to wiping of the bearing material, or dirty lube oil containing small metal particles-
squeezing, scoring, cracking and pitting will occur on the journal pin

Bearing Defect: If the journal of the crankshaft is fine but the defect is in the bearing itself, it may be due to following
reasons:

1. High oil temperature: Not maintaining the lube oil temperature supplied to the bearing will decrease the oil
thickness and lead to metal contact
 2. Oil viscosity: Correct viscosity oil should be used with high viscosity index else bearing material will not be able
to float on the oil film and contact the journal metal
3. Oil Load carrying capacity: Load carrying capacity of the oil is an extremely important factor, When the ship is
operated in higher load, which in turn is transmitted to the main bearings, a low load carrying capacity oil will fail in
such situation leading to bearing damage
4. Oil pressure: Maintaining the continuous oil supply and correct oil pressure will ensure oil film between bearings
and journal is never run out to maintain the oil lubracation
5. Engine ambient temperature: If the engine is started in cold ambient temperature, the oil supply during the
start to the bearings will not be sufficient leading to damage to bearing material. The bearing whicih is placed
farthest to the oil supply pump will be affected largely.
6. Spark erosion: It may lead to overheating of Main engine bearings caused by improper lubrication resulted by
cavities. Read More here.

Methods to Measure Bearing Clearance

There are various types of methods adopted by different marine engine manufacturers to measure the clearance of main
bearing of marine engine. Following are some of the most prominent methods used onboard ships to measure the
clearance of main bearing:

1)  Bridge with Depth Gauge

This method is used in SULZER 2 stroke marine engines where the bearing‘s shell is removed along with the keep (the
bearing shell is lined with the keep). After that a bridge is fitted over the top of journal pin, from port to starboard, making
a bridge over the crankshaft with two ends supported on the cross girder.

A simple vernier type depth gauge is then inserted in the hole provided on the bridge and the scale of depth gauge is rested
on the crankshaft pin. The total depth on the scale is measured and compared with the previous reading and the reading in
the manual for calculating the wear down of bearing.

In old model SULZER engines, a collar is provided in the bearing shell along with a small hole.  Thus without removing the
keep, the bridge is fitted adjacent to the keep and the depth gauge is used from the hole provided in the shell to measure
the shell wear down.

2) Bridge With Feeler Gauge 

In some engines, after removing the shell and the keep, the bridge is installed as explained in the above point. Also, in place
of depth gauge, a feeler gauge is used to measure the clearance between the journal pin top and the bridge bottom. The
bridge used here is different in terms of height and the gap between the pin and the bridge is very less as compared to that
of the bridge used in the above mentioned method.
3) Telescopic or Swedish Feeler Gauge
In engines like MAN B&W, this is the most common method used to measure the bearing clearance of the top shell. In this
method there is no need to remove any connection or keep for measuring the clearance.

The telescopic gauge is inserted between the gap of the crank web and the bearing keep. When the tip reaches the shell
top, the feeler is inserted between the shell and the pin to check the clearance.
4) Dial type Depth Gauge
This method is used in new MAN B&W engines (SMC-C) which does not require the top keep to be removed. The lube oil
pipe connection screw hole is in the bearing keep which can be  accessed from the hole on the bearing shell.

The dial gauge is inserted in this screw hole and the reading is taken as the clearance for upper shell.

5) Lead wire – The Traditional Method

This is a traditional method and to be used when no other alternative or tools are present. In this method, lead wire is
inserted at different positions between bearing and pin. The bearing housing is tightened. Ensure not over squeezed the
wire more than 1/3 rd of original diameter. General Method for taking clearance using lead wire:

 Turn the crank shaft to set the crank at TDC position.

 remove locking and slacken the nut to lower the bottom half with bolts.
 Three lengths of lead wires to be inserted or laid circumferential in the bottom half at three different places.
 Close the bottom half into position and tighten the nut to its rated tightening torque.
 Open and lower down the bottom half again.
 Remove the lead wires and take the measurement.

It must have within the limit, if out of limit, the bearing shell must be replaced with new ones or readjust the clearance by
adjusting shims.

Welding procedure and inspection

Types of NDT
Stuffing box leakage action how to proceed at sea

Identification of leak and action :

stuffing box drain line has a funnel/ small cup near each crank case door for every unit, if air is seen
through the funnel then air seal is not intact or worn in excess, just check the quantity of the leak,
similarly if the oil is seen in excess then the oil sealing rings are worn out, check the drain tank level i
the filling rate has increased? Check the manual and records for the limits, if required this can be
overhauled from inside of the unit as discussed above.
If there are no spare segments available onboard then the segments can be grinded, similarly the
garter spring size has to be reduced according to the wear and segment grinding.

Safety
IMO and secretary and it's organs(tools)
Solas chapters and chapter 13 documents to be checked

Chapter XIII  – Verification of Compliance: This chapter was

adopted on 22 May 2014 which requires all the Contracting
Party to undergo periodic audits by the approved organization
following the audit standard to verify compliance with and
implementation of the present Convention.
This chapter consists of regulation 1 to regulation 3 explaining the “Definition” of different
terminologies which are used in the chapter and the details about the “Application” of this chapter,
followed by the verification system for contracting government.

Chapter XIV -Safety Measures for Ships Operating in Polar

Waters – As the name suggest, the SOLAS chapter 14 deals with
the ships that intend to operate within the Arctic and Antarctic
areas and need to carry Polar Ship Certificate.
This Code entered into force on 1 January 2017 and explains the ship owners and ship managers
about the steps to be taken to have their ships in compliance within the different categories. This is
one of the latest chapters introduced within SOLAS in 2017.
It comprises of 4 Regulations starting from regulation 1 & 2 which gives the details about the
definitions of the terminology used in this chapter and application of this code.

Regulation 3 explains the requirements for ships to which this chapter applies followed by regulation
4 which suggest the terms for alternative design and arrangement for vessels sailing in Arctic and
Antarctic areas.

Annexes and amendment to annex /annex 6

Co2 emissions record checking and submitting procedure
Model testing method and it's application

MODEL TESTS
The most comprehensive assessment of power requirements for a new ship is obtained by conducting experiments
with a model hull and propeller in a towing tank. Traditional ship model tests provide still more accurate predictions
of ship performance than existing computational fluid dynamics (CFD) methods can deliver. Various tests are
performed to evaluate ship resistance, propulsion, manoeuvring and seakeeping of all the types of hull forms. Test
methodology, post-test analyses and extrapolation to full-scale are guided by ITTC Recommended Procedures;
see International Towing Tank Conference.

In order to perform model tests for any ship, it is of course necessary to have a physical ship model to be towed. The
model should be as large as possible to minimize viscosity scale effects. However the model can not be too large to
avoid effects of restricted water in the test basin. The size of a stock propeller is to be taken into consideration when
the scale for a ship model is selected. The material of which the model is made is not important provided the model
is sufficiently rigid. Wood, wax, high density closed cell foam and fibre reinforced plastic are used. Models are
normally cut from a plan re-drawn from the hull lines submitted for testing. However, building a ship model costs
quite a lot, so to avoid waste of money an analysis of hull lines should be carried out first.

Model tests required for a full-scale performance prediction comprise the resistance test, the self-propulsion test and
the propeller open-water test.

- Resistance tests – These tests are conducted to provide data from which the resistance of the model, at any
desired speed, may be determined. For this purpose the model is towed at speeds giving the same Froude number as
for the full-scale ship, and the model resistance and its speed through the water are simultaneously measured. The
running attitude of the model, i.e. sinkage fore and aft or the running trim and sinkage are usually measured.

Model should be tested in one or both of the following conditions:

1. Naked resistance of the model without any appendages to determine the resistance coefficients of the basic form.

2. Inclusive resistance of the model to determine the increase in resistance coefficients due to appendages.

Resistance tests are also carried out to measure the nominal wake, i.e. the wake of the ship without the propeller.

- Self-propulsion tests – In the self-propulsion test, the model is towed at speeds giving the same Froude number as
for the full-scale ship. During the test, propeller thrust, torque and rate of propeller rotation are measured. In many
cases, stock propellers are used which are selected in view of the similarity in diameter, pitch and blade area to full-
scale propeller. Propulsion tests are performed to determine the power requirements, but also to supply wake and
thrust deduction, and other input data (such as the wake field in the propeller plane) for the propeller design.
  Propeller open water test – Although in reality, the propeller operates in the highly nonuniform ship wake, a
standard propeller test is performed in uniform flow yielding the socalled open-water characteristics, namely thrust,
torque and propeller efficiency.

The model resistance has to be converted for a prediction of the full-scale ship. Full-scale predictions are prepared
usually according to the modified “1978 ITTC Performance Prediction Method”.

Condition of class with example

SOLAS chapter II, regulation 3-1 requires that ship need to be constructed and maintained as per the
requirements of a classification society.
This means that during construction of a ship, classification society makes sure that the

 Design of the ship is as per the rules of the classification society

 Ship is constructed as per the design

 Ship's machinery (Mechanical as well as electrical) is as per the rules of the classification
society

After successful verification of these elements a "Certificate of class" is issued to the ship.
"Certificate of class" only deals with ship structure and machinery of the ship.  

Now during its life, a ship may have issues with ship's hull and/or machinery. For example

 A ship has collided with other ship which has resulted in a dent or hole on ship's side. To repair
this ship need to sail for few days to arrive at nearest/economical dry dock.

 A ship has had allision with a jetty while berthing resulting in a dent or hole on ship's side. To
repair this ship need to sail for few days to arrive at nearest/economical dry dock.

 A Ship engine Governor is not working and spares has a lead time and will only be available in
around one month time

 There are many more such examples and situations. In such cases, clearly ship is not complying with
the rules of the classification society.

But if the classification society revokes the "Certificate of class", the ship would not be able to sail. 

So instead, a class surveyor attends the ship and suggests and/or verifies the temporary arrangements.
After the said temporary arrangements are in place, he will allow the ship to sail for one voyage or for
some time period. 

Class does so by issuing a "Condition of class", Which means that to be able to retain the class, the said
defect need to be renewed before the specified period.
 This way the "certificate of class" remains valid but with a condition.

When the defect is rectified, class surveyor will attend the vessel and verify that. After successful
verification, he will delete the condition of class.

In case of repair of structural damage, such as to hull, class may require a class surveyor to monitor the
repair.

In any case, if the condition of class is not removed before the said period, the certificate of class will
become invalid and the ship will considered to be unseaworthy.

Shashi damdhar  [

21st Jan.
External dont know:

Fn 3:

how will u fight scavange fire,

Scavenge Space Protection Devices –

 Electrical temperature sensing device fitted within the trunking, which will automatically sound an
alarm in the event of the excessive rise in local temperature.
 Fixed Fire Extinguishing System May Be CO2, Dry Powder Or Steam

Fixed extinguishing
system for scavenge system

Pressure relief valves consisting of self-closing spring-loaded valves are fitted and should be examined and
tested periodically.
 Pressure Relief Door(Closed Condition)

Pressure Relief Door(Open Condition)

ACTION

If a scavenge fire starts two immediate objectives arise- they are to contain the fire within the
scavenge space of the engine and to prevent or minimize damage to the engine. The engine must be
put to dead slow ahead and the fuel must be taken off the cylinders affected by the fire. The
lubrication to these cylinders must be increased to prevent seizure and all scavenge drains must be
shut to prevent the discharge of sparks and burning oil from the drains into the engine room. A
minor fire may shortly burn out without damage, and conditions will gradually return to normal.
The affected units should be run on reduced power until inspection of the scavenge trunking and
overhaul of the cylinder and piston can be carried out at the earliest safe opportunity. Once
navigational circumstances allow it, the engine should be stopped and the whole of the scavenge
trunk examined and any oil residues found round other cylinders removed. The actual cause of the
initiation of the fire should be investigated

If the scavenge fire is of a more major nature, if there is a risk of the fire extending or if
the scavenge trunk is adjacent to the crankcase with risk of a hot spot developing it
sometimes becomes necessary to stop the engine. Normal cooling is maintained, and the
turning gear engaged and operated. Fire extinguishing medium should be applied
through fittings in the scavenge trunk: these may inject carbon dioxide, dry powder or
smothering steam. The fire is then extinguished before it can spread to surfaces of the
scavenge trunk where it may cause the paint to start burning if special non inflammable
paint has not been used. Boundary cooling of the scavenge trunk may be necessary. Keep
clear of scavenge relief valves, and do not open up for inspection until the engine has
cooled down.
 CO2 Scavenge Fire Extinguishing Installation

After extinguishing the fire and cooling down, the scavenge trunking and scavenge ports should be
cleaned and the trunking together with cylinder liner and water seals, piston, piston rings, piston
skirt, piston rod and gland must be inspected. Heat causes distortion and therefore checks for
binding of piston rod in stuffing box and piston in liner must be carried out. Tightness of tie bolts
should be checked before restarting the engine. Inspect reed valves if fitted, and scavenge relief
valve springs. Fire extinguishers should be recharged at the first opportunity and faults diagnosed
as having caused the fire must be rectified.

