anonymous

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STCW Reg III/2 – Chief Engineer
The oral examination will be based on the operation, maintenance and
management of marine machinery, particularly the recognition of irregularity
in the performance of that machinery and the analysis and interpretation of
information gained from monitoring equipment. It will also cover emergency
procedures directly related to the safety of ships and the protection of the
environment, advanced operational engineering knowledge and the legal and
administrative duties of a Chief Engineer Officer
COMMON SYLLABUS FOR CHIEF AND SECOND ENGINEER
OFFICERS
TOPIC 1 MARINE ENGINEERING
1 Operate, Test and Maintain Marine Engineering Systems
a) marine diesel propulsion machinery, including:
trunk and cross-head diesel engines,
starting and reversing systems,
gearing systems and clutches,
cooling and lubrication systems,
fuel oil preparation systems;
b) steam turbine propulsion machinery, including:
steam boilers and mountings,
steam distribution systems,
steam turbines,
gearing and lubrication systems,
feed water systems;
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c) assessment of power output and efficiency of propulsion
plant and actions to maintain safe and efficient operation;
d) automatic control and alarm systems for propulsion and
auxiliary machinery;
e) sensing, monitoring and measuring devices associated
with marine equipment;
f) propulsive transmission systems, including thrust and shaft
bearings, stern tubes and propellers;
g) methods of manoeuvring, including bridge control systems
and controllable pitch propellers;
h) auxiliary diesel engines and associated equipment;
i) auxiliary turbine driven plant and associated equipment;
j) auxiliary steam boilers and associated equipment;
k) air compressors, receivers and associated equipment;
l) methods of testing fuel oil, lubricating oil and cooling water
and action necessary to maintain safe conditions;
m) methods of boiler water testing and conditioning and
action to be taken to maintain safe conditions;
n) bilge, ballast and fuel oil pumping systems;
o) pollution prevention equipment and systems;
p) steering and stabilising systems, including bow thrusters;
q) refrigeration and air-conditioning systems;
r) cargo handling equipment and deck machinery;
s) fresh water production and conditioning systems.
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TOPIC 2 ELECTRICAL, ELECTRONIC AND CONTROL
ENGINEERING
1 Operate, Test and Maintain Marine Electrical, Electronic
and Control Engineering Systems
a) alternators, generators, motors, switchgear and batteries;
b) AC and DC distribution systems;
c) electrical and electronic control systems;
d) AC and DC electrical propulsion systems.
TOPIC 3 MAINTENANCE AND REPAIR
1 Plan, Schedule and Organise Maintenance and Repairs
a) Code of Safe Working Practices for Merchant Seamen;
b) permit-to-work systems;
c) dangers of entering enclosed spaces;
d) dry dock procedures;
e) planned maintenance systems;
f) temporary and permanent repairs;
g) hull and machinery surveys;
h) properties of materials.
2 Detect and Identify the Cause of Machinery Malfunctions
and Correct Faults
a) fault finding and rectification of faults in shipboard
mechanical and electrical plant and equipment, including
pneumatic and electronic control systems
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TOPIC 4 CONTROLLING THE OPERATION OF THE SHIP AND
CARE FOR PERSONS ON BOARD
1 Trim, Stability and Stress
a) factors affecting trim and stability, fuel and water ballast
b) effects of damage to and consequent flooding of a
compartment on the trim and stability of the ship and
appropriate countermeasures.
2 Legislative Requirements
a) International convention certificates and documents
required to be on board
b) knowledge of the international conventions on Marine
Pollution, Load Lines, the Safety of Life at Sea, the Prevention
of Pollution from Ships, Standards of Training, Certification
and Watchkeeping and the International Health Regulations;
c) legal powers and responsibilities under national legislation
implementing international agreements and conventions
d) information and guidance notices issued by the MCA with
respect to safety at sea and pollution of the marine
environment
e) knowledge of the Codes associated with the carriage of
dangerous goods
f) a working knowledge of merchant shipping Health and
Safety at Work Regulations
g) full knowledge of the ISM Code;
h) Port State Control.
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3 Maintain Safety and Security of the Vessel, Crew and
Passengers
a) precautions against fires or explosions, explosive mixtures
and sources of ignition
b) maintenance of fire-fighting, detection and extinguishing
systems
c) maintenance of life-saving appliances and equipment
including launching appliances
d) knowledge of life-saving appliance regulations;
e) ensuring ship is in seaworthy condition prior to sailing,
taking into account the nature of the voyage
f) preparation for heavy weather, maintenance of watertight
integrity of the hull
g) procedures for the safe and efficient operation in the UMS
mode.
4 Emergency Situations and Damage Control
a) actions to protect and safeguard all persons on board in
emergencies
b) principles and methods of fire prevention, detection and
extinction in all areas of a ship
c) principles of structural fire protection
d) a thorough knowledge of ship construction
e) damage control plans
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f) organisation, training and control of fire, abandon ship and
damage control parties
g) actions to limit damage following fire, explosion, collision
or grounding
h) functions and use of life-saving appliances
i) pollution prevention – action in response to a pollution
incident – SOPEP manual
j) procedures for operating main machinery under
emergency conditions.
5 Management of Personnel
a) effective management, organisation and training of
engine department personnel.
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Andrew Dewar, 7th Dec 1130-1300
Joshua GMA Candidate
Taken through the procedure for the online examinations, paperwork check etc.
1. List the statutory certificates you would expect to be onboard (went through all of them,
including conventions, codes related to them)
2. What is the validity of the certificates normally?
3. How would you know when an annual survey was due – went into quite a bit of depth on
Anniversary dates and how the date for survey is calculated backwards from the Certificate expiry
date
4. What surveys is an ISM SMC subject to? Getting at Intermediate Audit
5. Vessel is due to dry dock in 6 months. Take me through preparing a dry dock specification.
Began but then was asked what information you would give a Dry Dock in preparation for docking – I
started with the Shell Expansion plan and we ended up going into a lot of detail – information
contained, keel, garboard and shear strakes, hull thickness.
6. How would you know if your hull thickness was sufficient? (After Class procedures on hull
thickness measurement)
7. Plate replacement in Dry Dock, what are you interested in?
8. Potential issues with welds on ship’s plate?
9. Verification of weld integrity – NDT testing methods, vacuum boxes
10. Other checks whilst vessel in dry dock? Went through hull inspection, propeller, rudder etc
11. Importance of dry dock specs and putting them out to tender?
12. Screen share for electrics
a. AVR system – take me through how it works. What happens if one diode fails? Two failures?
b. Circuit diagram of star delta starter – identify the key components. Why do we use star
delta? In what circumstances would star delta not be useful? (He wanted bow thruster as DOL in
case thruster needed to be used in an emergency…)
c. Circuit diagram of DOL motor – identify safeties, what are the types of thermal overload
trip? – Went with Bi-Metallic, very happy with that.
d. What faults can occur on a motor? – Short circuit, earth fault, single phasing
13. What is discrimination? Where would you expect the safety devices w.r.t discrimination be
located? (Looking for main switchboard)
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Candidate: Sean (GMA Candidate)(Chiefs Unlimited)
Date of exam: 09.11.2021
Time: 1130
Duration: 45 minutes
Examiner: T. Maddison
Despite the nerves and stress the exam went well. Examiner was really fair throughout and
made me feel at ease. I tried to spin some of my answers to my own experiences where they
were applicable and emphasized safety. The only electrical question I got asked was have I
sailed with HV, said yes and that seemed to tick the box.
