Professional Documents
Culture Documents
MEO Class 2 Orals Safety Q A
MEO Class 2 Orals Safety Q A
All ships to be provided with arrangements, equipments, fitting of sufficient SWL for safe conduct of towing and mooring
Water level detector in cargo holds for new single hold cargo ship other than bulk carrier.
6. Name a detainable deficiency with respect to SOLAS, LOADLINE, MARPOL, STCW, ILO
SOLAS:
Improper Design of bilge pumping arrangement, Defect in propulsion and electrical machinery. Failure of proper operation of
emergency generator, lighting, batteries , Failure of proper operation of main and aux steering gear, Emergency steering not
operational, Certificates under convention expired, Major structural damage not informed to class or flag state. Life boat
lowering arrangement not operational. Radio failure for distress signals, Below manning
MARPOL
Oil record book not available , Failure of operation of IOPP equipments such as OWS, Incinerator. Inadequate tank retention
capacity for sludge tank for intended voyage. Sewage plant not operational. Illegal or evidence of illegal connections for bilge
pumping. Absence of P &A manual, Cargo record book
ILO
Inadequate food and water for intended voyage. Sea fearer of age below min specified 15yrs. Evidence of inadequate rest
hours
STCW
Failure of seafarers to hold a certificate, to have an appropriate certificate, to have a valid dispensation or to provide
documentary proof that an application for an endorsement has been submitted to the flag State administration.
Failure to provide proof of professional proficiency for the duties assigned to seafarers for the safety of the ship and the
prevention of pollution.
The Load Lines Convention
Significant areas of damage, corrosion, or pitting of plating and associated stiffening in decks and hull are noticed affecting
seaworthiness and strength. If temporary repairs are done to take local loads and are unless proper temporary repairs for a
voyage to a port for permanent repairs have been carried out.
Absence of inability to read draught markings
Insufficient stability
Overloading
Plan the job check availability of the spares .Prepare to stop engine , let it cool down and start maintenance job. Take full
assistance from engine and deck crew. Lash the heavy parts properly. Tell all crew to keep clear and themselves in safe
working locations. All must wear full protective gear, should work carefully. Leader to communicate with all. Delegate nature
duties and explain them in a meeting prior to starting the work .
Q. Ship out of dry-dock , SFOC is increased what all-internal checks to carry out?
Take indicator cards, Check that power developed are comparable , Incorrect or clogged flow meter, clean the filter , Fuel
injection valves may be leaking , Check and compare scavenge air pressure with test trials, Air pressure drop at air filters
coolers and assess the need for any cleaning of air side of air cooler. Check the fuel timing .Check the chain tightness.Check
the operation of VIT and confirm that linkages are free
Q. As 2/E what will you do in annex VI?
Keep a accurate record of Ozone depleting substances and if any maintenance work need to be done on A/C or REF plants ,
methods for extracting Freon from the system to be available.
During bunkering a representative sample is obtained with Bunker delivery note with appropriate information to be
available. Sample (MARPOL) to be signed and kept on board for 12 months with record.
Fuel change over procedure to be available and are followed when required. Records of change over to LSFO consumption and
back is recorded with location.
Nox technical file for each engine is available and maintained.
Q. What all certificates to carry regarding CO2 system
Weight certificate,
Pressure test certificates of bottles, lines, Installation cert.
Annual shore service certificate
The information contained in the VDR / S-VDR is to be retrieved and used during the subsequent investigation. For a vessel
operating in shallow waters, cost of recovery of fixed VDR recording medium may not be very expensive. However, in case a
vessel is lost in deep waters, the cost of recovery of the recording medium may be prohibitive and at times not feasible at all.
In view of the foregoing, it has been decided that all Indian ships shall install the float-free variety of the VDR / S-VDR.