PREVENTION

To prevent scavenge fires good maintenance and correct adjustment must be carried out. Scavenge
trunking must be periodically inspected and cleaned and any buildup of contamination noted and
remedied. The drain pockets should also be cleaned regularly to remove the thicker carbonized oil
 sludges which do not drain down so easily and which are a common cause of choked drain pipes.
Scavenge drains should be blown regularly and any passage of oil from them noted. The piston rings
must be properly maintained and lubricated adequately so that ring blow-by is prevented. At the
same time one must guard against excess cylinder oil usage. With timed cylinder oil injection the
timing should be periodically checked. Scavenge ports must be kept cleared

The piston-rod packing rings and scraper rings should also be regularly adjusted so that oil is
prevented from entering the scavenge space because of butted ring segments. This may and does
occur irrespective of the positive pressure difference between the scavenge trunk and the
crankcase space.

Fuel injection equipment must be kept in good condition, timed correctly, and the mean indicated
pressure in each cylinder must also be carefully balanced so that individual cylinders are not
overloaded.

If cylinder liner wear is up to maximum limits the possibility of scavenge fires will not be materially
reduced until the liners are renewed.

What checks u will do after fire extingwish.

Inspection after Scavenge Fire

1. Intense fire can cause distortion and may upset piston alignment
2. Check by turning the engine and watch movement of piston in the liner, check for
any occurrence of binding  at part of stroke (Binding indicates misalignment of piston)
3. Check spring on scavenge space relief device, if the device was near the set of fire
4. Piston rod packing spring also should be checked, which may have become weakened by
overheating
5. Check piston rings and liner for any distortion or reddish burning mark
6. Check diaphragm and frame near affected part
7. Check guides and guide shoes
8. Check tension of tie bolts

Causes of scavenge fire

There are many reasons for scavenge fire. However, the main ones are as below:

1.       Excessive wear of the liner.

2.       The piston rings might be worn out or have loose ring grooves.

3.       Broken piston rings or rings seized in the grooves.

4.       Dirty scavenge space.

5.       Poor combustion due to leaking fuel valves or improper timing.

6.       Insufficient or excess cylinder lubrication.

 Indications of scavenge fire
There are a few signs which indicates a scavenge fire. One should be extremely cautious in case any of
the below mentioned conditions are observed.

1.       Scavenge temperature will start increasing.

2.       The turbochargers will start surging.

3.       High exhaust temperature.

4.       Loss of engine power and reduction in rpm. This happens because a back pressure is created
under the piston space due to fire.

5.       Smoke coming out of the scavenge drains.

6.       The paint blisters will be formed on the scavenge doors due to high temperature but this will
occur only in large fires and extreme cases. 

How will u fight deck fire,

*Fire inside the container how will u fight,special arrangement fitted on container.

The IMO has amended SOLAS regulation II-2/10, introducing new requirements for fire protection
of on-deck cargo areas.
Through MSC.365(93) amendments have been adopted to SOLAS Regulation II-2/10 along with the connected MSC

Circulars.  The amended SOLAS regulation requires:

 All new ships constructed on or after January 1, 2016 designed to carry containers on or above the weather
deck, in addition to the existing equipment and arrangements, to be fitted with at least one water mist lance.  The
water mist lance shall consist of a tube with a piercing nozzle which is capable of penetrating a container wall and
producing water mist inside a confined space (container,) when connected to the fire main.
 All new ships constructed on or after January 1, 2016 designed to carry five or more tiers of containers on or
above the weather deck shall carry, in addition to the existing equipment and arrangements, mobile water monitors
as follows:
 ships with breath less than 30 meters: at least two mobile water monitors; or
 ships with breadth of 30 meters or more: at least four mobile water monitors.

Mobile Water Monitors

Mobile Water Monitors are large bore water discharge devices of portable or wheeled type, consisting of inlet

fitting(s), monitor waterway, swivel fittings, and discharge nozzle.

Monitors are to have a minimum capacity of not less than 33 m3 /hr (550 liters/min, 145 gpm) at the pressure
necessary to reach the top tier of the containers on deck.

iv) Capable of a minimum horizontal throw of 40 m (131 ft) at an inlet pressure of 0.4 N/mm2 (4.1 kgf/cm2 ,
58 psi), when discharging at a horizontal elevation of 30-35°.

v) Capable of a minimum vertical throw sufficient to reach the top of the highest tier of containers when
discharging at an elevation of not more than 75°.

The discharge nozzle is to be of a dual-purpose spray/jet type incorporating a shutoff and capable of
discharging an effective water spray, Monitors weighing more than 23 kg (50 lbs) are to be fitted with wheels.
Water Mist Lance

A Water Mist Lance consists of a tube with a piercing nozzle which is capable of penetrating a container wall
and producing a water mist inside the container when connected to the fire main

LB regulation, maintainance carried on LB engine.

https://www.myseatime.com/blog/detail/free-fall-lifeboats-what-maintenance-is-required-and-how-to-do-it
cracks in hull and opacity of window glass 
Every year, lifeboat need to be examined by the shore service engineer. Class issues SEQ certificate on
the basis of this examination along with the inspection of launching appliances.

Emergency fire pump regulations,where u will see the discharge pr,

Emergency Fire Pumps

Capacity of the pump
The capacity of the pump shall not be less than 40% of the total capacity of the fire
pumps required by regulation II-2/10.2.2.4.1 of the Convention and in any case not less
than the following:
1. for passenger ships of less than 1,000 gross tonnage and for cargo ships of 2,000
gross tonnage and upwards; 25 m3/h
2. for cargo ships of less than 2,000 gross tonnage 15 m3/h.
Pressure at hydrants
When the pump is delivering the quantity of water required by above paragraph, the
pressure at any hydrants shall be not less than the minimum pressure required by
chapter II-2 of the Convention.
Starting of diesel engine
Any diesel-driven power source for the pump shall be capable of being readily started
in its cold condition down to the temperature of 0 degree C by hand (manual) cranking.
If this is impracticable, or if lower temperatures are likely to be encountered,
consideration shall be given to the provision and maintenance of the heating
arrangement acceptable to the Administration so that ready starting will be assured. If
hand (manual) starting is impracticable, the Administration may permit other means of
starting.
These means shall be such as to enable the diesel-driven power source to be started at
least six times within a period of 30 min and at least twice within the first 10 min.
Fuel tank capacity
Any service fuel tank shall contain sufficient fuel to enable the pump to run on full load
for at least 3 h and sufficient reserves of fuel shall be available outside the machinery
space of category A to enable the pump to be run on full load for an additional 15 h.

What are regulations for fire pump as per FSS code or

SOLAS ?
1) Every ship shall be provided with fire pumps, fire mains, water service pipes,
hydrants, hoses and nozzles capable of providing at least two jets of water, not
emanating from the same hydrant, capable of reaching normally accessible parts of
the ship while the ship is being navigated and any store room and any part of any
cargo space when empty.
(2) Every ship of 4000 tons or above shall be provided with at least three
independently driven fire pumps and every ship or less than 4000 tons shall be
provided with at least two such pumps, and each such pump shall be capable of
delivering two jets of water specified under clause (1) and in addition shall comply
with the requirements specified in SOLAS.   
(3) In every ship of 1000 tons and above, the arrangements of sea connections, pumps
and sources of power for operating them shall be such as to ensure that fire in any one
compartment will not put all the fire pumps out of action: 
Provided that where arrangement in a ship is such that a fire in any one compartment
could put all the fire-pumps out of action, there shall be provided in a position outside
the machinery spaces, an independently driven power operated emergency fire pump
and its source of power and sea connection.  Such pump shall be capable of producing
at least two jets of water from any two hydrants and hoses through nozzles which
shall comply with the requirements specified while simultaneously maintaining a
pressure of at least 2.1 bar (0.21 N/mm2) at any hydrant in the ship. 
(4)(a) Every Ship shall be provided with a fire main, water service pipes, hydrants,
hoses and nozzles which shall be so arranged that they comply with the requirements
specified in rules
(b)In every ship of 1000 tons and above, the arrangement of fire pumps, fire mains
and hydrants shall be such that at least one jet of water is immediately available from
any one hydrant in an interior location.  Arrangements shall also be made to ensure
the continuation of the output of water by the automatic starting of a fire pump. 
(5) In every ship at least one fire hose complete with nozzle shall be provided for
every hydrant fitted in compliance with this rule and shall be used only for the
purpose of extinguishing fire or for testing the fire extinguishing appliances at fire
drills and surveys. 
(6) In every ship.      
a. In any ro/ro cargo space or any special category space, the number of hydrants
with holes shall be positioned near the accesses of such spaces and be so arranged
that at least two jets of water, each from a single length of hose, not emanating
from the same hydrant shall reach any part of such space. 
b.  Where, in any machinery space of category A, access is provided at a low level
from an adjacent shaft tunnel two hydrants fitted with hoses with dual-purpose
 nozzles shall be provided external to, but near the entrance of that machinery
space.  Where such access is not provided from a tunnel but is provided from
other space or spaces there shall be provided in one of those spaces two hydrant;
fitted with hoses with dual-purpose nozzles near the entrance to the machinery
space of Category A. Such provisions need not be made when the tunnel or
adjacent spaces are not part of an escape route. 
Points to pounder  :
Every fire pump required to be carried under these rules shall be operated by means
of power other than the ships main engines except as expressly provided otherwise in
these rules.  Sanitary, ballast, bilge or general service pumps may be accepted by the
Director General of Shipping as fire pumps provided they are not normally used for
pumping oil and in case they are occasionally used for pumping or transferring fuel
oil, suitable change-over arrangements are fitted and operating instructions are
conspicuously displayed at the change-over position. 
Any fire pump shall, when discharging the quantity of water required by above
paragraph graph through adjacent fire hydrants in any part of the ship from nozzles
of sizes specified above be capable of maintaining the following pressure at any
hydrant : 
(a) in any passenger ship. 
  (i) of 4,000 tons and upwards :
3.1. bar (0.31 N/mm2)
 (ii) of 1,000 tons and upwards but under 4,000 tons :
 2.7 bar (0.27 N/mm2)                       
           (iii) of under 1,000 tons :
2.1 bar (0.21 N/mm2)
               
(b) in any ship other than a passenger ship. 
          (i) of 6,000 tons and upwards :
                                                2.7 bar (.027 N/mm2) 
          (ii) of 1,000 tons and upward but under 6,000 tons:
                                                2.5 bar (0.25 N/mm2) 
          (iii) of under 1,000 tons :
                                                2.1 bar (0.2) N/mm2) 

Fire Pumps
following requirements must be met in respect of a vessel's fire pumps:

1. If the vessel is fitted with two or more power-driven fire pumps, a non-return
valve must be fitted to the discharge line of each pump to prevent water from
backing through the pump when it is not operating,
2. A power-driven fire pump must be self-priming and fitted with pressure gauges
on their suction and discharge sides,
3. A manual fire pump must be operable without the need for manual priming and
must be capable of delivering a jet of water of at least 12 m,
4. A fire pump's sea connection must have arrangements to prevent blockage of the
connection's inlet by ice and slush, and
 5. A fire pump must not have a rotor-impeller that can be damaged by heat from the
pump or by the pump running dry.

If a bilge pump is to be used as a fire pump as permitted by regulation 10.2.2.1, the

bilge pumping system and the fire pumping system must be capable of simultaneous
operation.
One of the fire pumps required by regulation 10.2.2.2 may be manually operated on a
vessel that is not a Safety Convention vessel, is of less than 1 000 gross tonnage and, in
the case of a passenger vessel, is engaged on a sheltered waters voyage or a near
coastal voyage, Class 2. If one of those pumps is manually operated and is located
outside the space where the other fire pump required by that regulation and its source
of power are located, the manually operated fire pump may also be used for the
emergency fire pump if one is required by regulation 10.2.2.3.1.2.
A power-driven fire pump that is not required by regulation 10.2.2.2.2 to be
independently driven on a vessel of less than 1 000 gross tonnage must not be powered
by a main engine unless the engine can be operated independently of the propeller
shafting.
Despite regulation 10.2.2.2.2 and paragraph 3.6.6.3, if a cargo vessel to which that
subsection applies is engaged on a sheltered waters voyage or a near coastal voyage,
Class 2:

1. Only one independently driven fire pump is required to meet the requirements of
that regulation and it must be power-driven, and
2. Regulation 10.2.2.3.1.2 does not apply.

For the purposes of regulation 10.2.2.4.2:

1. The expression "in any event be capable of delivering at least the two required
jets of water" is to be read as "in normal operating conditions be capable of
delivering at least the required jets of water", and
2. The expression "at least the two jets of water required in paragraph 2.1.5.1" is to
be read as "at least the required jets of water".

