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Showing posts from October, 2018

Duties of a Duty Engineer

Regularly check and record all pressure and temperature in the engine room. Pay attention to readings for deviation from normal particular attention being made to exhaust temperature, scavenge temperature and pressure and turbocharger r.p.m. Adjustment should be made for S.W temperature, changes to keep correct temp and pressures. Checks should be made on the pressure drops across fuel and lube oil filters to see that they are operating within required limits. Check all oil levels in auxiliary machinery, main engine sump levels, cylinder lubricators, turbocharger and governors. Check around all bearing and crankcase doors using palm of your hand to feel for any increasing temperature. Ensure that fuel in the daily service tanks is at correct levels and that is sludged and drained of water. Check purifiers drain, oil level, any signs of vibration, desuldge once in your watch to see correct operation and clean if required. Carry out all routine assignment as per UMS chec

Good Step By D.G Shipping🛳........Hope It will Implement Soon⚓

Date: 24.10.2018 Training Circular No.30of 2018 Subject: Onboard training, an integral part of the approved training program for pre-SeaCourses. 1 . The Directorate is in receipt of complaints from candidates of various Pre-Sea courses that they are not being provided with onboard training, which is an integral part of their approved training programme, by theMaritime Institutes. The candidates have also expressed concerns that such incomplete training is serving no purpose and also there are no takers even in any other industry. In many cases, they are being made to wait endlessly to even start their onboard training and once started there is no support from the Maritime Institutes towards monitoring and achievement of the required approved seagoing service.  2. Since the IMO convention on Standards of Training, Certification andWatchkeeping requires mandatory on-shore and onboard education and training for a student to be eligible for Certificate of Competency certifica

Bilge Injection Valve

Bilge Injection is a valve that enables the engine room bilges to be pumped out directly overboard in the event of an emergency such as flooding. The valve is normally fitted to the end of a branch connection with the main sea water suction line. This enables large main seawater cooling pumps to be used as a bilge pump in an emergency. Emergencies like fire and flooding involve the use of seawater. If there is a fire, seawater is the biggest resource of water available in the sea. Similarly, if it involves flooding of the engine room, cargo spaces or any other place on the ship for that matter; you would again require pumping the sea water out of the ship. In both these cases, you require pumps.  There are two valves in close proximity namely main injection valve and bilge injection valve. Both of them have their own independent controls. The diameter of the bilge injection valve is kept nearly 66% of the main valve diameter which draws water directly from the sea through the

MEO Class 1

Latest meetings of imo...agenda of council meeting in July Lifeboat develop a hole at water line when in port what’s ur action....will u be detained by PSC? Work and rest hours as per MLC Titles of MLC and in brief Master’s Review inputs and outputs Difference between product tanker and crude oil IG line Ship condition required before entering drydock Difference between Hazard and Risk Difference between short-term DOC and interim DOC Leadership qualities of CE as per stcw Series of incidents on ship and company ask u to find out as a CE what will u do Objectives of ISM Difference between deficiency code 30 and 17 In-water survey requirements Docking survey requirements What are the contents of SSA and SSP BCH and IBC code. Corrective and Preventive action. Derating of engine. Convention, protocol and amendments. Auxiliary engine TC damage completely, action by chief engg. Missing bunker checklist NC by psc.... BCH and IBC code. Corrective and Preventive

What Is Saturday Routine On A Ship?

Saturday routine is a planned maintenance routine or schedule followed in the ship. In this routine, all the machinery and important control systems are maintained as per the routine chart. This is carried out for the safe operation of the ship and this maintenance schedule will be inspected by the surveyor and by the port state control officers who visit the ships to carry out such inspection. If this planned maintenance schedule is found to have unaccounted for delays, or have not been carried out properly, the surveyor can even detain the ship in port. The Saturday planned maintenance routine is a vital part of this maintenance schedule and the list below shows the various equipments that would normally be inspected and checked for proper functioning. The list also gives the duty officer in charge of that specific check or operation and whether it needs to be done every saturday, every two weeks or monthly. Please note that this is not a regulation or compulsion but a long f