However, if the shipowner has already installed the fixed type of VDR or it is not possible to install the float-free VDR meeting
full requirements of the IMO Resolution, they shall ensure that an additional float-free arrangement may be made to retrieve
the following information:
Q. What is SSAS?
The SSAS should be documented in the Ship Security Plan. The location of activation points should be specified in the plan and
may form a part of the ‘Confidential’ Section of the plan. It is advised that such information shall be known to the Master, Ship
Security Officer and other ship personnel as may be decided by the Master and the SSO.
The dedicated equipment used for transmission of Security Alert should not be used for any other routine communication. The
system should have the main source of electrical power and a backup source, which may include emergency source or
independent supply. However, an uninterruptible power supply (UPS) or such similar device may also be considered as an
alternate source of power.
All Indian Ship owners, Company Security Officers, Masters and others concerned may please note that the SSAS test is to be
carried out in the "LIVE" mode only.
Q. How to test SSAS?
The standard procedure for testing of Ship Security Alert System is as follows:
1. E-mail DG Communication centre the following information at least three hours in advance when requesting for a test :
a) Name of the vessel and its present position
b) Intended date and time (UTC) and IST of the test.
2. The DG Communication centre will acknowledge confirming the conduct of the test. It may be noted that SSAS tests with
other ship/s may have already been scheduled at the proposed time, in which case, the DG Communication centre would
advise the earliest suitable time for the conduct of the test.
3. The ship staff may then carry out the SSAS test as per schedule, first from Location 1.
4. The CSO/ Master shall confirm by phone whether the Alert has been received by DG Communication centre DG
Communication centre will then advise if all details provided in the alert are correct, or otherwise.
5. If all details received are correct, DG Communication centre will advise to reset the alert and then proceed to test from
Location 2
6. When testing from Location 2, WAIT FOR about 30 minutes for alert to go to Level 3.
7. Call DG Communication centre to confirm whether alert Level 3 has been received.
8. DG Communication centre will confirm whether all is OK, or otherwise. If all is OK, DG Communication centre will advise the
CSO/ Master to reset the system.
9. After resetting the system, the CSO/ Master to send an email to DG Communication centre stating that the "SSAS test has
been completed and all subsequent alerts may be treated as true alerts." Request for compliance may be made immediately
upon satisfactory completion of the test, and not after several days,
10. DG Communication centre will then revert compliance by email if tests were OK or advise further testing/ rectification, as
required.
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 20
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 ram
Q. Condition of Class
A. A classification survey is a visual examination that normally consists of:
• an overall examination of the items for survey,
• detailed checks of selected parts,
• witnessing tests, measurements and trials where applicable.
When a surveyor identifies corrosion, structural defects or damage to hull, machinery and/or
any piece of its equipment which, in the opinion of the surveyor, affects the ship’s class,
remedial measures and/or appropriate recommendations/conditions of class are implemented before the ship continues in
service.
‘Recommendation’ and ‘condition of class’ are synonymous terms used by IACS societies for
requirements that specific measures, repairs, request for surveys etc., are to be carried out by the owner within a specified
time period .
The ballast water that is loaded by ships to stabilise them often contains organisms, e.g. small fishes, benthic
organisms or plankton, or pathogenic bacteria, which are released into the environment when the ballast water is
discharged. With continued growth of shipping traffic, the probability increases that such organisms survive the
transport in ballast water. In this way, numerous invasive alien species have already established populations, e.g., in
the North and Baltic Seas. In the Baltic Sea, the shipworm (teredo navalis) has damaged coastal defence structures,
e.g. groynes made of local types of wood, by boring into the wood and destroying it. The damage caused by such
invasive alien organisms is rarely expressed in figures, and its origin mostly is not traced back to the discharge of
ballast water
For quite a long time, this aspect of marine environmental protection lacked adequate international regulations. To
address the situation in February 2004, the Ballast Water Convention was adopted during a diplomatic conference at
IMO. From 2009, but not later than 2016, the Convention requires the establishment of a ballast water management
system on board ships which will replace the uncontrolled ballast water uptake and discharge operations common
until then. In future, ballast water has to be treated on board before being discharged into the marine environment, in
compliance with the ballast water performance standard in Regulation D-2 of the Ballast Water Convention.