The fire pumps on vessels of less than 500 gross tonnage, other than passenger vessels
that are Safety Convention vessels, are not required to meet the minimum capacity
requirement of 25 m3/h set out in regulation 10.2.2.4.2.
https://www.marineinsight.com/maritime-law/what-is-fire-safety-system-fss-code-on-ships/
KN curve.

https://www.marineinsight.com/naval-architecture/ship-stability-
understanding-curves-static-stability/
Cross curves of stability
Cross curves of stability is a set of curves from which the KN values for a set of constant heel-angle values
at any particular displacement may be read. Thus, we have a curve for heel angle of 10°, next for 20° and
so on. To find KN values for a given displacement volume it is necessary to draw a vertical line and read
the values where this line crosses the curves. Nowadays KN values in tabulated forms are used instead of
curves.

KN CROSS CURVES OF STABILITY:-

THESE CURVE ARE SAME AS GZ CURVE WITH ONLY A DIFFERENCE THAT IT IS PLOTTED FOR AN
ASSUMED KG= 0 MTRS. KN BEING THE RIGHTING LEVER MEASURED FROM THE KEEL.

TO OBTAIN RIGHTING LEVER FOR A PARTICULAR DISPLACEMENT AND KG THE VALUE OF KN ARE
FIRST OBTAINED FROM THE CURVE AT THE DISPLACEMENT CONCERNED. THE CORRECT RIGHTING
LEVER IS THEN OBTAINED BY SUBTRACTING FROM THE KN VALUE A CORRECTION EQUAL TO THE
PRODUCT OF KG AND SIN HEEL.

LET US LOOK AT AN EXAMPLE TO UNDERSTAND IT BETTER:-

LET DISPLACEMENT=40000 TONNES AND KG=10 MTRS. FOR THE GIVEN KN CURVE.

STATICAL STABILITY CURVE

THIS CURVE OF STATICAL STABILITY FOR A SHIP IN PARTICULAR CONDITION OF LOADING IS
OBTAINED BY PLOTTING THE RIGHTING LEVERS AGAINST ANGLE OF HEEL.
 The Above Curve Is For Positive Initial Metacentric Height

The Above Curve Is For Negative Metacentric Height

FOLLOWING INFORMATION IS PROVIDED BY THE CURVE:-

RANGE OF STABILITY :- THE RANGE OVER WHICH THE SHIP HAS POSITIVE RIGHTING LEVER I.E 0-
86 IN FIRST PIC AND 18-90 IN SECOND PIC.

ANGLE OF VANISHING STABILITY :- IS THE ANGLE OF HEEL AT WHICH THE RIGHTING LEVER
RETURNS TO ZERO, OR THE ANGLE AT WHICH THE SIGN OF THE RIGHTING LEVERS CHANGES
FROM POSITIVE TO NEGATIVE I.E 86 DEGREE IN FIRST PIC.

MAXIMUM GZ:- IS OBTAINED BY PLOTTING A TANGENT TO THE HIGHEST POINT OF THE CURVE I.E
0.63 MTRS WHICH OCCURS AT ABOUT 42 DEGREE.

INITIAL GM:- CAN BE FOUND BY DRAWING A TANGENT TO THE CURVE THROUGH THE ORIGIN AND
THEN ERECTING A PERPENDICULAR THROUGH THE ANGLE OF HEEL OF 57.3 DEGREE. THE 2 LINES
ARE ALLOWED TO INTERSECT AND THE VALUE OF GZ IS NOTED WHICH IS THE INITIAL GM.
POINT OF INFLECTION/CONTRAFLEXURE:- IT IS THE ANGLE AT WHICH THE CURVE GOES FROM
CONCAVE TO CONVEX. PHYSICAL SIGNIFICANCE OF THIS POINT IS THAT IT IS THE ANGLE AT
WHICH THE DECK JUST TOUCHES THE SEA. 

IN THE SECOND FIGURE OF NEGATIVE METACENTRIC HEIGHT, AT AN ANGLE LESS THAN 18

DEGREE THE RIGHTING LEVERS ARE NEGETIVE AND BEYOND 18 DEGREE TO 90 DEGREE ITS
POSITIVE. HENCE 18 DEGREE IS THE ANGLE OF LOLL. INITIAL GM CAN BE PLOTTED AGAINST 57.3
DEGREE.

57.3 DEGREE = 180/PIE=180/3.14=57.3 DEGREE

21st jan : External : Pakarasi and one more, name dont know.
Internal : shekhar and vikrant rai.
Before lunch passing rate was zero. But after lunch they started clearing function.

Dinesh Bhosale:
21/01/2019
Ext: don't know
Fun 3
Explain fixed foam fire fighting system, type of foam, capacity, requirements as per solas,

Check kunjal shah

https://youtu.be/A8CahbteXp4 gas meter calibration

CO2 discharge criteria,

how u discharge CO2 in engine room when u r incharge of Co2

what checks u will carried out after Co2 discharged in engine room(stepwise),

critical temp of CO2,

what will happen when fire in Co2 room,

Monthly inspections 

At least every 30 days a general visual inspection should be made of the overall system
condition for obvious signs of damage, and should include verification that: 

1. all stop valves are in the closed position; 

2. all releasing controls are in the proper position and readily accessible for immediate
use
3. all discharge piping and pneumatic tubing is intact and has not been damaged

4. all high pressure cylinders are in place and properly secured

5. the alarm devices are in place and do not appear damaged. 

In addition, on low pressure system the inspection should verify that,

1. the pressure gauge is reading in the normal range

2. the liquid level indicator is reading within the proper level

3. the manually operated storage tank main service valve is secured in the open position

4. the vapour supply line valve is secured in the open position. 

Annual inspections 

The following minimum level of maintenance and inspections should be carried out in
accordance with the system manufacturer’s instructions and safety precautions: 

1. the boundaries of the protected space should be visually inspected to confirm that no
modifications have been made to the enclosure that have created uncloseable openings
that would render the system ineffective.

2. all storage containers should be visually inspected for any signs of damage, rust or
loose mounting hardware. Cylinders that are leaking, corroded, dented or bulging should
be hydrostatically retested or replaced

3. system piping should be visually inspected to check for damage, loose supports and
corrosion. Nozzles should be inspected to ensure they have not been obstructed by the
storage of spare parts or a new installation of structure or machinery

4. the manifold should be inspected to verify that all flexible discharge hoses and fittings
are properly tightened. all entrance doors to the protected space should close properly and
should have warning signs, which indicate that the space is protected by a fixed carbon
dioxide system and that personnel should evacuate immediately if the alarms sound. All
remote releasing controls should be checked for clear operating instructions and
indication as to the space served. 

Minimum recommended maintenance for 21/2 yearly and 5 yearly :-

At least biennially (intervals of 2 years ± 3 months) in passenger ships or at each

intermediate, periodical or renewal surveyin cargo ships, the following maintenance
should be carried out (to assist in carrying out the recommended maintenance, examples
of service charts are set out in the appendix): 

1. all high pressure cylinders and pilot cylinders should be weighed or have their contents
verified by other reliable means to confirm that the available charge in each is above 90%
of the nominal charge. Cylinders containing less than 90% of the nominal charge should
be refilled. The liquid level of low pressure storage tanks should be checked to verify that
the required amount of carbon dioxide to protect the largest hazard is available.

2. the hydrostatic test date of all storage containers should be checked. 

3. the discharge piping and nozzles should be tested to verify that they are not blocked.
The test should be performed by isolating the discharge piping from the system and
flowing dry air or nitrogen from test cylinders or suitable means through the piping. 

At least biennially (intervals of 2 years ± 3 months) in passenger ships or at each renewal

survey in cargo ships, the following maintenance should be carried out by service
technicians/specialists trained to standards accepted by the Administration: 

1. where possible, all activating heads should be removed from the cylinder valves and
tested for correct functioning by applying full working pressure through the pilot lines. In
cases where this is not possible, pilot lines should be disconnected from the cylinder
valves and blanked off or connected together and tested with full working pressure from
the release station and checked for leakage. In both cases this should be carried out from
one or more release stations when installed. If manual pull cables operate the remote
release controls, they should be checked to verify the cables and corner pulleys are in
good condition and freely move and do not require an excessive amount of travel to
activate the system.

.2 all cable components should be cleaned and adjusted as necessary, and the cable
connectors should be properly tightened. If the remote release controls are operated by
pneumatic pressure, the tubing should be checked for leakage, and the proper charge of
the remote releasing station pilot gas cylinders should be verified. All controls and
warning devices should function normally, and the time delay, if fitted should prevent the
discharge of gas for the required time period.

3. after completion of the work, the system should be returned to service. All releasing
controls should be verified in the proper position and connected to the correct control
valves. All pressure switch interlocks should be reset and returned to service. All stop
valves should be in the closed position.

10 Yearly Maintainance:-
1. High pressure cylinders should be subjected to periodical tests at intervals not
exceeding 10 years. At the 10-year inspection, at least 10% of the total number provided
should be subjected to an internal inspection and hydrostatic test. If one or more cylinders
fail, a total of 50% of the onboard cylinders should be tested. If further cylinders fail, all
cylinders should be tested. Flexible hoses should be replaced at the intervals
recommended by the manufacturer and not exceeding every 10 years.

solid floor purpose,

The keel is integrated in to the ship hull structure using Transverse and longitudinal
stiffeners. The Longitudinal Stiffeners which run parallel to the Keel from FWD to AFT
are called Floors. The Transverse stiffeners which run perpendicular to the Keel are
called Girders
Based on the architecture of the floor plate, there are three types of Floors.

1. Solid Floor
2. Plate Floor
3. Bracket Floor
Solid Floor

Solid Floor is the one if the Stiffener / Floor plate is made of solid plate without any
openings.

Plate Floor

Plate Floor is the one if the stiffener / floor plate is made of solid plate with openings.
This is done to optimize weight and also to allow free flow of fluids based on the
purpose of the floor plate / part of the ship ( Like a tank).

Bracket Floor

Bracket floor is the one if the stiffener / floor plate is made of a built up section with a
large opening. This is also done to optimize the weight, provided where much strength /
structural integrity is not required and also on the purpose of the area of the ship.
garboard strake,

Piyush Agbattalwar:
21/01/2019
External : Pakrashi

Safety fun 3
Ism major nc definations & examples

ISM RELATED DEFICIENCIES AND DEFICIENCIES LEADING TO DETENTION

ISM RELATED DEFICIENCIES:-

1) Company safety and environment protection policy is not on board the ship or the ship personnel
are not familiar with it.
2) Safety management documents are not readily available. e.g. SMS manual not kept in library
3) SMS documentation is not in ship's working language
4) A senior officer does not identify DPA
5) Emergency situation contact procedures and contact number details of shore management not in
place
6) Emergency drill programs not available on board
7) Master and senior officers not knowing their responsibility and authority
8) NC raised during internal audit not reported to company and if reported no action taken
9) ship maintenance is not as per maintenance routine and no record available
10) Newly joined crew member is not familiar with his duties and necessary instructions
which should be given to him prior sailing are not available
11)  Senior ship officer is not aware of company responsibility and its policy
12) Vessel has been issued with interim certificate ( DOC and SMC ) not in accordance with provision
of resolution A788(19)

ISM DEFICIENCIES LEADING TO DETENTION:-

1) SMC is not valid (expired):- To avoid this program may be made to review all certificates at regular
interval and keeping a track of their validity
2) company safety and environmental protection policies are not known to senior staff:- Proper
training of personnel in aspect of ISM. All personnel to be briefed while joining. Proper internal audit
to carry out.
3) Emergency preparedness not on board:- Conduct proper internal audit and review all documents at
regular interval
4) ORB not on board:- Major non professionalism and negligence as part of ship's personnel and
company. Proper care should be taken to ensure that ORB is on board and properly filled up. It should
be ensured that   new ORB are ordered well in advance
5) Emergency equipment on board not operating properly:- Due to improper planning and
maintenance. To avoid this emergency equipment must be maintained properly and tested at specific
interval as per laid standard and logged down to keep a track

Solas ch 12
page no 102 fun 3 orals file

Smoke detectors

Fun 3 oral file

Mepc 73 deliberations
MEPC 73: Summary of key outcomes

The 73rd session of the IMO’s Marine Environment Protection Committee has dealt
with a huge amount of work this week. Below is a brief summary of points of particular
relevance to IBIA’s members. We aim to report in more detail later, and at our Annual
Convention in Copenhagen, 6-8 November, which will be the first opportunity for our
industry come together in a wider forum to hear first-hand accounts from MEPC 73 and
discuss the outcomes.

1 – Amendments to MARPOL Annex VI to prohibit not just the use, but also carriage of
bunkers above 0.50% sulphur on ships (unless they have approved abatement
technology onboard) were adopted and set to take effect from 1 March, 2020. See IBIA’s
statement to MEPC 73 on this link.