Vibration Definition If a force displaces an elastic body from its position, the body will develop a restoring force which tends to return it to that state. therefore when the displacing force is removed, the body will move towards the original position Owing to its mass or rather, to its inertia the body on its return movement will not stop at its previous position of equilibrium but will be carried beyond causing a displacement in the opposite direction. the restoring force thus developed in the opposite direction will reverse the action and the process will continue until these consecutive movements called oscillations or vibrations. What is meant by Vibration? All bodies having mass and elasticity are capable of vibration. When an external force is applied to the body, the internal forces are set up in the body which tend to bring the body in the original position. The internal forces which are set up are the elastic forces which tend to bring the body in the equilibrium po

MEO Class 1

Lpg tanker firefighting Dcp monitor capacity Tests done onboard for dcp. Tank construction for lpg and lng Material for tank. Gas-freeing procedure Lgi engines Fuel valve and safeties Lgi engine construction difference Odme working Disposing of x category nls. Ism SMC audit D2 stands for ballast water Seemp (tell whatever u know abt seemp) Authorisation for psc inspection Clear grounds Objective evidence Closing of NC Ssp Ssa Eedi Content of EEDI FILE How to implement noise code as CE Hot corrosion Fobas IMO data collection No-more favourable treatment Statement of compliance Propeller curves, explain heavy, light propeller curves, shaft margin Conditions for noise testing Chapter 6 of STCW, what is it about COC and COP - difference. Latest amendments for IG in tankers Annex2 discharge conditions Contents of SMPEP, difference between SOPEP and SMPEP Direction stability, tests Authority for PSC to check seafarer’s certificates, where is it men

MEO Class 1

Additional safety measures for bulk carriers, how to test level alarms in cargo holds, wants to hear dynamic effects with respect to bulkhead strength Stress, guidelines in imo how to recognise whether a person is in stress or not. How to reduce stress...too much cross questions  Any latest development of your choice Management information system(MIS) Principles of marine insurance and in what way it is different from normal insurance (Car insurance, home insurance) Bill of lading, types Difference between through and continuous B/L Tell some clauses in bill of lading How will know which rule is applicable for that bill of lading Contents of B/L SUA Convention. What are the offences as per SUA convention? What is the difference between SUA convention and protocol. Jurisdiction part of SUA convention FAL Convention., Purpose Regarding electronic exchange of data was asking how data will be sent to public authorities. NOx measurement methods. NOx tier 1, 2,3 Lates

Near Miss

A sequence of events or conditions that could have resulted in a loss, the potential loss could be human injury, environmental damage, or negative business impact.  Near miss may define the primary condition which may lead to an accident. or its a warning of an accident so to avoid an accident the primary conditions(near miss) to be eliminated by corrective actions. Examples of near miss: Any event that leads to the implementation of an emergency procedure, plan or response and thus prevents a loss Eg.:- a collision is narrowly avoided; or a crew member double checks a valve and discovers a wrong pressure reading on the supply side Any event where an unexpected condition could lead to an adverse consequence, but which does not occur. Eg.:- a person moves from a location immediately before a crane unexpectedly drops a load of cargo there, or a ship finds itself off-course in normally shallow waters but does not ground because of an unusually high spring tide Any dangerous or

Anchor Handling Test

The test is carried out to prove the performance of the windlass.  Preparation: It is performed when the vessel is out in sea trials. This test is conducted at a minimum sea depth of 82.5 m (three shackles or shots of 27.5 m each) and the ship is at standstill and headed into the wind.  It is conducted under calm conditions of the sea. Ensure that all moving parts of the windlass and chain compressor have been lubricated. Make sure that the motive power (electric/engine) to the windlass is available. Procedure: Lower the port side anchor to water level by controlling the windlass drive. Let go by free-fall three (3) shots of port anchor chain to water. During this operation, test the windlass brake by holding it every half (1/2) shot. Check whether there is three (3) shots anchor chain between chain compressor and anchor. Hoist the port side anchor until the anchor is stowed at its home position. During this process measure the time and calculate the average