Teams also crashed halfway through, but examiner was understanding.
Massive thank you to Piyush for all his help!
1. Types of ships I had sailed on.
2. ISM, what it’s about
3. SMC and DOC, how a company and ship go about getting these and audit regime.
4. MLC-Its purpose
5. Contents of an SEA
6. Young persons, rules regarding them in MLC
7. Marpol Annex VI, contents
8. NOX and how to comply
9. SOX and how to comply
10. SEEMP, what it is and how a ship improves its energy efficiency. (Mentioned brake
resistors that I’ve sailed with offshore and seemed interested in that because he hadn’t
heard about them)
11. Emissions record book, what’s recorded.
12. Preparing for a survey, didn’t specify what one.
13. CMS, how a chief engineer goes about verifying equipment and proving compliance.
14. Lube oil analysis, talked about onboard testing and lab report results
15. Talked about fuel and talked a bit about fuel incompatibility.
16. Dry dock, preparations up until dry dock
17. Dock bottom inspection
18. Checks on rudder
19. Checks on prop
20. CPP checks, wanted more so on internals and checking of 0 pitch setting
21. Pulling of tail shaft and removal.
22. CO2 System, checks on 5 yearly
23. HiFog System, checks and maintenance
24. Lifeboat, type and 5 yearly checks, and used MGN 560 to answer this
25. Inspection of a fuel tank, preparations etc
26. Enclosed space rescue
27. Leaving dry dock and checks carried out.
Class 1 Motor Endorsement GMA Candidate Kevin Brenamen
Assessor : Bill Blyth
Result : Pass
Time : 14:30 – 15:10 (40min) 28.09.2021
Explained at the start that he would only ask Motor related questions
Oral Questions
1. Explain what evidence you would collect for Survey Items
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2. What forms of performance analysis are there and explain examples of which defects can
be
found/monitored – Explained LO analysis/Trend analysis/Vibration analysis/Component
performance analysis
3. Explain what would cause a high exhaust temp on a single unit of a 4 stroke
4. Explain turbo charge surging and its effects
5. Explain how to use Hydraulic jacking equipment
6. Explain what checks you would perform on a 4S cylinder head from the unit already being
taken off the engine and in the workshop
7. Explain the procedure for main bearing inspection for survey and what you are looking for
Stopped after 40min and explained I had already passed from the answers given
Name : Andrew Atkinson GMA Candidate
Examiner :Naez Hader (Glasgow)
Result: Pass (03.08.2021)
Time: 1hr
Online – Microsoft Teams
Logged in 10 minutes before exam and the examiner appeared 10 mins before, he asked to
see passport and explained exam will be as per MGN 69 and then he started.
1.) You have joined a large bulk carrier, explain what your actions will be as incoming
Chief Eng.
2.) List certificates that you mentioned you would check during the handover. (Listed
approx. 15 before he stopped me.
3.) Asked me info about EIAPP and IAPP and what is included in the Nox Technical file.
4.) Give examples of Nox reduction, gave the methods and he was happy I explained
Urea injection method as a secondary method and primary as EGR, water injection, miller
timing etc. Gave a very brief explanation of how they worked, he didn’t ask me to expand on
any of them.
5.) Sox limits and how we reduce them, gave limits of 0.5 and 0.1 ensure we bunker fuel
complaint we are going to. Explained the use of scrubber open loop, closed loop, again brief
description of how they worked.
6.) How long should BDN be retained? How long should bunker sample be retained?
7.) List of preps for entering DD, started 6 months before and went to we are at berth
awaiting to enter.
8.) Ships in dry dock, dock bottom survey, went from forward to aft, he focused more on
the bow. But again, gave him a lot of detail on the other sections before he asked.
9.) What’s is a condition of class and memorandum of class. I explained them and gave
examples.
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10.) List of approved documents onboard. SOPEP plan, training drill matrix, fire plan,
stability booklet etc.
11.) Instructions given to crew as Chief Eng. To deal with danger of fire in DD.
12.) What must be included on Fire Plan.
13.) Difference between A60 and A30 bulkheads. Insulation.
14.) Actions with economiser fire.
15.) Describe in a water mist system how it will work in event of loss of power. Nitrogen
Accumulators. Type of pump and typical pressure for system.
16.) 2nd has done crankshaft deflections what do we do with the readings to interpret what
they mean.
17.) Reasons and methods for CBM.
18.) SAFCON cert and IWS and age limit of vessel. 15 years.
19.) As Chief Eng how you ensure ISM is being implemented onboard.
20.) MLC description.
21.) Gives a complain scenario, go through the steps onboard, DPA, Flag.
22.) What to do if you have a crew member who does not speak the working language of
the vessel. Try to resolve on-board or vessel to see if we can solve the issue. Within ISM we
have provision to request person is replaced if we believe cannot work safely due to lack of
communication with the crew member.
23.) Crew member keeps leaving fire doors open, how to deal with it, start with training
and light touch to ensuring it is standing orders and he is in breach of them and liable to
disciplinary action.
24.) PSC what is it and how it differs from flag.
25.) Alternative Complaiance Scheme. Blanked here I had the main jist of it just not
nailed down, he asked me to read the MGN on it.
After this he informed me he had passed.
Examiner-naez haider
Candidate-pratap Singh GMA candidate
Time-1.30hrs
Result-pass
Date 2/8/21
1.taking over procedures in details
2.solas chap 14 req of polar water(went too much in deep)
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3.hi-fog system with diagram(working pressure of pumps regulations and maintenance)
4.ism explain full in detail (each section)
5. Have u heard of EU-SRR(what is IHM cert and explain abt IHM survey)
6.what is the reporting procedure for accident for uk vessels(wanted to hear abt maib
7.have you done dry docking?explain me full procedure in detail
8.full IWS and requirements
9.tailshaft removal procedure along with inspection
10.how to do static balancing of propellor
11.iso standards of fuel oil
12.if u wanna shift the A/E genny to deck wats the requirements (was kinda vague question
dint understand wat he wanted but i told all safety things such as requirements of fixed fire
fighting system-got away wid it
13.emg genny running in port to meet power demands is it a good procedure wats the req as
per solas?
14.TEV explain in full
15.removal of air from system
16.mgn38-lego bacteria (maintainance)
17.considering covid situation wat can u do in AC system
18.liner wear types
19.scuffing clovereafing polishing glazing
20. Anti polishing ring
21.what is angle of loll fse and how to reduce dem
22.explain damage stability and water tight integrity of ship
23.IECC requirements-eedi seemp
Difference between attainted eedi and required EEDI
24.wats are ways to improve energy efficiency of ship
25.tell me general understanding of M-notices
Finally he said u did well-i pass u
Name Michael (GMA Candidate) Examiner Zohurul Haque
Duration – 1 Hour 5 mins
Pass
This is probably not the correct order and there will be some missing, but its the bulk of it.
Started off talking about the vessels I had been on, took a while looking through the discharge
book and asking questions.