2 – A much-anticipated proposal from a group of large flag states and shipping
organisations, suggesting an “experience building phase” due to concerns about the
safety of low-sulphur fuels, received significant support but most countries were
opposed to it. Many had thought the proposal might lead to delayed implementation of
the 2020 sulphur limit. It was agreed to invite further concrete proposals on how to
enhance the implementation of regulation 18 of MARPOL Annex VI, in particular on fuel
oil quality and reporting of non-availability of compliant fuel oils, to MEPC 74.

3 – Approved a draft MEPC circular on Guidance on best practice for fuel oil suppliers
for assuring the quality of fuel oil delivered to ships. The final version made a few small
changes to the draft submitted in MEPC 74/5/4, which in turn proposed amendments
to the draft guidance on best practice for fuel oil suppliers provided by IBIA to MEPC
72. The co-sponsors; representing both the shipping industry and the fuel oil supply
industry, cooperated on a number of primarily editorial improvements in a bid to
produce guidance that is acceptable to all parties and aligned with other IMO guidance.

4 – Work on developing Guidance on Best practice for Member States/coastal States to

assure the quality of fuel oil delivered to ships will go back to a correspondence group
as it was deemed premature to complete the draft at this session. The aim is to submit a
draft for finalisation and approval at MEPC 74.

5 – Approved the draft MEPC circular on Guidance on the development of a ship

implementation plan (SIP) for the consistent implementation of the 0.50% sulphur
limit under MARPOL Annex VI.

The SIP, which is not mandatory, can be filled in by ship owners/operators to help
them plan and demonstrate the steps taken by ships to prepare for compliance with the
0.50% sulphur limit on 1 January 2020.

In addition to the SIP itself, there is an appendix addressing the impact on machinery
systems, containing advice on how to prepare for use of distillates, fuel oil blends, or
both, as the compliance option for the 0.50% sulphur limit. A proposal to MEPC 73 co-
sponsored by India, IBIA and IPTA to enhance this appendix was supported.A second
appendix to the SIP relates to tank cleaning, is based on a document submitted by IBIA
to the ISWG describing options available for cleaning fuel oil tanks and systems.

6 – Discussions about measures to reduce risks of use and carriage of heavy fuel oil as
fuel by ships in Arctic waters centred on developing appropriate methodology to
conduct an impact assessment on Arctic communities and economies of a proposed ban
on HFO. Discussion at MEPC 73 suggested that not just appropriate methodology, but
also results of impact assessments already undertaken, canbe submitted to PPR 6 for
consideration. If the benefit of a ban on HFO is seen as outweighing the potential
negative impact on Arctic communities it will result in proposal for a ban. That will
require a definition of HFO to be developed.

7- Approved a programme of follow-up actions of the Initial IMO Strategy on reduction

of GHG emissions from ships up to 2023. This is chiefly a planning tool for how to bring
the work forward. A GHG working group discussed the draft terms of reference for the
Fourth IMO GHG Study with a view to approval at MEPC 74. MEPC 73 approved the
draft terms of reference for the fifth meeting of the Intersessional Working Group on
Reduction of GHG emissions from ships (ISWG-GHG 5), recommended to take place just
prior to MEPC 74.

Harshal Kumar  

External: don't know

Internal :v Rai
Fn 6
Clearance of ring decrease in scavenge box.y how why clearance given(explained overhaul with
proper clearance and what if no spare,nd reason for clearance,nd y in segment)
discussed

Jcw temp low what will happen with regards to fwg

Purifier bowl not closing reasons( explained him full operating water disc with chamber and nozzles
overhaul,then moved to other reasons,he wanted scale formation inside bowl which I never saw.)
Basically today there were 11 people
Mostly left with 1...nd 4 of us with 2 nd more..)
.(all with 1 cleared .... questions asked to them were normal)
After that the game of fundas begin

Some questions asked to others

Thrust bearing location are
Composite piston,wear band
Bilge pp not taking suction how you instruct 5e
S/b ratio of engine

One more in 6
After cooler leaking effect ( basically he wanted to hear that bd will burst,
I said what will happen like corrosion high temp and all,then he. asked me location of bd,I said
intercooler and if after cooler is leaking it will burst as both are interconnected)
He said this is what he wanted :joy::joy:
niteen jadhav  [

3 Buoyancy
Reserve buoyancy
Isps
Security levels
Co2 calculation
Co2 System
Deck line
Margin line

Fn 6:

gear pump parts overhaul

Gear Pump Overhaul
1. Switch off the breaker and take out the fuse.

2. Place MEN AT WORK board.

3. Isolate the pump by closing suction and discharge valve.

4. Open the vent valve to check that valves are holding.

5. Motor electrical connections to be removed.

6. Mark on couplings with permanent marker.

7. Take out the coupling bolts of pump and motor. 

8. Disconnect suction and discharge flanges

9. Remove foundation bolts. 

10. The shims below pump should be removed and placed acc to their location so that
they can be placed back in correct position.

11. Suction and discharge line to be covered with clothes.

12. Take pump to workshop. 

13. Take the coupling out by bearing puller.

14. Remove key of coupling

15. Remove end covers on both side.

16. Remove mechanical seal.

17. Remove the locking nut on other end and the bearing.

18. Take out the gear shaft along with bush.

19. Remove the relief valve cap at top and take out relief valve spring and seat.

20. Clean all parts and carry out inspection.

21. Check gear for wear, backlash, damage.

22. Bearing to be check for unsual noise and damage.

23. Check bush and shaft clearance.

24. Check gear shaft for grooving mainly where seal sits.

25. Check clearance between casing and gear.

26. Check relief spring tension.

27. If everything is ok then start boxing back with new gaskets for end covers. Gaskets
to be made of paper mostly.

28. Bearing to be renewed.

29. Mechanical seal to be renewed.

30. Box back the pump.

31. When placing the pump back on place. First put the shims on correct place.

32. Then the coupling Bolts and check the alignment. 

33. If alignment is ok then tighten the foundation bolts or else adjust the shims.

34. Tight the suction and discharge bolts and nuts.

35. Open the suction valve and purge the pump.

36. Open the discharge valve.

37. Make electrical connections and put fuse back.

38. Switch ON the breaker.

39. Start and stop the pump to check the direction of rotation.

40. If ok then pump can be put in operation.

Fuel pump overhaul

What happens if delivery vv leaking
T/c in out temp same reasons
If tc temp difference too much reasons.
Paring disc function
Gravity disc function & cress q
Few more

Rj

Fn:3

1. How to increase longitudinal strength of ship

2. Emergency preparedness
3. What s class survey? Why u need class survey?
4.BWM
5.what s VOC FULL details
6. Deck foam firefighting system

Alister Gracias  

Fun 3: 25 Jan 2019

1. Co2 pressures, critical temp, why Co2 used, difference between low pressure and high pressure
fixed Co2 system- (wants to hear that low pressure Co2 will occupy more space on board.)
2. Risk assessment- define risk, how to carry out.
3. Angle of loll- what will happen to ship if acted by external external, draw the GZ curve.
4. Chap 12 of solas full detail
5. Sheer, vertical keel, sheer strake- thickness of the same compared to the shell plating
6. Sewage discharge criteria, what is moderate rate of discharge?
Aakash Pandya  [

Today vishwanathan n saini..

Internal sekhar for all...
Don't know about vishwanathan... I was with saini...
Func -3
Collision bulkhead
Sewage discharge criteria
Garbage definition
Solas chapter 12
Fire pump regulations
All ship certificate
Lifeboat regulations
Co2 system maintenance
Stcw 2010
Ism
For all 11 guys same questions....

28/jan

Manjeet Singh, Visawanathan

Function 4b and 6
1. Draw and explain centrifugal pump characteristics curves.?
2. While sailing aft bilge well is full, you started pumping out but bilge level is same reasons and
actions.
3. Boiler soot blow procedure.
4. Horizontal pump overhauled, how to check the shaft alignment.
Pump Shaft Alignment Procedure

Types of shaft alignment methods:

1 Visual Line-Up

2 Straightedge/Feeler Gauge

3 Rim and Face

4 Cross Dial

5 Reverse Dial
6 Laser

Visual Line-Up

The visual line-up method is the most common method of alignment. Used in initial installations, visual line-up
allows technicians to analyze the working conditions and feasibility of installation.

Straightedge/Feeler Gauge

Straightedges are used to determine the offset between coupling halves. Corrections are made under all four of
the machines feet. Feeler gauges or taper gauges measure the gap between coupling halves at the bottom and
top of the coupling.

Rim and Face

This method is similar in principle to using a straightedge and feeler gauge, but more accurate since dial
indicators are used. The rim reading measures the offset between the coupling halves. The face reading
measures the angular difference between the faces of the coupling. Changes are calculated with the same
formula as the straightedge/feeler gauge method.

Advantages:

Used when only one shaft can be rotated.

Given the correct precautions, precision alignment is attainable with this method.

Disadvantages:

End float affects face reading.

Indicator bracket (bar) sag affects readings.

Eccentric, skewed couplings or damaged surfaces will cause errors.

Fixture looseness causes errors.

Indicator stems not perpendicular to shaft causes errors.

The indicators should be checked to ensure that:

The plungers are level, parallel to shafts, and depressed about half their total travel.

The indicators are same distance from the shaft axis and exactly opposite each other when two indicators are
used.

The contact points are midway between coupling halves in the axial direction.

If sag-free brackets are not available, sag greater than .001 inch must be compensated for.

Cross Dial
This method uses two dial indicators mounted exactly 180 apart to take shaft-to-shaft readings. Both parallel
and angular misalignment may be compensated for at the same time. This method allows the couplings to
remain attached, as the shafts must move together. 

Advantages:

Very accurate method of using dial indicators

Easy and fast to use

Simple

Graphical calculations for misalignment are non-technical

Computer or pocket calculators can also be used 

Sources of error are:

Indicator stems must be perpendicular to the shaft

Looseness

Indicator bracket (bar)sag

Coupling backlash

Extreme axial float

Indicators that are not exactly opposite each other.

Reverse Dial
This method uses two dial indicators that take shaft-to-shaft readings and is almost the same as the cross dial
method, except that the indicators are in the same plane with each other. Both the offset and angularity are
combined in the alignment calculation. This method determines the misalignment by taking two rim readings
at different points along the shaft.

Advantages:

Most accurate method of using dial indicators

Easy and fast to use

Simple

Graphical calculations for misalignment are non-technical

Computer or pocket calculators can also be used

Requires only 180 rotation 

Sources of error are:

Indicator stems not perpendicular to the shaft

Looseness

Indicator bracket (bar) sag

Coupling backlash
Extreme axial float

Laser shaft alignment

The laser shaft alignment method is similar to the rim and face method, but it uses light to span the shaft-to-
shaft distance. As both shafts are rotated, the misalignment is determined by the movement of the laser beam
on the detector surface. 

Advantages:

Most accurate measuring device available

Speed: with practice, alignment calculations can be made quickly

Wired to a computer

Only requires 180 shaft rotation

Horizontal move capabilities

Sources of error are:

Heat/cold - air can distort the laser and affect alignment calculations

Looseness in brackets or fixtures

Coupling backlash.

5. What to do if, you found chisel is blunt?

It should be sharpened and the procedure is in page no 9

6. Pre tensioning of bolts, why and where do you find in engine room?

28.01.2019
Ext:Mr.Vishvanathan
Int: Mr Sekhar
Fn 3
1. How you will clean FO tank
2. How to calibrate gas meter
3. Certificates of Annex 6
4. How do you know 85% Co2 discharged in 2 min.
5. UTI tape define and its safety

Fn 6
1. Bilge pump not taking suction reasons
2. how Liner calibration carried out.?
3. After Pump overhaul how to do shaft balancing.?
4. Aneling
5. AE con rod wat shape and y.?

Date: 28/01/2019
Ext: Saini
Int: Shekhar
Func 3
ISM in total detail.
Solas chap 12 complete.
Lifeboat regulations and markings.. lowering etc.
Marpol Annex 4 in complete detail. certificates, dicharge working of sewage plant etc.
Intact stability criteria n gz curve explaination.

Manoj Kumar Yadav  

Internal shekhar
External vishwanathan
4b ,6
Diff. Bet mcr and ncr
What condition ship running in mcr
Air compressor after cooled choked filling time inc. Or dec.
How refer comp. Cut in
Purifier brake why provided
How to fabricate new pipe with new bend and flange
U have received a new valve how to come to know whether cast steel or c.i.
Draw power card how to calculate i.p.
Aft side exhaust smell is coming what action u will take.
I told mist chamber , change generator , piston ring lesking.
Got 4b

AJ

External-Vishwanathan Sir.
Internal- C. Shekhar

Fun 6-

1.Banjo bolt broken, how to remove?