The Ballast Water Convention will enter into force 12 months after the date on which not less than 30 states, the
combined merchant fleets of which constitute not less than 35 percent of the gross tonnage of the world's merchant
shipping, have deposited their instrument of ratification with IMO as the depositary (Article 18 of the Convention).
5 DECLARATION OF SECURITY
5.3 Requests for the completion of a Declaration of Security, under this section, shall be
acknowledged by the applicable port facility or ship.
5.5 The Declaration of Security shall address the security requirements that could be shared
between a port facility and a ship (or between ships) and shall state the responsibility for each.
5.7 Administrations shall specify, bearing in mind the provisions of regulation XI-2/9.2.3, the
minimum period for which Declarations of Security shall be kept by ships entitled to fly their
flag.
Q.What is EEDI?
Energy Efficiency Design Index (EEDI) is an attempt to measure how much CO2 a ship emits per unit of transport provided. A
formula producing an EEDI for each ship is developed. The current EEDI formula is outlined in MEPC.1/Circ.681, Interim
Guidelines on the Method of the Calculation of the Energy Efficiency Design Index for New Ships, 2009-08-17. Then an upper
limit on EEDI is mandated for all new buildings. In most variants, this upper limit drops through time.
The amendments to MARPOL Annex VI Regulations for the prevention of air pollution from ships, add a new chapter 4 to
Annex VI on Regulations on energy efficiency for ships to make mandatory the Energy Efficiency Design Index (EEDI), for new
ships, and the Ship Energy Efficiency Management Plan (SEEMP) for all ships. Other amendments to Annex VI add new
definitions and the requirements for survey and certification, including the format for the International Energy Efficiency
Certificate.
The regulations apply to all ships of 400 gross tonnage and above and are expected to enter into force on 1 January 2013.
However, under regulation 19, the Administration may waive the requirement for new ships of 400 gross tonnage and above
from complying with the EEDI requirements. This waiver may not be applied to ships above 400 gross tonnage for which the
building contract is placed four years after the entry into force date of chapter 4; the keel of which is laid or which is at a
similar stage of construction four years and six months after the entry into force; the delivery of which is after six years and six
months after the entry into force; or in cases of the major conversion of a new or existing ship, four years after the entry into
force date.
The EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to use in a specific ship
design to the industry. As long as the required energy-efficiency level is attained, ship designers and builders would be free to
use the most cost-efficient solutions for the ship to comply with the regulations.
The SEEMP establishes a mechanism for operators to improve the energy efficiency of ships.
Promotion of technical co-operation
The new chapter includes a regulation on Promotion of technical co-operation and transfer of technology relating to the
improvement of energy efficiency of ships, which requires Administrations, in co-operation with IMO and other international
bodies, to promote and provide, as appropriate, support directly or through IMO to States, especially developing States, that
request technical assistance.
It also requires the Administration of a Party to co-operate actively with other Parties, subject to its national laws, regulations
and policies, to promote the development and transfer of technology and exchange of information to States, which request
technical assistance, particularly developing States, in respect of the implementation of measures to fulfill the requirements of
Chapter 4.
Crane Safeties:
Stability is the most important requirement for getting a ship safely into a dry dock. The three important parameters which
must be ensured before entering the dry dock are:
When the ship touches the blocks, there is a reaction at the point of contact which raises the centre of gravity “G” and reduces
the metacentric height “G.M” so that adequate initial metacentric height is required to compensate the same.
2) Vessel to be Upright:
While entering the dock the vessel needs to be upright which means there should be no port or starboard list when the ship
touches the blocks, the point of contact will be outside the centre line of vessel, which may force the vessel to tip over.
The slight trim allows the accenting of stern and bow in tandem rather than simultaneously as it will reduce the load and
pressure on hull and the keel of vessel.