Talked through MARPOL certificates
Then more on IOPP & supplement of the IOPP
More on IAPP
Fuel ordering and BDN
Cat fines, they effect they can have on engine, how to reduce effect
How can you tell the fuel you received is compliant (deceleration on BDN)
What is the legal document – BDN or Lab report
Oily water separator breaks down at sea what are your actions
How would you then deal with you bilge water (said retain until in port, then discharge to
shore facility)
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Where the record of the moved bilge water would go (ORB)
Boilers –
Surveyor coming onboard, how would you prepare the boiler for survey
Inspection of the water side
inspection of furnace
You find the refractory damaged, what could be the cause
Signs there had been water leaking, what would be your actions
How many tubes could you plug ( think he was looking for a % but I was unable to give him
a number)
What are the different size water tubes in a boiler? Why do you have larger ones?
What is a stay tube?
On your 4 stroke main engine, one unit main bearing keeps wiping out, why? (I talked about
LO supply, then unit overload. Then got where he wanted that there was excessive crankshaft
deflections)
Reasons for there to be excessive deflections
Talked about grounding and actions after grounding
After grounding the captain wants to go full speed to make up for lost time, what are your
actions?
Talked about motor single phasing. How you know it is single phasing.
How to measure current going to a meter. Wanted to hear about the use of a clamp meter on a
phase.
There where some more electrical question which I cant remember. Nothing tricky.
Finished off by talking about ISM.
DOC and ISM. Validity and audits with these.
If your vessel had a major Non conformity how would you proceed.
Name : Innes Maclean GMA Candidate
Examiner : Iain Rowlands (Liverpool)
Result: Pass
Time: Just under an hour
Online – Microsoft Teams
Exam was at 1100, I was online 10 minutes before and had cleared the room.
Examiner came online at 1100, introduced himself and then we spoke about my experience and
recent vessel. Spoke a bit about my current vessel, operating areas and concept etc. Checked the
room with the laptop.
1.) You have joined a large Bulk Carrier as a new C/E. It is in the middle of a busy dry-dock and the
outgoing chief has left in an emergency. What do you want to see and how will you take over safely.
I took my time with this one and went slow just to settle the nerves.
2.) Take me through how to prepare for Load-line Survey – items covered in detail
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3.) Take me through how to prepare for an ISM audit – Documents and procedures in detail and how
you would present the vessel with regards to cleanliness etc. Spoke about NC’s and MNC’s.
4.) Last part of ISM audit, explain as C/E step by step checklist/drill with regards to a fire in the
engine room. I made sure to reference answers to actual chapters in ISM.
5.) Explain conditions of class – Some examples
6.) Validity of certificates
7.) Moved the vessel to lay-by birth, switchboard survey renewal in detail with trips and tests.
8.) In detail, process from ordering bunkers to receiving them including tests, spec. Consider next
voyage etc.
9.)You have received 1.49% sulphur fuel, would you be happy with this? Told him I would retest due
to testing equipment accuracies just in case. This led me into a conversation about my own
experience with new age fuel testing equipment (XRF Analyser for sulphur) and GTF fuels which he
seemed to find interesting.
10.) You are sailing A-B, your OWS has stopped working and you don’t have spares. What are you
actions? Who to inform and what documents are you looking for?
11.) Would PSC be happy to let you sail with a COC and Dispensation on your OWS? Could they stop
you from sailing? I told him I didn’t know the answer to this but I was going to give it a go. I said it
would probably depend on what risk category the ship was in…that they would possibly show a little
leniency to Low Risk Ships/Flag States as opposed to SRS/HRS . We had a conversation about PSC but
didn’t actually get what the answer was for this.
12.) Your dispensation is running out and you COC deadline is looming for the OWS, spares are
nowhere to be seen…what are your actions? Spoke about pressuring the office/procurement, and
speaking to DPA. In the meantime try to convince Flag and Class for an extension.
13.) You have two new cadets, both under 18. How would you treat them differently? I spoke about
restrictions (No nightshift and Haz Work), he asked be about hours of rest and I said I didn’t know
but I would check when introducing them to COSWP and the SMS which he seemed happy with.
After that he said he was happy to tell me that I had passed:
Candidate Muhammad Hamza (GMA Candidate)
Examiner Mr. Aidan O’Driscoll with Mr. David Fuller – On Microsoft Teams
Date 30 June 2021
Duration 1 hour
Result Pass
• What type of ships have you sailed on?
• OMD alarm, actions?
• For how long will you cool the engine?
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• What else do we have as protection on engine for such alarm? (crankcase doors)
• What can you tell me about SEEMP?
• How do ascertain the efficiency of your propulsion system?
• How often to take engine performance?
• How do you take calculate the fuel requirements for your vessel?
• How do you take Bunker? (Was interested in completed procedure from Planning Meeting to the
ORB entries)
• What ISO standard of fuels?
• Do we make an entry somewhere after completing bunkers? (ORB entry for bunkers)
• What is contained on BDN? (Sulphur content)
• What else? (Viscosity And Density and compliance with Marpol Annex VI Regulations 14.1 14.4.
and 18.1)
• What is the impurity in the newer lower sulphur fuels that is causing problems these days?
• What are we looking for in fuel analysis report? (Was looking for metals and term ‘catalytic fines’
in my answer)
• What is their effect on the engine?
• Have your sailed on vessels with Scrubber systems sailed? (I said no, and he moved on)
• Type of boiler you have sailed on. Meant to ask fire/water tube and vertical/horizontal and
capacity of the boiler
• During your rounds, you discover oil in the cascade tank. What will be your actions? And then he
went deeper in the process and the nature of damages to the boiler if the oil gets carried into the
boiler.
• What statutory certificates are we required to carry onboard? (He stopped me when I reached on
IOPP)
• What are the Survey Intervals of IOPP?
• When is this IOPP survey conducted during the year?
• What ISM certificate is issued to the ship?
• What is the survey interval of SMC?
• What ISM certificate is issued to the company?
• What is the survey interval of ISM DOC?
• Dry-docking steps on lay up birth.
• Which plans are sent out to dock?
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• How do we confirm that vessel will sit on the exact position it is supposed to be on the blocks?
(Examiner later explained that the eventual responsibility – of ensuring that the vessel sits correctly
lies with the Chief Engineer and the Master, so it is prudent that they visit the dock before it gets
flooded)
• After docking, Survey of the bottom of the ship, what to see?
• What measurements do we take on the propeller?
• What to check on propeller?
• What checks and measurements do we take on rudder?
• How to check the propeller for cracks? I went for ultra sonic testing to check the crack depths but
he asked me how can we test with the resources onboard (Die penetrant tests)
• What checks do we make on the tail shaft? (Poker gauge reading)
• What do we compare these poker gauge readings with? (Previous readings and the yard readings)
The examiners were very considerate and lead me towards the answers wherever I hesitated.
Towards the end of the exam, Mr. Fuller took some time and pointed out the weaknesses in my
answers. He was also very kind to give advice for career progression from this point on.
Sincere thanks to Mr. Piyush (GMA) for all his guidance for the exam preparation.
24 May 2021 – 45 mins. Pass. Gavin (GMA candidate)
Examiner – Habibullah Chowdhury. Office – Aberdeen
A very nice and easy guy to talk to, and he was very reasonable with any mistakes that were made.
Anytime I did not have a clear answer to something, he would come back to it later and explain the
question from a different angle to see if that jogged any memories. He would also explain the
correct answer if I got something wrong. Told me that since I had been working as a 2nd Engineer for
a few years already that my engineering knowledge should be fine and that he would mostly be
concentrating on legislation. I’ve maybe missed a few questions but most of them are here.
1. What do you know about DMLC1 & DMLC2
2. Talked about MLC2006 and its requirements, such as work agreements, work hours etc.
3. Asked about hull survey requirements, such as how many years between surveys, when inwater
surveys could be carried out etc.