2.How to take bottom end bearing clearance of aux engine without removing con-rod?
3.How to evaluate Main S/w pump performance? How will you know if pump needs overhaul ( not
expecting vibration, noise, amps suc. press dish. press, running hours). Explained him completely wrt
performance curve but not satisfied, Didn't understand what he wanted to hear?
4.Annealing? How and Why?
5.How to check fuel pump lead?
6.Centrifugal pump characteristic curve?
7. Various methods of checking fuel pump timings of generator.
Sajith  

External Aneja sir

Internal ..don’t know
Function 3 & 6
Fun.3
1.Intact Stability criteria for general cargo
2.Codes under Solas chapter VII
3.certificate issued on Solas chapter XI-1&2
4.kN curves and GZ curves
5.load line markings and survey
6.condition of assignment
7.kyoto protocol and gases
8.annex 1 slope 1 discharge criteria
9.annex II
10.double hull tank diagram
11.EEDI,EEOI &SEEMP
12.Flammability diagram n explain
Fun.6
1.Dry dock
2.checks on rudder full including pressure test
3.how to check starting air valve leakage
4.co2system ..safeties ..specification ...filling ratio n all
5.stern tube
6.cavitation on propeller
7.big end bearing survey and cross head survey
Done with class II ...thanks to every one ..:pray::pray:

Sagar:
29.01.19
Aneja and gadkar

Fn 6
1. Boiler tube leaking. Action to take
2. Centrifugal pump o/h. Things to check/renew
3. Charging of refrigerant
4. Clearances in t/c. Vta type and it's advantages
5. Maintenance on E/G
Fn 3
1. Loadline survey, markings, fw allowance
2. Angle of loll. How to correct it
3. Safety conventions. Explain ch 14 of solas
4. Co2 system safeties and maintenance and associated certificates
5. Container ship x-section, why torsion box
6. Mlc
7. E/G solas regulations
Rahul Samel

Date 29 Jan 2019, Kanjurmarg

Surveyors: Aneja Sir & Gadkar sir

Function 4b & 6
Types of engines, ships and boilers done.
Starting air line system of your ship draw and explain.
Draw starting air valve block digram.
MCR & NCR
Explain Full Anneling.
Explain Draw card and power card.
Explain tri Metal bearings.
What is material of Propellor.
Actions to be taken if fuel oil traces are found in hot well. How can fuel oil enter the system.
How to know if your boiler combustion parameters are proper. He wanted to know by O2 content in
flue gases.
How much excess air in boiler and aux engines.
Checks to be done while preparing boiler for survey.
Write down all pms jobs hours, day, week, month, year wise for your boiler.

A few more questions. All straight forward.

Finally done with class 2.

Thanks to all group members. Keep posting questions.
Avinash Lakkoju

28-Jan 2018
Ext-Vishwanathan Sir
Int -C. Shekhar

Fun 3
Disadvantages of double hull tankers?
Slops discharge criteria?
What is TPC? TPC is more in SW or FW?
What fixed fire fighting system was onboard?
CO2 room regulations?
What is International shore coupling?What is it's purpose?Where is it kept?Where do you connect it?
Mrinal Shekhar Jan 30, 2019 3:29:26 PM
 [ ] 

FN 3 SAFETY:
External Saini Sir
1. Collision bulkhead full detail.
2. ISM full detail.
3. Fire Pump & Emergency Fire Pump full detail.
4. Garbage definition & latest amendments.
5. STCW Manila convention

On 28th January 2019 Internal was Shekhar and Saini sir

Surveyor unknown
Func 6
1. Crankcase inspection n checks
2.Lub oil properties
3. Refrigeration safties n cut in and cut off values of L.P
4. O2 analyser calibration
5. Igs safeties
Priyal Sule Jan 30, 2019 6:27:15 PM  585
 [ ] 

30/01/19
External: Mr. Negi (Not sure)

Function 3
- Precautions to be taken before loading chemical cargoes.
- SOLAS chapters. Name Ch 13 & 14. Explain Ch 13.
- Latest amendments in MARPOL Annex 5
- CO2 fixed fire fighting system. Requirements for discharge, Safeties, working of alarm delay unit,
maintenance at different intervals.
VIRAJ Jan 30, 2019 9:23:39 PM  614
 [ ] 

30/01/2019
Kar

1.Difference in cross section between 4 stroke and 2 stroke con rod

2.How many pairing disk in purifier, function of operating disk (more than 1 function)

3.Boiler safety valve, all types of safety valve, settings

4.Vapor compression cycle indirect question, ttl explaination

Use of compressor (5 uses)

5. Oil ring in 4 stroke Piston, construction n explain

Satyapal Jan 30, 2019 10:05:20 PM  619
 [ ] 

Surveyor- name unknown

Function- 4& 6
1.liner wear and iron content test.
2.all kind of lubrication on board with example.
3. Stuffing box figure with explanation.
4.automatic combustion of boiler, how a/f ratio controlled drawing of controller
5. Fwg principle and various troubleshooting.
6. Air compressor all pm maintenance with running hours, overhauling, bumping clearance, shim
adjustment drawing.
7. Main engine lub oil contaminated, all reasons, action and working of purifier.
8.ac is running bt not getting cool the cabin,all possible reasons with explanation
Result- pass function 6

Rohan Dombe:
External - dont know , internal - vikrat rai
Fuction 3,
1) grt, nrt , what is unit for passager ship
2) co2 system, bottle filling ratio
3)angle of lol, garboard strake,bilge keel, sheer,types of floor
4) how to scavange fire
5)annex 1 discharge crateria

External given both fuction and send to internal

Dicider question for internal
1) how you connect two battery
2) what is resistance which factor it is depend
3) high voltage advantage and disadvantage
4) one circuit draw on paper and ask how short circuit happens
Many more cross section
Then ask

Safety clear

30.01.2019 Ext : Kar

Fn.6
1. Complete procedure to overhaul a Centrifugal pump.
2. Hydraulic jack working principle with diagram. Name of components of the jack.
3. After overhaul of a plate type evaporator, vacuum isn't building. Causes and remedies.
4. In a purifier the heavier phase is discharging with the lighter phase. Causes and remedies.
5. ME Cylinder liner calibration.
moon_rider

Ext saini
04-10-2018

Fun 3 :
1) how many fire pumps in ship as per the solas ( 3 is the answer (fire and gs pump, emergency fire
pump ))
2) co2 maintenace ? Who dose this ? ( Like wight test , pressure test ? Procedure ? Etc )
3)Load line drawing with the dimensions ( as per solas )
4) don't remember

Fun 6:
1) as a 2nd engineer how will you do gas charge refrigerant ( he mainly wants to hear ppe mainly and
recovery bottle should be of the same type of the gas we are using in the system )
2) Air handling unit suction line icing reading ( gave tev fault and moisture in the system in system as
answer )
3) bottom end bearing clearance ( position of the piston and in place clearance )

4.2.19
Saini n Vikrant rai
4n6
Draw reversing of yr engine
Turbocharger how axial thrust is transferred draw n explain
Xhead brg clearances
Material of all bearings
Ege fire
Y refer compressor has no relief vv
A 10min procedure to stop leak of bilge vv he dont want to hear putty n lathe
Main engine brg clearance procedures
Relief vv testing n ovhl

Deshpande
Safety
BOD its calculation
oxyter and coffin plate diagram
EIAPP and IAPP certificates
Garbage categories
Annex 1 discharge criteria

Motor
Boiler gauge glass safeties(he want to know why ball is not given in steam line)
purpose of secondary refrigerant
double evaporation boiler( why double evaporation still we have to treat seconday system water)
compression ratio
dynamic compression ratio
volumetric efficiency (on what factors it depends)
Raghu Nukala  

5.02.2019
Deshpande

F3
TEU
Types of floor,
Types of garbage, types of plastic
Tier 1,2,3
Machinery space oil discharge
Why centre girder?
What if no centre girder
Rise of floor
Camber
Tumble home
Transom space?
Watertight and weathertight bulkhead?
How to test watertight bulkhead?

F6
Overhauled Air starting valve fitted on engine, how will you check leakage without starting ME?
Crankcase inspection
Foundation bolts
What is function of expansion tank
What is de-aerator
Nirmal  

05.02.2019
deshpande sir
fn.3.
type ship sailed.
(i told passenger and bulk carrier)
safety certificate difference between passenger and cargo ships.
validity of both?
bitter end arrangement?
draw aft seal. purpose of aft seal and header tanks. chrome liner location and wether it will move or
not.
free surface effect and how to reduce it by construction?
bulbousbow purpose?
bow thruster in detail?
why and when to perform inclining experiment?
what is TPC?
chapter 12 in brief.
...and few more
6
pump room safety
framo safety
purging of cofferdam
torsional vibration
some more questions that I don't remember

Sushil Shukla

Rex Fernandes:
06-02-2018
Surveyor-external vishwanathan
Internal:-shekhar

Fn6
-How to check accuracy of torque spanner
-how to secure ER crane b4 sailing
-AE lube oil leaking.how to find.how to do press. Test of shell n tube cooler
-How to prepare pipe having 90°bend n flanges.he has given me some data dat I forgot.
Few more que don't remember

Got fn6.
Suresh N Massa

06:02:2019
Surveyor viswanathan sir
My ship bulk carrier
Fn 3
Difference between bulk carrier stability n oil tanker stability
Heel n list how forces affect your ship
Ballast water management regulations
Co2 system for cargo hold how to detect n extinguish.db tank vent diagram
Fn 5
Kw kva kvar
Diode test
Air gap
How you specify a generator
Excitation n 2 more questions
Fn 6
Meat room tev defective action
Performance for main cooling sea water pump
Horizantal pump alingment
AE bottom end bearing clearence without removing
After rough weather checks in ER
Date:- 07/02/2019
Intenal :- Vikrant Rai
External :- Don’t know

Safety:-
1. Cross section of Tanker.
2. Complete IG system. ( 8 to 10 cross question)
3. Msb safety ( cross question)
4, Deck firefighting system ( cross question)
5. Cruise Stern and Transom Stern diagram (cross question)

Mep:-
1. Crank pin has oval out how to rectifier it on vessel
2. Checks in gear drive of A/E
3. How to check A/E fuel pump plunger barrels clearance.
4. How to find by visual inspection the 3 phase motor has become 1phase
5. Stuffing box (cross question)

Sorry guys there where still many more questions but it’s really difficult to remember all

But guys keep on posting questions it really helps

Chetan

date 07/02/2019
internal..vikrant ray
external..dont khow but good
f3
.types of ship sailed ..chemical
.ibc code lots of cross Que
.safety regarding chemical tanker
. nitrogen generator working principl
.how to start plant what parameter to record
.waht is buffer tank ..wahts use of it.
.condition of class...
.if condition of class failed to rectify..ship wil allow to sail??
.csm survey
.how to calibrate portable gas meter
.how to calibrate explosive meter
.working principle of explosivemeter?

F6
.condtion of class
.life boat eguipment
.draw cross section of chemical tanker
.draw forward arrangements
what is MEP
draw indicator diagram..n cross question early injection late injection..
.short cycling of refrigeration causes n reamidies
.what is purging n gas freeing
.what is venting arranent
.waht is pv valve its values some cross questions

all questions asked by external but result given by internal

result ....got F6
Mustakim Ahamad

08.02.2019
Mustakim Ahamad
First attempt
Surveyor no idea guys
Fn.3
-co2 sytem on board
-diff betwn low pressure and bulk co2 system
-orb entries after bunkering
-situation:-fire in engine room motorman missing during head count and c/e not available, captain is
pressurizing u to release co2 what is ur action as 2/E
-checks to be done in dry dock 1 day b4 flooding d dock.
More question in this I cant recall

Fn.6
-safematic system
-variable displacement motor
-hydraulic brake system draw and explain
-NPSHa & NPSHr DIFFRENECE
-Cavitation in pump
-water hammering.
-hydraulic position valve something 3/4 and more was added in this I don’t remember it.