MEO Class 2

Safety: ISM full explain STCW explain Draw Bulk carrier cross section. Duct keel What all check you will do in Duct keel? How are the pipes entering the Duct keel.? Container firefighting What are the latest developments for container firefighting.?  Torsion box. Why it is provided.? Motor: Draw Power card. Explanation and effects of various problems like leaky injector, incorrect fuel pump timing, Piston ring blow by and Overloaded engine. 2 Stroke valve timing diagram and explanations. RT Flex and RTA differences. How does RT Flex work? Alpha Lubricator working. How is 4S piston lubricated and diagram? Lub oil testing onboard and shore analysis. What extra analysed by the shore? Description of Boiler plant and various parameters. (Steam propulsion) Have u done decarb? What all u will do in decarb? Draw piston with crown and the oil flow arrangement! Centrifugal pump working principle. Draw an impeller and asked me how it is rotating! Purifier overflowing

MEO Class 4

Safety: CO2 bottle inspection FF on your ship DPA work ISPS certificate Liferaft launching procedure Aft peek ford peak tank what is the purpose same with double bottom tank Deadweight displacement light weight.. all definition Inclining experiment HRU working where it is used Fire safety plan location what it contains ISPS FSS Marpol annexe 6 certificates solas all the names and how many chapters Sprinkler system hypermist system cross questions Motor: Scavenging and types Surging in detail Gear pump ME FO pressure drop, what will u do? AE crankcase oil gets contaminated, why? Difference between RTA AND RT FLEX what is viscosity, Temp effects on it, unit, How to measure- viscotherm and it’s working F.O Lab analysis report- what all things does it include. what is catalyst Where used and how do you know catalytic fines present in F.O from lab analysis report Difference between ME engine and conventional engine Tappet clearance How do u know TDC positi

Bollard Pull

Bollard pull is a conventional measure of the pulling (or towing) power of a watercraft. It is defined as the force (in tons or kilonewtons (kN)) exerted by a vessel under full power, on a shore-mounted bollard through a tow-line, commonly measured in a practical test (but sometimes simulated) under test conditions that include calm water, no tide, level trim, and sufficient depth and side clearance for a free propeller stream. In another words Bollard pull is the maximum pulling capacity of a tug that can exert. Why in  Bollard Pull not BHP? The BHP of the tug is not sufficient to show the efficiency because of loss in transmission, propulsion efficiency and propulsion type Whereas Bollard pull shows the efficiency of the maximum pulling capacity of a tug that can exert. TEST Bollard pull test is carried out by dynamometer comprised of load cell & load indicator. Loadcell is the force measuring link and it is made as part of the rope, connected to the towing hook.  S

MEO Class 4

Safety: Garboard Strake? Annexe 4? which are the certificate carry onboard? IOPP B.A. all checks? Duct keel and bilge keel Enclose space deadweight of ship and definition SCBA and mask type work Flooding and how to remove water enclose space entry safety Anex 2 and 3 Reserve buoyancy N how to calculate it? Metacentric height & its significance? Loadline marking & why it's done? Enclosed life boat advantage & release procedure? Block & prismatic coefficient difference? Bilge keel construction & significance? Difference between rescue & lifeboat, Free fall lifeboat disadvantage? Emergency generator regulations? Motor: Draw Turbocharger blower side, Construction Fuel pump pump diag and operation Draw Cross section of the connecting rod. Gudgen pin lubrication Jet shaker effect ..explain how Piston is cooling? How crosshead bearing is lubricated. Engine specifications, a difference between MC n MCC? Fuel injector working n re

Types of Anchors for Ships

Types of Anchors Ordinary anchors High holding power (HHP) anchors Super high holding power (SHHP) anchors Ordinary anchors Ordinary anchors of “stockless” type are to be generally adopted and they are to be of the appropriate design in compliance with the rules or practice of each individual Society. The mass of the heads of stockless anchors including pins and fittings are not to be less than 60% of the total mass of the anchor. The mass, per anchor, of bower anchor, is required for anchors of equal mass. The mass of individual anchor may vary to 7% of the Table mass provided that the total mass of anchors is not less than that required for anchors of equal mass. High holding power (HHP) anchors A “high holding power” anchor is to be suitable for ship’s use and is not to require prior adjustment or special placement on the sea bottom. When special type of anchors designated “high holding power anchor” of proven superior holding ability are used as bower a