4. Talked about Annex 6, particularly NOX. He wanted to know the contents of the NOX
Technical file.
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5. Fuel quality – Where would you find the sulphur content of fuel? Wanted to hear about
BDN, and also that fuel samples are sent away for lab testing after bunkering for further checks.
6. How can you test LO onboard?
7. Engine lub. Oil is showing low viscosity, what could be the causes? (Fuel, cooling water
contamination etc)
8. Where would the most likely source for fuel in LO be?
9. Asked to list the things a Bunker Delivery Note contained, particularly looking for the
declaration from the supplier that the fuel is compliant with annex 6.
10. List the certificates required onboard.
11. Talked about preparations for drydock at various stages, such as at 12 months, 3 months,
week before etc. Wanted to hear about drydock specs, organising parts/spares, delegating work etc.
12. Talked through the first inspection of a hull after entering drydock – Started at the front and
worked my way aft. He asked about percentages of wastage for anchors & chain for them to be
condemned, reasons for having a doubler-plate on bilge keel, would it be acceptable to remove a
damaged section of a bilge keel and not replace it (No).
13. Asked how to check propellor drop – Where the measuring point is, what tool to use. Also
asked if it is ok to use any type of gauge. I said that a dedicated poker gauge is usually kept with the
ship and this one must be used each time with the propeller in the same position at each
measurement, and he was happy with that.
14. Talked about checks on propellor – Means of testing for cracks, ways of fixing cracks, how
long can a crack be before that section must be cropped out and replaced.
15. Rudder checks, such as clearances and removing plug.
16. Shaft checks – He went into methods of non-destructive testing to use to find cracks in a
shaft. He wanted to hear ultrasonic.
Liam knock GMA candidate (c/e Unlimited) Examiner Zohrul Haque
26/5/21 – Pass
Discuss previous vessels (large yachts since 2015, Maersk beforehand). Discussed my experience since gaining
Class 2 ticket (only yachts), was hoping this would lead to 4 stroke questions…
2 Stroke crosshead engine – Lubricating the crosshead bearing and pin, how its done and why its required Talk
through boundary/hydrodynamic/hydrostatic lubrication and the differences.How to remove bearing. What to
inspect on bearing. What difference you’d expect to see between top and bottom half. Trunk engine vs xhead
engine, differences. Finished talking about securing arrangements, hydraulic jacks etc…
Tie bolts – Where/why they’re used. How are stress raisers minimised. How we use them properly, what can
happen if used improperly. Talked about elastic/plastic deformation. More on hydraulic jacks/what if they’re
stuck or tightened unevenly. You have reason to suspect a failure/failing bolt, who do you tell/ask for
assistance, what would your actions be on board. What can cause failures in service. How can incompetence
lead to the potential failure point before the bolt has made it to the engine – poor handling and damages
causing a stress raiser. Finish talking about high peak pressures…
Engine performance – How/why/when is it done? Talk through power cards, MIP/MEP. Bought some cheap
fuel, bad ignition, how would we tell on the cards? What would have given us an indication of this on the fuel
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spec on the bunker delivery note, CCAI. How can we burn the fuel – I mentioned CCAI timing on Flext engines,
he wanted to know about older engines and how the injection was advanced manually.
Class survey of Boiler – What certificate is this for? How often? Procedure to take it offline, permits necessary
for inspection. How to carry out inspection. Water leak found from 1 tube at the rolled end, now what are your
options – Plug/replace? Asked for more cost efficient solution – re-roll depending on Surveyors wishes. What
tests to carry out after re-rolling.
Still in DD, crack found in propeller tip on large vessel by surveyor, now what. How is crack stopped/repaired,
and by who.
Surveyor on board – talk me through critical equipment list. Why we have it, what it takes for machinery to be
put on the list. What is on the critical equip list on my vessel.
Steering gear – talk through predeparture checks and emergency procedures. Safety and auto changeovers.
Sailing is postponed, how long can it be postponed before you have to redo the checks. Timings of main and
aux steering arrangements.
PMS – talk through our DG and PMS arrangement. One DG is so old it’s knackered, what info does the super
need to source a replacement – Size/KVAR/winding arrangement etc. Draw star delta wiring diagrams and
what you’d expect to physically see at the terminals for each arrangement.
ISM – Why do we have it? What does it mean to us practically as Chief Engineers? Audits; observation, minor
NC and major NC, example of each and the differences in the restrictions. How can we get from Major NC to
Minor NC? CAPs, who is informed and their maximum validity. ISM certification, DOC/SMC explanation,
validity, audit intervals and what you’d expect to be checked during an audit.
MLC – Safe manning, why and what does it mean for us. Rest, accommodation etc. Asked what we would need
to bear in mind if new junior engineer was female – can only be asked to share with another female.
MARPOL – go through annexes and certification for each. Focussed on Annexe VI – what are we trying to
prevent/restrict. Where can we burn 0.1/0.5% etc. Why do we have scrubbers and the different types and
their operations. Explain ODP/NOx/Sox/VOCs. What is the maximum sulphur content we can legally buy.
Thanks Piyush for all your assistance during the prep course, and also with the individual questions I’ve sent
you since then, much appreciated.
Iain (GMA Candidate)Chief Unlimited
Andrew Dewar (1 hour 40 minutes)
24/05/2021
What was the last survey you were present at?
What certificated were being renewed? Under which convention?
What is with the IOPP certificate?
What is on the supplement?
With regards to filtering equipment, what do we need to know?
How does a centrifugal OWS work?
How does a baffle type OWS work?
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What regulations are in Marpol annex VI?
What does the BDN tell us?
How long is it kept for? Sample?
How do we comply with NOX regulations?
List all components that affect NOX
What do we need to know about T/C?
How does fuel burn in the cylinder? Initially and as it continues?
Can we adjust fuel injection start time? Can we adjust fuel injection stop time?
How do we time fuel pumps?
How do we calculate how long the fuel has to burn in a cylinder?
How do we ensure correct combustion within such a short time?
How does VIT work on a 2 stroke?
What is the Piston Crown made of?
What are camshafts made of?
How are they hardened?
What is nitriding? How is it done? Why do we use nitriding?
What is case hardening? How is it done?
What is annealing? How is it done
Are crankshafts hardened? How?
Crankpin a large 2 stroke is damaged. How much can be ground off? Why?
What is hydrodynamic lubrication? How do we maintain it?
How is a 2 stroke crosshead lubricated?
How is it maintained?
What properties must the crosshead have to withstand hydrostatic lubrication?
In drydock a section of plate needs replacing, how do you know what steel to use?
What steel do we use to build ships?
What grades of steel are available?
Where would we use higher grade steel? Why?
Where on a bulk carrier would we use higher grade steel additionally?
Showed a circuit diagram of a generator on the screen. Explain, in detail, whats going on?
2/E calls and says there is no voltage from the generator, as C/E what are your actions?
19
If a diode fails open circuit, will voltage be produced?
If only one diode fails will voltage be produced?
How does AVR work?
There are lots of questions missed here but if I remember ill send them in. Examiner was very fair
and made it more like a conversation. Asked some tricky questions due to the wording but made me
feel comfortable during exam.
Neil GMA Candidate Asif Hanif (Shields) C/E unlimited 20.05.2021
Asked about all certs and what convention they apply to.
Spoke about Types of survey and the periods between them, and certs attached to the surveys.