Siddhant Mehrotra Feb 8, 2019 2:50:22 PM  608

 [ ] 

Safety
BLEVE
What will you do if LNG falls on Deck
Fire fighting system in car carrier
Solas requirement for ventilation in car carrier
Solas requirement for release of bulk CO2
Batti
Difference between high voltage and low voltage ships
Value of NER on your ship
Difference between auto transformer starter and star delta starter
Exi and Exd where is it used
Single phase motor starting

Mep
How to differentiate between cast steel and cast iron valves
How to check alignment of horizontal pump and motor , what is the tolerance
What will you check after you reach a port after rough weather
How will you check if the running in of the piston rings have taken place

Viraj
[2:05:01 PM] Class 2 Oral Questions Mumbai MMD :

Fun 3. Bunkering, checks to be made as an engineer, what all entries in orb after bunker, why bunker
qty in mt, formula for conversion, what will be your action in case of oil density is different as given in
bdn ..... explain cat fines, value, where is it mentioned, what effect, how to limit.....marpol annexure 6,
sox limits after 2020, what will you if fuel onboard has sulphur 3.5%, type of scrubber(open and
closed loop)......ows 15 ppm monitor gone bad, all bilges are full what action will you take.... regulation
for work and rest hours, action as 2/e if due to operational reasons not complying with rest
hours....eedi and eeoi, significance, what factors affecting each. Fun 4b. Type of engine, bore
dia........draw power card and draw card, explain what happens if density changes from 0.95 to 0.98,
changes in card Dia. if fuel injector nozzle has wore down and if holes are chocked.....after decarb of
a/e (man engine) increase in lo consumption, how much is the normal consumption per
day.....crankcase getting pressurized both for a/e and Mac reasons.... overhaul of a/e fuel pump,
checks, clearances.....in a/e piston ring clearance, values, how will you check which is worn out piston
ring groove or piston ring......a/e crank pin bearings clearance, if clearance become less what is the
reason and your action......boiler tube is leaking, action, how will you come to know about the leak how
to rectify.....oil has entered the hotwell how will you come to know and action. Fun 5. PLC,
components, working, input and output to it, advantages, which is better conventional controller or
PLC.......igbt, draw, use onboard....VFD, use onboard....I/p converter......SIPART controller,
working....valve positioner, working.....how will you determine rating for a cable(parameters). Fun 6.
Draw onboard controller for water level for boiler (dp transmitter)........water level in boiler drum
showing low, actions....... hydraulic motor onboard, construction......draw 3/2 direction valve(pilot
operated)....water hammering, cavitation in centrifugal pump....mlc (metre of liquid column) in cargo
oil pump, factors affecting the same. And few other questions also. Around 10 questions in each
function. Don't remember all.
08.02.19...first attempt

Suresh Nagamani Cl 2  

External & internal don't know..

8 Feb 19
3
Type of ship and extinguishing system
Difference between bulk co2 and battery bank
Why no high pressure in bulk co2
Wat temp both r maintained.
U r 2e wat all checks u do just before entering DD.
when u r in DD major fire occupied wat u do.
Wil u release co2 or not...??
6
Counterbalance valve
Shock valve
AE cylinder head overhaul,checks

-orb entries after bunkering lube oil

-
-checks to be done as 2e just before entering in dry dock
- Boiler back fire reasons and remedy.

-smart transmitor
-diffrence betwn smart and analog transmitor and their signal strength.

-safematic system
-
u r receiving AE exhaust and intake valve New ones by visually how u make out which is intake and
exhaust. No markings on the valve

-Cavitation in pump
-water hammering.
-hydraulic 3 port 2 position pilot operated valve with spring

Wats plc, components inside plc

Wil update remaining once I remember... each function 10 qns

arun Karvekar  

Safety:
Hongkong convention
Unclos
Regulation in annex 6
Chapters in annex 6
Sox nox reduction methods
Ums class requirements
Latest ammendment to annex 5
Admiralty coefficient, formula
What is MRV in annex 6

Fn6:
Drydock complete why, procedure,jobs, dry dock list, docking survey, survey list, onboard
management of jobs
Duration of docking
Boiler safety valve overhaul
pressure accumulation test

Abhinav Singh Feb 18, 2019 1:51:29 PM  644

 [ ] 

Internal gadkar , ext chaoudhari

Static balancing
4b and 6 Main engine lub oil temp high alarm reason action
Me mc engine difference
Tev working
Main engine most imp slowdown alarm and trips
Difference in piston ring groove of 2s ans 4a engine
Vibration critical rpm detuners dampers
Engine not starting on air reason
Boiler survey
Draw fuel pp ans umbrella seal
Major overhaul in ae I did decarb
Few more
Got 4b ....
plz share you questions guys .. if this question helping u u should help others ... tanks

Anish Radjesh  

Fn 4b
Ext. Rajendran
Int. Gadkar.
Types of governer
What type used in AE and ME.
What does it do!
Tie Rod Function
What forces acting on them.?
Domestic fridge moisture content how will you know? How will u remove moisture?
Shut down of ME. How will you reset?
What interlock can you bypass and from where?

Arun Murugan Feb 18, 2019 6:39:25 PM  549

 [ ] 

Internal- GADKAR
External new
Fun.3
What is MARPOL
What is Annex 6,explain
Tier 3 nox values
Current Sox values
What is SOLAS
What is SOPEP
SOPEP items
Quantity of OSD in SOPEP locker
Permeability
Angle of loll
Gardboard strake
Coffin plate
Free surface effect
and few other questions that I can't remember.
Result-cleared class 2
Thank you guys and all d best for u all

MOHIt

Date - 18.02.2019
Function - 6
External - Chowdhary sir
Internal - Gadkar sir
1. Stuffing box in place overhaul
2.Procedure for cleaning up and maintenance of Oily water separator
3.As a 2/e what all preparations to do for boiler survey
4.How to check the performance of main air compressor?
5.In A/C ,what action to take if galley complain for hot air and bridge it is comparitively cooler

Pritam Auti  

Int gadkar
Ext chaudhari
3
As a 2nd engr wat r ur actions in loadline survey
Eedi,seemp annex 6 full,all sox nox values
Wat certificates uwill carry out onboard
Nox technical file
6
Purifier motor rpm increased wat can be the reasons
Steam htr temp not coming up wat ull check
Phosphate reserve ppm
Why this test carry out
Many more dnt rem

Ajinkya Badbade  

18-02-2018 :-
External - Dont know
Internal - Dont know (not Kamath)
Function 3:-
1. What is MARPOL? Explain.
2. Explain Annex-5 in detail. With Garbage Categories, Which Garbage can we discharge and where,
Garbage Record books( why and where are 2 GRB’s used, what entries do you make, who maintains
them?)
3. What is Prismatic Co-efficient? Importance of Cp.
4. Angle of Loll and GM explanation.
5. Can Angle of Loll occur while sailing?
6. A-60 partition with temp details.
7. What is Reserve Buoyancy? Why and how do we have Reserve Buoyancy? What contributes
towards Reserve Buoyancy?
8. Difference between Free Fall Lifeboat and On-Load release Lifeboat?
9. What do you understand by Free Float Release?
10. Explain the Fixed Fire-fighting system onboard your ship. I had CO2 System.
11. Certificates for Marpol Annex-6
12. IMO structure with all Committees and sub-Committees.
13. Explain very very carefully the Procedure of CO2 release and what is your action after releasing
CO2? Like from where will you make entry, where will you do boundary cooling, plan of action
stepwise. (Passing question)
A lot of Cross questions on all the questions.

Function 6:-
1. Piston hydraulic testing procedure.
2. Bottom End bearing and Cross Head Bearing Clearances and Survey. Includes Procedure and
Location of Xhead clearances.
3. How will you check tightness of Stern Tube seals from outside in DD.

Both of them had a lot of Cross questions.

Will post any other questions as I remember.

Cleared Functions 3 & 4b.
Thanks a lot Rajiv sir!
Best if Luck to everybody!

Sanket:
External : don't know
Internal : gadkar sir

Function 3,
1.Condition of class, conditions of assignments,
2. Balance rudder, semi balance rudder
3. Tender ship, stiff ship
4. Transverse metacenter
5. Dry-docking and shell expansion plan
6. Marpol annex 6 completely

Venkatesh Mum Mmd Feb 19, 2019 2:51:21 PM  518

 [ ] 
date:19-02-2019
external : Sir with cap
internal:. Gatkhar sir

fn:3.
1.IGC Code content
2. Gascarrier cargo tank safeties
3. If your ship drydock is not able to carried out on time..how much window period is provided who
will give ?
4 .IOPP certificate content.what are all data's provided.
5.new amendment s in marpol annexe6
6. angle of Loll: how you will correct it?
7. Freeing port
8.Loadline marking ..plimsoll marking diagram...needs to know about distance

6.
1.as a 2e what are checks you will do in drydock
2.boiler survey complete operation
3.all clearance value of crosshead bearing,bottom end bearing,main bearing and where to take
clearance
here I said didn't prepare well for 4b n 6 ...
HE stopped asking questions:
...internal was sitting through out the time external was asking ....

internal questions: asked in onli fn 3:

1.garbage new waste..colour code
e-waste : orange I said..he laughed
2. sewage sample from sewage treatment plant...what are all u will checks and it
chlorine : less than 1 ppm
bod : 25 mg /l
cod: 125 mg/l
tds: 35 mg/l
coliform bacteria count: 100 coliform/100 ml of sample
pH: 6-9
Arjun Karkera

19.02.2019
DGS Kanjurmarg
External: Topi wale Babu
Internal: Gadkar
Asked attempt no-5, types of ship sailed -Product carrier
Fn 3
1. Alarm and trips tried out on IG system before arrival discharge port...wants alarms and
alarms/trips separately.
2. Why is PV valve given..
3. What is overpressure setting for PV valve
4. What do you mean by mm of water guage..
5. How do u test SSAS
6. Hows is ISPS security level determined.
7. Marpol annex 6 pollutants
8. What are SOx and NOx limits...wants SOx emission limits not F.O. Sulphur percent..
9. As a 2e How will you prepare for Loadline survey.
10. For IOPP survey, as a 2e, what preparations you would do?

Result : Cleared Class 2 finally...thanks to all the guys who keep posting questions and reply to queries
on the groups...and guys plz keep posting questions and answers...we are our own coaching
classes...:smiley::+1:

Topi wale babu was very helpful...was pushing my answers to the right direction..
All the best to guys giving exams..
Alister Gracias

Chaudhari and Gadkar- 19feb2019

Fn 6
1. Oil separator dwg and working principal, Oil in evaporator coil- actions
2. Unloader working
3. Blowpast in AE, how to identify
4. Air Compressor volumetric efficiency, why air-coolers, temp and press at all stages
5. Puncture valve - working, action is puncture valve is stuck when engine is running.

Got only fn 6

19.2.2018
RD  

DGS Kanjurmarg
internal :gadkar sir
External :Kapoor sir

Siddharth Deshmukh

Function 6
1. Why ship goes to Dry dock, what checks u do on rudder, propeller, hull etc. ? How to check propeller
drop, rudder drop? Why? Values? Jumping clearance? Why? Too many cross questions...
2. Main bearing survey
3.boiler accumulation pressure test
4. ME chain tightening procedure.
5. Rudder types, their differences, which one mostly used & why?

Some more...will post as i remember.... For every question there were some cross questions...
19.02.19
external Kapoor
Internal gadkar
Mandar Bagade

20/02/2019
DGS Kanjurmarg:

Internal : Gadkar
External : Kar

Function 3:
1. Sewage discharge criteria
2. Why two separate valves are provided in CO2 pilot valves
3. How to test Hypermist system?
4. He shown me bulk carrier cross section and told me to name different parts
5. If ship with some trim goes from SW to FW. What all things will change?

Questions by internal:
1. He again asked testing of Hypermist System.
2. How to carry out accumulation of pressure test? Why is it carried out?
3. List of Statutorily certificates carried onboard with name of convention.

Result :
Only function 3 pass.

anivesh philip:
Ext: saini, int:gadkar
Fn 3
Garbage...definition..types...new ammendments, discharge criteria,
Solas chapter 12 full,
Regulations for emergency fire pump,
Regulations for steering gear, emergency steering,

Internal asked:
Freeboard deck,
Angle of lol... How to reduce it... Loadzz of cross questions...
Gave a hypothetical situation fr angle of lol n told me to correct it..

Finally gave me function 3

20/02/2019
Internal: Mukhopadhyay
External: one eye blind guy

SAFETY:
IG regulations
At what low pressure of IG the COPT will trip
PV valve pressure and vacuum lift values
PV breaker
Deck seal & types
Bilge discharge criteria
Collision bulkhead
Lifeboat stability
Lifeboat engine is upside down(lifeboat capsized),will it work.Reasons
ISM code Full
SMS
Regulation number for incinerator
NOx technical file & many more

MOTOR&MEP:
Centrifugal pp principle and why it doesn't suck air.
Cut water clearance.
MAC safeties
Boiler blowdown v/v type
How will you make sure oil doesn't come inside boiler
Refrigeration charging methods n cross
Refrigeration comp oil charging& in which method we can do while comp running.
M/E crank web length (value)
Scavenge space inspection with safeties to be taken and cross
Crankspace inspection with safeties to be taken and cross
Crankshaft deflection
Fuel injector overhaul.
All test on to be carried out.
If you r given a fuel injector nozzle, how will u know for sure that it can be put into use.
& Many more

Pankaj Class 2 Mum  

20.2.19
Mr. Kar
Mr. Gadkar
Fn. 3 safety
0.Timing criteria for ows for changeover of discharge.
0.ISO 8217 name of chapters in it.
0.In BDN what supplier declares he wants the regulation no.
0.Types of TLV
0.What is freeboard definition.
0.How vl u order foam.
0.FWA
0.Bilge discharge criteria.
0.Loadline with all values exact.
0.Construction safeties of yr ship.

Onkar Daddi:

DGS Kanjurmarg:

Internal : Kar Sir

External : Saini Sir

Function 3:
1. asked details of ship sailed.
2. pV valve pressure. And diagram with explanation.
3. Ig new requirement ( update ) ? And wat was old one ?
4. O2 content high reason ?
5. Life boat solas requirements ?
6. Marking on rescue boat?
7. Garbage definition according to marpol With new amendments .
8.Fixed fire system for. Deck? Why low expansion ? Type of foam concentrate ? How ensure it's quality
?
9 . Draw load line ? And location?

F6
1. How u will train ur je for starting FwG
2. Refrigeration gas chargering and safities observed.

Came Internal,
F3
1. Rescue boat winch motor requirements?
2. Safeties of davit.?
3. How u check decide it's swl.( I said by assuming 80kg per person *no of ppl)

F6.
Difference in schedule 40 &60.
Pilgrim nut where used ?
How it's used with diagram

Cleared class 2.

Manoj Kumar Yadav Feb 20, 2019 8:21:28 PM  489

 [ ] 

External khar sir

Internal Gadkar sir

Safety:
Ows why light scattering preferred over light obscurring
Sewage disch. Criteria
Balanced rudder
Block co- efficient
Iso 8217
Why two separate system in co2
Internal questions
How to do rudder press. Test
Statutory certificate
Load line survey
Diff. Bet. Water tight and weather tight doors
Co2 maintenanace decider question
Result : pass

Arun Murugan  

Few questions tat I forget to post are

NOX & SOX emission control methods,
ODS,Wat r those & refrigerant used
BWM,container fire fighting equipment

Prathap Sunilkumar Feb 20, 2019 11:19:46 PM  489

 [ ] 

Date- 20/02/19

1. VIT complete
2. Turbocharger surge line and it’s graph. He asked how surge line points attained.
3. Boiler safety valve max lifting pressure and few cross questions in that.
4. Main engine bottom end bearing dismantling procedure for inspection.
5. In thin shell bearing, why it is having more load taking capacity than thick shell bearing.
6. All the layers with thickness of bearing.
7. FWG vacuum is not coming what can be the causes.
8. How to prepare keyway on new centrifugal pump shaft on-board.
9. How to prepare new freshwater pipe.
10. ECR AC line had pin hole how to rectify.
11. Turbocharger clearances.
12. Jerk type fuel pump for 2 stroke why delivery valve is not provided. And cross questions in that.
13. In 4 stroke engine hw will u take the weight of piston for carrying out bottom end bearing
inspection. The condition is with out dismantling cylinder head please note.
14. What indicates that the bunker we received is good.
Few more questions he asked

CLEARED FN- 4 & 6

Thanks for all support and guidance from AIMS institute all faculties.

Internal : Kar Sir

External : Saini Sir

Function 3:
1. asked details of ship sailed.
2. pV valve pressure. And diagram with explanation.
3. Ig new requirement ( update ) ? And wat was old one ?
4. O2 content high reason ?
5. Life boat solas requirements ?
6. Marking on rescue boat?
7. Garbage definition according to marpol With new amendments .
8.Fixed fire system for. Deck? Why low expansion ? Type of foam concentrate ? How ensure it's quality
?
9 . Draw load line ? And location?

F6
1. How u will train ur je for starting FwG
2. Refrigeration gas chargering and safities observed.

Shreekant Mule Feb 21, 2019 8:58:10 AM  489

 [ ] 

Date - 20/02/2019
Function 3,5,6
Surveyor - Karr Sir and Gadkari Sir

Function 3
Solas chapter 11 complete
Sewage Discharge criteria
OWS OMD sensor light scattering and obscuration
Bulk Carrier all parts of midship cross section
Steering Gear, Fail safe, Follow up- no follow up, hunting gear

Function 6
Everything about Centrifugal pumps-working, overhaul, curve and formulas
Inspection of big end bearing without opening cylinder head
Propeller overhauling, pilgrim nut

Cleared class 2
Gadkari Sir is a genuine guy
Thank you everyone for all the content and help keep posting. :pray:
Dilip Kushwaha  

siddharth desmukh class-2 oral:

Function 6
1. Why ship goes to Dry dock, what checks u do on rudder, propeller, hull etc. ? How to check propeller
drop, rudder drop? Why? Values? Jumping clearance? Why? Too many cross questions...
2. Main bearing survey
3.boiler accumulation pressure test
4. ME chain tightening procedure.
5. Rudder types, their differences, which one mostly used & why?

Some more...will post as i remember.... For every question there were some cross questions...

Siddharth Deshmukh  

Function 6
1. Why ship goes to Dry dock, what checks u do on rudder, propeller, hull etc. ? How to check propeller
drop, rudder drop? Why? Values? Jumping clearance? Why? Too many cross questions...
2. Main bearing survey
3.boiler accumulation pressure test
4. ME chain tightening procedure.
5. Rudder types, their differences, which one mostly used & why?

Some more...will post as i remember.... For every question there were some cross questions...

Aims online classes are great help...... Thank u Samant sir & Kedar sir..... Thank u Aims...

Oral date 21 feb

Fn 6

1. Jcw test and treatment

2. Aux eng con rod complete checks
3. Centrifugal pump overhaul and clearances
4. Boiler water treatment phosphatase
Sherin Benjamin  

Internal: Vikrant Rai

External don't know
Fun3 :
Which ship ? (Car carrier).Type of engine.
Latest Ammendments (cross questions)
Firefighting system onboard(high expansion foam system) draw and explain
Annex 6 in detail
Stress acting on ships.
Why high expansion system on your ship and not CO2 system.

Fun6
Heat exchanger. Wear and reasons for it.
Aux engine bottom bearing clearance how to take and why .
OMD activated. Your actions
Main engine crosshead clearance and significance. How many places to take.
Reefer system unloading arrangement draw and explain. Explain.
Complete compressor overhaul.
Compressor bearing clearance how to take.
Aux engine lubrication complete.
Compressor 1st stage relief valve lifting.

Got 3 and 6
External very helpful.

Date-20 /02/19

1. VIT complete
2. Turbocharger surge line and it’s graph. He asked how surge line points attained.
3. Boiler safety valve max lifting pressure and few cross questions in that.
4. Main engine bottom end bearing dismantling procedure for inspection.
5. In thin shell bearing, why it is having more load taking capacity than thick shell bearing.
6. All the layers with thickness of bearing.
7. FWG vacuum is not coming what can be the causes.
8. How to prepare keyway on new centrifugal pump shaft on-board.
9. How to prepare new freshwater pipe.
10. ECR AC line had pin hole how to rectify.
11. Turbocharger clearances.
12. Jerk type fuel pump for 2 stroke why delivery valve is not provided. And cross questions in that.
13. In 4 stroke engine hw will u take the weight of piston for carrying out bottom end bearing
inspection. The condition is with out dismantling cylinder head please note.
14. What indicates that the bunker we received is good.
Few more questions he asked

CLEARED FN- 4 & 6

Thanks for all support and guidance from AIMS institute all faculties.

Please post oral questions, this helps a lot

Akhilesh Shastrakar, [21.02.19 19:23]

Date 21feb2019
Int. Vikrant Rai
Ext. Don't know
Attempt 3rd

SAFETY.
Precautions before during and after bunkering.. Mention DOS in ans
What perticularly will u check just before bunkering wants to here cappacino effect
Marpol Annex 6 complete
How many chapt and reg.13
Reg 16. What Criteria for incinerator
Does Nox form in incinerator and boiler
Where does it form and why
How will u control Nox in Engine and in DG
What checks in OWS
SOLAS chapt. 11 part 1 part 2 and 12 and chapt 13
Names and their perticulers
Why SOLAS chapt 11 part 1 came ESP
How will u conduct ESP
What cargo u carry
AND SOME MORE

MEP
How will u understand that boiler is not working properly
How exhaust gas boiler works
And what checks will u carry before start
Boiler safeties
Engine is not starting on fuel reason
How will u repair fuel oil line leak on ME
Compressor is not developing enough pressure reason... I gave all reason but he wanted to here
suction filter clogged

Gave 3 fn

Internal
What is fail safe
Boiler pressure setting
And some more

Passing question I think

Exh salve seat getting burnt again and again reason...

Finally gave two FNCT

Muthu Sakkarapani  

Shivabanu Fair Hos

22.02.19
Ext : Mishra
Int : gatkhar

Sonny Rodrigues  [

22/02/2019- Kanjurmarg
Mishra n gatkar

Safety
Type of ship, diff between crude n product
Fire fighting diff, cargo pumping system draw n explain, types of foam, all conventions, certificates,
ISM code in detail, ISPS in detail, latest ammendments.

MEP
me crosshead clearance
AE crankcase inspection
Enclosed space entry
Boiler safety vv overhaul n survey

05.03.19
Surveyor - dont know
1.define NLS under annex 2
2. Discharge criteria for NLS
3. CARGO ALLOWED TO RETAIN IN PUMP AND PIPING under annex 2
4. Co2 discharge criteria n time delay y?
5.Procedure for co2 discharge.
6. From where vl u enter engine room.
7. Aspect ratio,
8.relation ship between powers ip,ep,dp..
9.full form of marpol.
10. Annex 2 full form.

11.sox regulation.
12. Nox tier 3 requirement is it applicable in all areas or only in emotion control zone.

13. 6 principle of ism.

14. How will u get sms n doc.

Fn 4b.
1. Reasons for exhaust valve knocking
2. Liner cracking and its indication
3. Fuisible plug location on air system
4. Its material
Ashish Kumar  [

From Ashish Kumar

Attempt-3
Function appied-3,6
Fun-3
Marpol define
Noxious liquid define
Define liquid in term of vapour pressure and temperature
In ig pv breaker location
Draw pv valve

Assept ratio
Draw co2 system show high priority.low pressure.medium pressure zone in it.
Noxious liquid discharge critiria.
Froud law of comprision
Relation between effective power and trust power
Function-6
Bumping clearance how to adjust
What happened if more &
less
Piston pressure testing
Main bearing clearance procedure how and we're
Nitriding
Flame hardning
That I remember
External don't know

Piyush Agbattalwar:
Internal: shekar
External : dont know
Function 4b & 6
*Engine details
*Exhaust valve working, knocking, clearances
*minor Crankcase explosion how and indication
*Power calculation and why mip's unit is in bar
*A/e is not starting on air reason and as a 2/e Ur action
*Uptake fire, cause, indication and action
*Accumulation pressure test when & why
*improved high Safety valve lift
*If any one unit is cut out, then how u run the engine
*Priming and foaming in boiler and causes, action
*Screw pump overhaul and clearances specially how u take backlash
* How to change over hfo Puri to mdo
*If water leakage in the combustion chamber, action
*How to cut off fuel pp & ext valve
*How to take bottom end bearing clearances and value
*How to pressure test piston and at what pressure?
And more questions not remember & of course cross questions

Result: pass in both functions

Gaurav Patel  

6.3.19
Pakrasi
Fun 3
ISM
How many clauses in total
ISPS
what ships r subjected to isps
Solas reg for sprinkler
Red bulb in sprinkler
What material, what phenomenon it ruptures, what’s the expansion ratio for the bulb material
Diff in kn and gz curve, what’s the advantage
Difference in eedi,eeoi and seemp

Hemant Mange  

Safety-
1. For which ships BWM not applied?
2. Difference in EEDI & EEOI?
3. Rampson ?
4. Coffin plate?
5. Auster plate?
6.Difference between semi balanced and balanced rudder?
7. What is BOD?
8. Class A bulkhead??

MEP
1. Uptake fire action as second engineer and what to avoid it.
2.funnel spark your action.
3. Why unloader on AC compressor not on Refer compressor.
4. Why expansion tank,? What use then why deareater?
5. Difference in PMS and CMS? What are advantages and disadvantages.
6. Piston type in 2stroke and 4stroke and why??

External - pakrasi

Function 4b and 6
MC and MCC difference
Stress corrosion
Explain 3 element, 3 controller
Have you done drydock, I said YES,
Equipment number
Back gousing
How anode are connected to hull
Steel palate grade,,,(types)
Swevel diagram n exact name of taper pin.
Follow up and non follow up with exact definition
Steering gear regulation
Safematic , and 100percent redundancy
Blow down ring, diagram, location, and working
N many more cross que.

J K:
Fun 3
Mlc and dmlc,
Rudder what type on ship and how to take the pintle clearance.
Bdn particulars which chapter it is mentioned in and which regulation of marpol,
Wht are the elements of ism, when it was proposed and when it came into force, result fail.