Asked for details on how to prepare for loadline survey.
He asked for details on all aspects of ism and how it’s implemented.
He asked me to draw shafting diagram and explain power losses through the shafting.
He asked me to draw an in phase card and explain it in detail.
How to calculate engine power from it.
He asked the procedure on taking power cards.
He wanted a detailed procedure on entering an enclosed space.
He asked about all types of fixed fire fighting systems and what’s different between hi-fog and water
mist.
He asked for a detailed contents of marpol annex 6 then asked about NOx tiers and who needs to
adhere to the regs.
Asked me to explain in detail how a generator works.
It was 2 full hours but alot of awkward silences. I was just asked the questions no follow up from
him. Not alot of fun.
Daniel Kent chiefs unlimited GMA Candidate
Examiner Nick Phillips (18.05.2021)
1 hour 10 mins
The questions seemed to flow based on my answers so I’ll try and get what I can remember.
The examiner was helpful. There was a lot of times he was looking for more and generally guided me
towards what he was after.
General chat about vessels I had been on and what ticket I am going for.
Started off by asking if I had seen the syllabus for the exam?
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Joining as chief without handover?
What is involved in familiarisation?
How would you know the ship is I’m compliance with regulations? He was getting at certificates
where I stumbled a bit so we ended up going into quite a bit of detail.
Asked about bunker delivery note and fuel analysis? I have him quite a lot on fuel analysis but
must’ve missed something as he kept asking anything else? I didn’t know and eventually we got into
discussing purifiers. How do you improve purification? I said slow throughput, line up in series of
possible.
In depth discussion about IAPP, nox tech file, ozone depleting substances.
From there went onto fridge systems, asked about how you would like to see a repair carried out on
fridge system pipe work and how you would test for leaks? I made an arse of this and he asked if I
had done much work on fridges and if I had done the f gas course – said no but I would like to.
What is Ism and SMS?
Went into quite a bit of detail on ism.
What is DoC and validity?
What is SMC and validity?
Pms system? Was looking for critical equipment definition and explanation.
What electrical maintenance do you in pms?
What firefighting do you have in the switchboard room? Said portable co2 and fixed co2, he was
looking for something else but couldn’t think what.
What would be in your chiefs standing orders?
I mentioned a number of things but one of them was good housekeeping which he went into further
asking what I meant by it?
I said about repairing leaks, no rags or combustible material lying around the machinery space.
Asked more about oil leaks but wasn’t sure what he was getting at so said following proper
maintenance procedures to minimise leaks. Eventually he guided me to that he was looking for
lagging of hot surfaces and how to check lagging. Apparently there is a figure that the exhaust
lagging shouldn’t exceed but I had no idea.
Co2 system release procedure?
How long would you leave the co2 in for? I said about shoreside giving advice but he wasn’t
convinced so asked if they don’t tell you how long?
I said monitor temperatures and boundary cool surrounding spaces until the temperature starts to
decline then prepare a ba team.
What will the team be looking for?
Boiler survey and safety valve survey in detail?
What are you looking for inside the boiler?
21
What is caustic cracking?
If you find these kind of things in the boiler what will be your actions? He seemed happy with my
answer of more careful monitoring, treatment and blowdown of boiler water.
What will you do if the second says there is no more oxygen scavenger onboard? I said maintain a
high hotwell temp and have more chemical ordered at the nearest opportunity.
There may have been a few other bits I will put up if I remember anything else. Never got any 2
stroke questions.
Thanks for all the help Piyush and best of luck to everyone!
Luke Crossley Chief Engineer unlimited oral GMA candidate
22/04/2021
Passed
Examiner ; Neaz Hyder.
What type of ships have you worked on?
How does ISM effect you as Chief Engineer?
How do you know your engineers are complying with ISM? How do
you know checklists are being filled out correctly ?
List all certificates kept on board ship.
What is the roll of the classification society? What is coc, what is
memoranda?
What certificates are still done by flag state? (DOC)
Tell me what you know about EAS
Tell me what you know about ESP
What is the contents of the NOX technical file? EIAPP certificate,
How do you know what Tier?…. Supplement to IAPP.
ISPS, tell me about it.
22
Ship arrives in port which is level 3, you have vital spares to bring on
board, what do you do?
Tell me about PSC.
Ship has just come out of dry dock and all certificates have been
renewed, why does PSC still need to come on board?
Ship has been detained by PSC, how to proceed?
Discuss MLC. What is DMLC1 and DMLC2? How would you get out an
emergency escape hatch if it was secured from outside?
How would you take over as Chief Engineer?
He asked about various types of bulkhead A60, A30 etc. Then asked
how you would know when you are looking at an A class bulkhead is
it A0, A30 or A60.
What are all the different types of fixed fire fighting systems you can
have on board ship? High fog, FM200, CO2.Talked about high fog a
bit, pressures, will it still operate during blackout, how to test etc.
How do you know CO2 has been released? 3rd engineer is missing
and fire out of control, CO2 will need to be released, what will you
do?
What would be re entry time after releasing CO2?
How would you proceed on route after the fire?
How often do you do a blackout drill? How often an enclosed space
drill?
2nd engineer gives you crankshaft deflection results. What do you do
with them?
What should be taken into consideration on main bearing for PMS.
What is CSM?
Examiner : Michael Groak (hull)
23
Time : 1hr 10 mins
Candidate : ajay verma for CE (M) GMA Candidate
Mr Groak , said he has seen all the documents and straight away
jumped to start with orals
1.He showed me a MAIB report , wherein he said OMD alarm has
been activated on 2 stroke engine ,what will be your actions .
2.What will you inspect in the crankcase after cooling down period.
3.What could cause a hotspot.
4.What will happen in case of blackout .how u will restore power .
(he asked me why ESB and MSB will have intrelock (I told him it will
create short ckt ), why cannot run pll the emergency generator with
Main generator (I was not sure about this one ).)
5.How will u fight fire if any
6.Asked me what happens when there is a blackout and specially
asked what would happen to T/C of main engine . (wanted to know
what will lubricate the T/C when all the LO pumps have stopped . I
told him that its the small header tank provided on top of T/C )
7.Asked me now that all the fire has been extinguished, if any what
checks you will carry out on the engine and he showed me the
pictures of the engine (which was completely destroyed due to
explosion) and said as a C/E what will you do .
8.What documents will you look for about the information about the
engine. (told him PMS).
9.He asked why are we suppose to have PMS.
10.What are critical items , what onboard your vessel will be a critical
item that u will not find on other type of vessel .(IGG ,as I was sailing
only on tankers )
24
11.Asked me about SMS , ISM , DOC , SMC and their validity .
12.Asked me what certificate do we have onboard ship.
13.Than he asked me what certificates will be effected by assuming
that the explosion has occur ed in one of the generator out of three
generators. (safcon and CoC).
14.He said in PMS u discovered that generator had a major overhaul
and than he showed me picture of con-rod and bush of the Gudgen
pin . and said that the team which did the job on the engine removed
the bush by using grinder rather than the correct procedure.After
removing he said that new bush should be cooled and shrink fitted
but the team just hammered it in . What effect will both these
procedure would have on the Bush and Con rod . (I told him Grinder
could have damaged con rod while taking out the bush and
hammering the bush while fitting it would cause distortion . both
these will act as stress raiser and that engine is four stroke it is
subjected to greater cyclic stresses and thus causing fatigue failure
and hence the HOTSPOT. He was very very happy with that answer
16.Than he asked me now u have informed company and that 3rd
generator is a total loss and now the ship has to go to nearest port
for repairs . how will u as a CE give orders to engine room staff and
what orders so the ship can safely sail .( night orders ,manned
engine room ..etc)
17.Now he said lets assume that we have a total loss of engine and
we are suppose to goto DD for repairs , what will u do as CE. How will
u prepare for dry dock. What documents will u send to the DD
manager.
18.He asked me that the ship is DD , luckily we were ballast and we
have a brand new engine , as a CE how will u commission this new
engine . (I told him about that we will run this engine for a few min
and measure bearing temperatures , flow of oil etc than slowly
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withing 12 hours bring it to full load . Monitor parameters , and than
stop . test all alarms and trips on the generator and alarms and trip
associated with generator on MSB. 200 hrs running check , change oil
after running in …etc)
19. Next he said that You in DD , ship is on the Block please take me
through what checks will u carry out as a CE (accompanied by
surveyor ,DD manager ,Tech superintend). when I reached the
propeller he said what checks would u carry out on Propeller.
20.Now he said what if one of the propeller blade is damaged and
that would have been evident to you before you would come to DD .
how u could have been certain as CE that propeller blade is
damaged. (Told him propller blade could have got damaged by
grounding , touching ..etc would cause imbalance on the propeller,
this would have caused vibration , intermediate bearing wear and
high temp , thrust pad vibration and eventually wear and clearance
would increase , more fuel consumption and most importantly he
wanted to that thrust pads being worn out would cause crankshaft to
be pushed forward and cause damage to it )
21.Now he finally asked me that boiler is ready for survey what
checks will u carry out with surveyor on boiler .
22.Than he finally asked about how will you maintain boiler water so
that tubes will not be damaged (necking of tubes ). I told him
maintain boiler water treatment .
23.Finally he asked me about caustic embitterment. How u will avoid
it . wanted to know the name of chemicals .
Finally he said thats all about we have covered almost everything
about syllabus and that he consider me pass . Need to improve upon
certificate and their validity (I got mixed up with some ) and said
26
gradually I will have enough experience to know more things as a CE
that I Should know.
Michael was helpful throughout the interview and was giving hints
and pushing me to get the answer . I found the oral questions to be
different than I thought .
Examiner Thomas Maddison on Microsoft teams
Chief Engineer Unlimited
DK – Pass
20th January 2021
ID checks
Discussed previous experience – engines, ask about any HV experience and different drives
FPP/CPP/Azipods
Take me through hand over with outgoing CEO?
List certificate held onboard
IAPP-NOx tiers, SOx limits, ozone depleting substances
EIAPP – what is it?
NOx technical file what it contains?
IEEC, EEDI and SEEMP – what’s in SEEMP and reason for it
ISM – what’s covered in ISM code, my understanding of ISM and how it is implemented onboard
Name different contingency plans and drills?
How do you know when they are due?
DOC – what is it and validity
SMC – what is it and validity
MLC – 5 topics, rest hours, cadets
27
Dry dock preparation to resting on the blocks (let me lead with this – I set the timeline starting at 6M
prior to docking and went over what as CEO I would be doing at each stage. I went in-depth with all
this which didn’t leave many questions until the bottom survey)
Who is responsible for fire fighting while in dry dock – actions in the event of an incident during dry
docking (SS and yard)
Bottom survey – what is covered? (I started at fwd end working back)
Anchor chain checks
Bilge keel – reason for doubler plate and how to repair damage to bilge keel.
Damage to hull found – I went through actions, who to inform and how to repair/test
Wear down readings and how they are taken
Rudder checks
Issues with weardown readings – how to pull a prop shaft (I covered planning, loler lifting plans,
additional lifting points, alignment checks, rudder removal, prop removal, muff coupling, shaft
withdrawal, checks carried out on shaft and bearing once removed then refitting)
Actions/Checks carried out during float up.
SEC – what it covers and what is carried out during a 5 year renewal?
5 yearly Lifeboats, davits, release gear – I spoke through MGN560
Types of fixed fire fighting systems
CO2 system and all routines, annual, 5 yearly
Enclosed space entry – what as CEO would you expect to be carried out for entry, during and close up
Examiner name: r.watson GMA candidate: srihari prakash
Place: Dover marine office
Date:26.02.2021
1. Take over as chief engineer from drydock
2. wat all the documents u ill check.
3. Dry dock inspection ,rudder checks, propeller checks, material of propeller,
y not brass.
4. role of chief engineer
28
5. what is ism,full explain,if u found something is not correct in your sms how
do u rectify,for example starting of life boat
is from battery but in sms its wrote by hand cranking..
6. isps full explain
7. how do u check ur 2nd engineer is competent
8.. shown me a copy of log book to find the fault, for-4stroke main engine
which I found L.O pressure is getting drop,and at the same time l.o temperatue
is also increasing ..
9. how do u order bunker, bunker barge along side then how do u start and
wat are specifications u ill check before bunkering, after finishing bunkering
wat u ill check, if order qty is not get then wat u ill do, if u found oil is coming
from one side wat u ill do.
10. preparation for blr survey, enclosed space entry procedures, wat is the
min value of o2 and lel to enter
11. wat is pour point,flash point
12. on board ship main engine turbocharger is blade broken , how do u
commence ur sailing.
13. high voltage?, wat is the advantage, procedure for entering in the high
voltage cubicles.
14. how do the large induction motors are starting, wat all the starters
onboard the ship..
15. emergency generator is not starting in auto and tried to do all and found
the problem but u don’t have spare on board the ship..wat u ill do..
16. fixed fire fighting system in engine room, all in details
17. classification of all bulkheads, where is located ,in sorounding if emergency
escape wat type of bulkhead ..details of standard fire test.
18.gear case inspection 2E found a gear has brokenbut u don’t have spare
onboard the ship..
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Martin Slaven less than 900KW Chief engineer orals GMA Candidate 27/01/21
Examiner: Andrew Dewar
Location: Online
Time: 1 hour 15 mins
He began by introducing himself and going through a checklist he had on checks such as passport
etc. He then asked me to show him around the room and make sure all doors to the room were
closed. This process took about ten mins all in, but helped settle nerves a bit.
1. What kind of boats do you work on, what location do they sail?
2. Voyage planning. How do you prepare? How do you know how much fuel you will need?
How much extra fuel would you carry?
3. Certs on board
4. What IMO conventions can you name, relating to certs.
5. How does the MCA issue guidance? What type of M notices and what are they for?
6. Planned based maintenance vs condition monitoring? How do you carry out vibration
monitoring, what areas are you interested in checking?
7. Checks on reduction Gear box, what kind of bearings are in use?
8. How would you check thrust bearing? What type of thrust pads (material).
9. How do you check efficiency of a shell / tube cooler?
10. Sea water differential rising, actions?
11. Sea water outlet temp at cooler dropping and engine running hotter, cause / actions?
12. Do you have stabalisers? What kind? What checks are you carrying out?
13. What are you looking for with oil results (stabiliser hydraulic oil)? Actions and probable
cause of higher copper content.
14. How would you perform work on hydraulic system – safety concerns.
15. Performance checks on engine? (mentioned electronic tests such as solenoid and injector
cut-outs). What if you had an older engine?