Func 6
Where do you see fitted bolts in the ships engine room and why r they used
Mechanics seal no spares onboard how to put the same seal.
Why is classification society ka class necessary for a ship.
Result fail

External pakrasi

Internal shreyas sir chief surveyor

Virendrasinh Bhosale Mar 6, 2019 8:10:40 PM  523
 [ ] 

Internal shekhar
External: don't know
Appeared for all 4
MEP
How u take bottom end bearing clearance, bearing metal type , different layers in thin and thik shell
bearing,
Purifier principle, gravity disc, how it helps to build interface, can u run it without gravity disc
Engine room crane, faie safe in it, safety, routines,
How u order batteries
Clearance in compressor, lead wire thickness
Lot of Cross questions
JK  

Pakrasi dint repeat a single question.

4b and 6
Dennis
G ultra long stroke engine
How compression ratio is varied?
Miller cycle
Fiva valve Woking
Crank angle encoder working?
How is the tacho system working?
How angle of each cylinder is calculated?what really happens there?
What if the tacho system and encoder system goes haywire .how will you identify cylinder and how
will you adjust the tacho?
Safety valve poping up test ?
To what length will you compress the nut ?
Accumulation of pressure test ? If one valve is jammed and your high pressure cut out doest work will
your boiler exeed the accumulation of pressure test criteria?
Blow down ring ?how is it connected?
Function?
Explain stern tube with "air guard system "
How will you adjust the position of the liner in afloat condition .explain properly?
Crosshead bearing clearence?
Your ship side plate is cracked ? How will you order new plate ?how will you ensure that the new
plate is the same material as you specified?
You have a broken stud in engine how to remove it ?suppose your fitter doest know how to make it
how will you make the thread?
How will you operate the lathe according to that ?
Suppose your screw pitch guage have no marking how will you ensure which type of thread can be
measured by it ?
Type of threads ?

How will you make sure that the flash back arrestor for Oxygen acetelyne cylinder line is working ?
maintenance on that ?

Storm valve is leaking ? How will you order that? Does it have any other specification than od id wp ?

5/03/2019 function 5-dont know surveyor name.

tell me about bow thruster which type of motor used.connection and tell vfd.
2.how to know battery is full charged except hydrometer and multimeter test.
3.why we adding water in the battery .why not electrolyte break down and its h2 and o2 released.
How to find out any person is got shocked is seviour and normal shock as 2/e.
Tell me about control system.
How to find earth fault in 40 tube lights and find out in shortest time.

Ankit Singh:
Bt motor is usually 3 phase induction motor with either auto transformer starter or with VFD

Anode terminal will be dark choclate if battery is full charged ...

Electrolyte breakes into ions and again combine it ...during charging and discharging operations so its
not going anywhere so no need to add it .but in case of excess charging electrolysis of water takes
place and cause release of hydrogen and oxygen...and that will excepe through vent so water level will
reduce with time so we need to top up with distill water..
Depending upon amount of current flowing into that circuit and his symtoms we can decide weather it
is severe or normal ..

Control system is mostly open loop control system or close loop contro system ..in close loop we have
PLC , PID and many more
Prasad Mane Mar 7, 2019 9:56:47 AM  641
 [ ] 

6-march-19
Function 3

Reserve buoyancy
Condition of assignment
Where will u find condition of assignments onboard
Wat is intact stability booklet
How will u find from engine nameplate which nox category its is complying
Tier 3 details
BWMS which ship it is not applied to
Why grt was changes to gt
Pv breaker pv valve which is safety device which is relief device
Engine room flooding line of action

Date 07/03/2019
SAFETY
1 define Marpol, annex 2, noxious liquid substance and liquid substance
2. Disc criteria for annex 2
3. Co2 discharge procedure, time delay, how to decide fire extinguished, entry exact location
4. A-60 full detail and specification and pecularity.
5. Bulkhead in accommodation.
6. Prismatic coefficient
7. Relationship between Thrust power and delivered power.
8. Coffin plate..
9. Bulk carrier structural strength.

Prashant Yerole Mar 8, 2019 6:09:53 PM  891

 [ ] 

Safety:
Ism
Silas chapter 12
Graboard strake
Sheer
Coffin plate
Relationship between effective power and thrust power
Co2 system full explain
Damge stability
Imo structure
Iccp

MEP
COMPRESSION PRESSURE OF A UNIT LESS WHAT ARE THE DEFFECTS
types of bolt in piston assembly
All materials of engine components from piston to bed plate
Main bearing clearance
Fire in economiser explain reason and procedures to extinguish it
K factor in turbocharger

Jagdish Singh, [08.03.19 21:41]

Class 2 oral 08/03/19
Ext - Yadav Sir
Int - Gadkar Sir
1. Safety on framo motor and system.
2. Do framo motor will start at hydraulic tank low level and cross question.
3. How to replace mistubushi PLC battery.
4. IGBT and where it is used.
Two more questions cannot remember.
Result Pass. Thanks to High Aims faculty, Thank you Ganesh sir, Rajiv Sir, and all in the group
Chetan Mirajkar Mar 11, 2019 12:11:37 PM  703
 [ ] 

Chetan Mirajkar:
External: pakrasi sir
1. What is 3 point starter
2.Advantages of earthed neutral system
3.In star delta starter how is start to delta conversion done. And cross questions
4. Losses in transformer. What do you mean by hysteresis losses.
5. What is high voltage dc and ac
6. What are the types of enclosures
7.What is piezoelectric effect. Where you find applications on board.
And few more crossquestions
Thankyou Ankit sir and all group members. Thanks to gaurav also.

Anand Mar 11, 2019 10:22:01 PM  944

 [ ] 

Date:- 11 March 2019

1st attempt
External:- Pakhrasi
Function 3
1. What are the types of chemical tanker... Criteria for construction... Types of coatings
2. How corrugated bulkhead connected to all the sides?
3. CO2 system safeties
4. How smoke detector works... I said remaining 2 then he asked tell me ionization type smoke
detector...
5. Explain high pressure medium pressure and low pressure system
6. What is the importance of class? Is Class certificate statutory certificate? Can ship sail If u don't have
class certificate(he wanted to ask if it is lost)?
7. Objective of ism
8. P&A manual

Function 6
1. Equipment number
2. Which paint is used for hull on your ship... Paint layers of hull
3. What is fitted bolt... Where it is used on board ship
4. Risk assessment with matrix and with mathematical formulaes

amol Belurkar:
DT 18 mar 2019
function 4b
ext. Mr pal int. Vikrant rao
1)what are engine u done 7L90MC man B& W, what is difference between SMC AND LMC , stroke bore
ratio
2) WHICH type of fuel pump in your ship, explain all parts, How to adjust vit what happened inside
pump
3) how to ensure that suction of Ac is superheated and how to check
4) what is rpm of purifier, how it revolve, which gear use why
5) what is vol. eff , what is actual swept volume and too many cross questions.
vikrant rao
if there is water in boiler guage glass action
what is ductility why fatigue strength more than brittle to much discussion on both que
finally given 4b remain func 3
thanks HIGH AIMS INST STAFF
ADVIT SIR, RAJIV SIR, SUNIL SIR

Fn 6
Ext: Raut, Int: Gadakar

1. Prepare your ship for drydock as 2e

2. How to meansure surface roughness ?? What are swidish standards for cleanliness
3. Exactly where you measure the poker gauge
4. How paint is sprayed to hull .
5. How to weld a cracked weld and how to remove defective weld ?
6. Main engine bearing reomval procedure . Where the bearing shells are kept ?? All the bearings are
of same size ??
7. What is NIP?
Internal :
1.RUDDER PRESSURE TESTING
2..how will you pain inside of rudder
3. How you will Know the welder is certified for the job?
4. Welding defects with reasons
5.tailshaft survey
6. Pilgram nut diagram and explanation

Finally the golden words ':heart_eyes::heart_eyes::heart_eyes: you are pass ' do safe and good work on
ship. Thanks to the group for posting orals questions .

18 March 2019
Fn.3
Hawse pipe
Spurling pipe, diff between both
Hypermist fire fighting system, comparison with water sprinkler,
System parameters for same,how mist is formed
Annex 1 discharge criteria
Sheer strake, what's peculiar about it,
Dharma Pagi:
Ext. Pal sir, intern. Shekhar

18.03.2019
External mahendra pal
Esp explain, close up survey
Which solas chapter esp comes
Static stability curve explain, what is angle of contraflexure, what is initial gm draw on graph, what is
margin line and and explain in terms of gz curve
What is intercostal side girder why it is provided, bottom structure strenghtening, solid floor and
bracket floor, difference draw and explain, air hole drain hole purpose,
What are polluting substances under marpol annex 6, explain procedure to control voc, co2 , what is
the mean provided onboard ship for voc

Ext. Pal
Internal Shekhar
Safety
Define NT, define NT for passenger ship,NT and NRT Unit.
Inclining experiment
what is deadweight,lightweight
Annex 1 slop discharge criteria
when total qty. discharge 1/30000 reg. changed
why slop tank, why its not like cargo tank...
SMC
ISM elements
element 16 its importance

Cleared class II
thanx everyone
Shashi damdhar Mar 19, 2019 11:48:16 AM  459
 [ ] 

18.03.2019
External : Raut and Pal
Internal : Gadkar vikrant rai and shekhar.

Safety :
EX: Pal
1.What is buoyancy, where it acted on ship,
Buoyancy force, how to calculate Centre of buoyancy. Lot of cross Qus.
2. Draw load line diagram with dimensions.and name it, what does it indicate. Who have given this
dimensions. Difference between Class A and Class B ship. And lot of cross Qu.
3. ISPS explain in full. What is DOS.
4. DISCHARGE criteria for annex 1.
Special areas of Annex 1.
5. Margin line, Hawse pipe, and spurling pipe.
6. CO2 criteria, calculation for co2 bottels,
How u will decide including casing or excluding casing, what is criteria for that,how u will calculate
volume of engine room , what is 0.56 and what does it indicate and 45.4 in formula.

He was asking simple qus. And going in deep and doing lot of cross qus. And helping also .

And said wait outside.

Internal shekhar : doesn't asked any qus. Only how many attempts, why u guys spliting ur orals.
Written result.

Result : pass.

We were 7 guys waiting for internal, 6 guys are got all functions what they have applied and one guy
got 2 functions out of 4.

moon_ride:
19-03-2019
Fun 3

1.Time requirement for closing of water tight doors ( 20sec alarm and 20-60sec closing )
2. He had a drawing and asked me what are the parts of the dry bulk carrier like wing tanks , tank tops
etc
3.Sewage discharge criteria ( anchor with in. 3 nm)?
4. Machinery space oil discharge criteria ?
5. What is the distance and area of the heat detectors range?
Fun 6:
Manufacture if a strait deck pipe in engine room ( how will you match pcd of the flanges ??
2. Hole in the ac plant gas pipe line how will you rectify ( I said farrul he said ok ?
3. How will you make a key of a shaft in engine room ( no milling machine in workshop ?
4. Shaft alignment, dial gauge is on one shaft ... Which will you rotate to check the axial alignment ( I
said the one with out the dial .. but he seems that's wrong )
6. He asked will the amps( current) reduce or increase when the wear rate increases in a big
centrifugal pump ?
Ext : Karr from imei and no internal for my set of ppl today rout and gatkar took orals other side the
outcome has been good there. . Kar gave motor only today no other papers, only 2 guys washout today
... More or less rest all got functions

Rajah :

External don't know, internal vikranth rai..... Function 3: explain mlc, explain ism, doc and smc, cross
sectional diagram container, torsion box, fixed fire fighting system, co2 room regulation, co2 bottle
regulation, cargo hold no 3 fire how u know, cargo hold fire releasing procedure, in co2 room which
sensor having, how to launch life raft, ship sinking how it will release automatically still 3 question
remaining not remember.... Function 4b:. Which type engine and explanation, how exhaust valve
working, why top of exhaust valve spring s provided, total how many springs, why each spring having
2 springs, fuel pump working explain with diagram, explain super VIT, flammable range diagram and
explain, draw full structure of main engine from exhaust valve to bed plate, explain stuffing box,
explain stuffing box rings and clearance with diagram, why sealing ring s provided, ur last what type
reversing and explain, types of lubrication, explain hydrodynamic and hydrostatic, fuel pump lead....
Function: 6. Types of welding, diff between metal arc and arc welding, generator decarb from isolation
need to explain, how to check ovality of connecting rod with diagram, if ovality increase what will
happen, need to change after burning how u will change in cam manually, main engine wt type of
cylinder lubrication, how will u change main bearing include taking clearance..... Result pass 4b
704
[9:51:38 AM] Yatin
:

External : Gupta
Internal : Ch. Surveyor

Fn3 (Safety)

1. ISPS and types of security level.

Will you accept any consignment when Security level 2 is implemented.
2. Annex 6 latest amendments, what all documents come under annex 6. What is EEOI and SEEMP.
Why there is need of these and purpose of both.
Who issue EEOI, NoX technical file is issued by ? What all data's are recorded under these documents
3.What is GM? angle of loll, what will happen to GM if weight is added on deck of container vessel.
4. Different types of flooring arrangement, Draw DB tank transverse x section.