16. What is the load of your bowthrust motor? How is it run?
17. How does a freq drive work? How to calculate frequency? (I said speed / number of poles,
Im not sure its correct, but he seemed happy enough)
18. Safetys on bowthrust board?
19. Screenshared 2 x drawings, one of D.O.L, One a star/delta start – what are the safetys? What
kind of safetys and how do they work?
30
20. One drawing had an ammeter on one phase. What is it? How does it work? (current
transformer etc)
21. Fire detector tests, how to test, how often? How to test call points. Who to inform when
testing etc
22. What to check on shaft earth system? What would happen if wasn’t working, potential faults
etc
23. What are safetys on main switch board. Purpose of pref trips, how do they work?
24. Describe reverse power. How do you test? How does it work? What is limit and time
normally?
He ended it there and told me he was happy with my answers, kept looking at notes as if he wanted
to ask me another question, but didn’t. He was a very fair examiner and would help you get to the
answer he was looking for.
Examiner Thomas Maddison on Microsoft teams
Chief Engineer Unlimited
David Kay GMA Candidate – Pass
20th January 2021
ID checks
Discussed previous experience – engines, ask about any HV experience and different drives
FPP/CPP/Azipods
Take me through hand over with outgoing CEO?
List certificate held onboard
IAPP-NOx tiers, SOx limits, ozone depleting substances
EIAPP – what is it?
NOx technical file what it contains?
IEEC, EEDI and SEEMP – what’s in SEEMP and reason for it
ISM – what’s covered in ISM code, my understanding of ISM and how it is implemented onboard
Name different contingency plans and drills?
How do you know when they are due?
DOC – what is it and validity
SMC – what is it and validity
MLC – 5 topics, rest hours, cadets
31
Dry dock preparation to resting on the blocks (let me lead with this – I set the timeline starting at 6M
prior to docking and went over what as CEO I would be doing at each stage. I went in-depth with all
this which didn’t leave many questions until the bottom survey)
Who is responsible for fire fighting while in dry dock – actions in the event of an incident during dry
docking (SS and yard)
Bottom survey – what is covered? (I started at fwd end working back)
Anchor chain checks
Bilge keel – reason for doubler plate and how to repair damage to bilge keel.
Damage to hull found – I went through actions, who to inform and how to repair/test
Wear down readings and how they are taken
Rudder checks
Issues with weardown readings – how to pull a prop shaft (I covered planning, loler lifting plans,
additional lifting points, alignment checks, rudder removal, prop removal, muff coupling, shaft
withdrawal, checks carried out on shaft and bearing once removed then refitting)
Actions/Checks carried out during float up.
SEC – what it covers and what is carried out during a 5 year renewal?
5 yearly Lifeboats, davits, release gear – I spoke through MGN560
Types of fixed fire fighting systems
CO2 system and all routines, annual, 5 yearly
Enclosed space entry – what as CEO would you expect to be carried out for entry, during and close up
Examiner: Mr Ian Bell
Date: 15th Jan 2021
Time: 1:45hr
1. New chief onboard bulk carrier, old chief needs to leave in 1hr, what do you check? I mentioned
ROB of FO/LO/Cylinder oils etc, critical spares and tools onboard.
2. Mentioned OWS OCM, how to test 15ppm auto 3-way change over valve.
3. Engineer says turning gear not working, why? Went through turning gear diagram, reasons for
fuses (different types), reversing function, OCR, inverse-time etc.
4. Engineer says there is water coming from T/C drain, 1 hour notice to dept, what you do? I
mentioned water coming from boiler, but he wanted me to say EGE. How to check if this water is
from the EGE, wanted to test the water for boiler water chemicals to confirm.
5. How to isolate EGE, wanted me to say remove safety valves. How can you run without EGE, what
do you check? Wanted me to tell Capt to start slow running and we will monitor exhaust gas temps,
32
monitor funnel for sparks. Mentioned we would need to plug leaking tubes as per manufacturer
recommendations.
6. You are about to do a long voyage; how do you calculate the fuel required? How much extra fuel
should you have, he wanted 3 days extra.
7. What parameters are important for fuel, I mentioned all the usual, current sulphur limits,
problems with low sulphur, I mentioned Lubricity, but he wanted CAT fines.
8. Which cert determines DD periods, I mentioned 2 out of water bottom inspections in any 5yr
period.
Ship coming into DD, what 2 plans should you sent ahead of time, I mentioned location of keel
blocks, he wanted Shell Expansion plan.
9. What to check on vessel’s stern? What are you checking on propellors, how to check rudder for
leaks (0.2bar pressure)? Different checks with CPP, correct blade angle at zero pitch.
10. EMDG hunting during off-load test, 1hr notice to arrival, what do you do. Said you can ask port
for extra tugs encase of blackout, have class and flag attend on arrival to check EMDG over.
Examiner Thomas Madison
Candidate Edward Penn 20.11.2020
Started by asking me about my experience. Mentioned all experience was on passenger ships. He
then only asked questions in relation to passenger ships.
– Take me through ISM
– Is the chief engineer allowed to survey machinery?
– What might be in a planned maintenance system?
– Name some certificates
– What is in the IAPP certificate and how long does it last
– What is in the Nox technical file
– What is SEEMP
– What are some ways the ship is designed to increase efficiency?
– What issues may be faced when connecting to shore power?
– What safeties do you need to consider in regards to maintenance on emergency generator?
– What is the passenger ship safety certificate and how long does it last?
– What might be checked in a passenger ship safety certificate
– Provisions for an IWS
– What is checked on an IWS
– What are the tests that must be done on a lifeboat?
– Damage is noticed what would you do when preparing for a 3 day dry dock
– How would you repair a damaged podded propulsion drive?
– How does the POD reverse the propeller?
– What structural fire protection do you have onboard?
– What fixed fire fighting methods do you have onboard?
– How does the water mist work and is it through whole of the ship?
– What additional protection is there for passengers onboard?
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Nick Wilson Chiefs Unlimited 26.10.20 Neaz Haider Passed
Chief engineer of a new vessel. Explain what you would do.
Explain what documents you would look at and what certificates.
He wanted to know what documents were stamped by class.
He wanted to know about IEEC, SEEMP,
Went on to Condition of Class and Memoranda of class. He was not happy at all with my examples of
a WTD for COC and New ballast regs for MOD. He wanted more examples. Easy to think of now, but
nothing was popping in my head at the time. Got there eventually though.
Spoke about a grounding and what your actions would be. For some reason he still was not happy
about getting a CoC etc for this. Not sure what he was specifically after with regard to the CoC and
MoC. My advice is to have a few examples ready.
He wanted the regs for SOx and NOx. Explain about the tech file and what components affect the
NOx. He wanted the components listed. Spoke about the log you keep when you make changes etc
Spoke a bit about the FO change over log
Went through condition monitoring of tail shaft. What we are after and which condition monitoring
we would do.
Fire systems. Asked about FM200, asked about water mist. Nothing on CO2 except for mentioning it
as a medium.
Went through a leaking tube on a boiler and how we would repair it.
Spoke about bow inspection in dry dock. Hes very heavy on the construction side of things. He
showed a section through the front of the vessel and wanted 8 points labelled. I struggled here and
thought I had stuffed it. But he pulled me through. Phew
He asked about pintle clearances on rudder and what they are for. He told me that you are about to
sail and you’ve done final check but found your pintle clearances are out. Company isn’t bothered
and they want you to sail. What would you do?
Said I was going to be drydocking in USA. Went through whole procedure of what to do etc and then
realised he was leading to the fact that USA are 110v and he wanted to know what I would ask for to
be able to dry dock there. Asked for transformer to bring their voltage up. This was my only electrical
question.
Asked about indicator diagrams and why we take them. Showed only 1 fault on an out of phase card
and asked what was wrong. It clearly showed late injection.
Went through what I would show if there was an ISM audit. Certs, Logs, Drill records, Checklists etc.
Said I was about to sail but my engineer has gone sick and we are now under our safe manning. I was
a little stumped here. Obvious now, but he wanted to say that I would get a dispensation from Flag
to be able to sail. I said CoC first but he stated that minimum manning was a flag thing.
34
Went through complaint procedure. Eventually he wanted me to say I would go to the MCA, even
though I said ‘go to flag’ numerous times.*
Gordon Young 05th October 2019 – Neaz Haider Glasgow Online orals for Y1 Chief engineer
Tell me about ship, what engines?
What injection pressure?
Fuel leak off pipes and requirements.
Tell me about large yacht code and A class machinery spaces.
Join ship as C/E, what actions?
How many classification societies can you name?
Tell me about condition based monitoring?
Re-entry procedure for Co2?
How do you know it’s been released.
What is the capillary tube for in a CO2 bottle?
Tell me about Other types of fire fighting medium. Novec and FM200…?
Watertight and weather tight bulkheads? What are the differences, in detail!
Enclosed space entry procedure? Types of gas in fuel tank, ballast tank, cofferdam and battery
room?
AC and legionella?
Bugs in fuel?
Nox and Sox regs
Garage and sewage regs
WHAT SHIPS DO THEY APPLY TO????
IOPP requirements and sludge/sewage connections?
EIAPP requirements and nox technical file?
Refrigeration leak, how to remove air bubbles and recover gas?
How do you know you have a gas leak?
How to repair a gas leak?
How to promote ISM to a salty sea dog.
MLC chapters and what to do if someone had a complaint?
Ballast water management D1 and D2
Different types of bulkheads?
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22nd of September 2020 Alan Carmichael GMA Candidate
Ian Bell on Microsoft teams
Questions were very similar to earlier exam on 3rd of August
Exam was meant to start at 14:00hrs but there was a delay on there side so did not start till 10
minutes pass two. I thought the problem was on my side and could not connect.
1. General question on last ship I was on.
2. You are joining a new ship and company and departing Chief has to leave in two hours.
What do you want to see?
3. What is a class society and condition of class?
4. Your next voyage is from Buenos Aires to Rotterdam. How do you calculate how much fuel
you need?
5. Rules for Sulphur content of fuel per Marpol Annex VI?
6. Information on bunker delivery note?
7. Information on bunker analysis?
8. What are CAT fines?
9. What damage do fines cause and how can you reduce this damage.
10. Fuel analysis sent back to ship shows higher levels than on bunker delivery note.
What are your actions?
11. Electrical diagram of a turning gear motor showing both power and control circuit was
shared on screen. Asked to identify each component.
14. Captain reports that the ship is using to much fuel what are your actions?
15. Shared a picture of damaged camshaft and fuel pump roller. Asked what were the possible
reasons. (it was caused by a seized fuel pump)
16. Why has the fuel pump seized?
17. How do find out when ship next needs to go to dry dock?
18. Describe an aft end inspection of a standard cargo ship?
19. Rudder has water in it. Are you worried, what are your actions?
20. What can you tell me about ISM?
21. You are in the middle of the Pacific Ocean. A fire is reported in the emergency generator
room and switchboard room. Tell me what your actions will be.
22. You are in charge fire team talk me through your procedure to ready a fire team and sending
them in to fight it.
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23. The fire is out. You have lost your emergency generator and switchboard.
What have you lost and what are your actions?
Was told I had passed at this point. Total time was just under one hour.
GMA Candidate Arun CHIEF’S UNLIMITED 1st Sept 2020 Neaz Haider PASSED
Now you are chief engineer of a vessel. How will you take over?
Now In chiefs’ cabin, what documents and certs will you check
Statutory documents?
Flag documents?
Condition of class and memoranda of class
Critical equipment’s
Fixed fire extinguishing medium on board
How does Hi fog work
How does co2 work
Security level 3 precautions
Bulk carrier safeties
EIAPP cert for which vessels and details
Nox levels
Generator started and no voltage showing what is problem
DD inspection of hull from bow
Dent on hull what to do
Propeller checks and cavitation
Rudder inspection and clearances pintle clearances
How to measure shaft wear down
MLC purpose and titles
Complaints procedure – what is MLC HELPLINE number
Boiler water level how is it maintaining
Controller function
Temp controller function
Condition based monitoring system, purpose and usefulness
Apart from nox tiers what other methods for reducing nox
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How does ISM affect you and what is SMS
PV diagrams purpose and defects shown on the screen
Online Oral Exam Examiner Neaz Haider
1hr Pass Kevin Ridland GMA Candidate
C/E 9000KW 300GT
Went through checklist for online exam, conditions, keep discharge book and passport handy as he
wants to see them physically.
No sketches but he used screen sharing and asked about the diagrams he showed.
What is your understanding of Classification society?
Which class does MCA recognise?
What is condition of class and memoranda of class
Reg MARPOL SOX AND NOX how do you know if vessel is complying
Which MARPOL annex is SOX and NOX
WHAT ARE SOX AND NOX LIMITS
What are additional methods of complying with NOX
What is nox technical file and its contents
What are the precautions while entering a ballast tank for inspection and fuel oil tank?
On shared scree asked to identify
Star delta
Earthed neutral
Insulated neutral
Drawing of Foxle, identify the components
Showed out of phase power card, why do we take it?
Identify the fault conditions on the out of phase cards
You do head count before co2 release and one crew member is missing what to do?
What type of Fixed fire extinguisher on ship
Once you receive the decision to release co2 run me through this
If you go inside co2 bottle room, how will you know that all bottles have been released.
Actions after release
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Assess the conditions for re-entry after co2 release
Where will you re enter from
Vessel is preparing for DD, complete procedure from specs
What checks on steering gear
What is hunting gear and how it works
What do you understand about Marine Equipment Directive?
Motorman joins ship, he is very good in work but he cant speak vessel official language Engloish
what will you do?
What is your understanding of ISM
How will you implement ISM on ship as C/E
Do you know about bacterial contamination of lub oil
You have been assigned a cold lay up vessel, how will you bring it back to operation
What is condition based monitoring
How does it work
What is EIAPP
What areas and current limits
What are regulation under Ballast water management
D1 and D2 standards
What IS minimum GT to comply with sewage regulations
If your vessel is under 400gt do you still need to comply
Is there a record book
List all the certs you would find on board the ship
What are 5 titles of MLC 2006
How to handle complain from crew member
Class I (STCW Reg III/2) Oral Exam – Online via Microsoft Teams
Date: 10th August 2020 Time: 1430 to 1630Hrs
Examiner: Mr. Neaz Hyder Candidate: Shailesh Ranade Result: Pass GMA Candidate
Questions:
1. Do you know about MGN69?
2. What is the current regulation for SOx. How will you ensure SOx requirements are met
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with regards to bunkering of fuel? What is a BDN? Give its constituents. What are ECAs for
SOx.
3. Sailing from a port outside of ECAs to a port in ECAs; Fuel Report shows Statutory
Requirements are not met. What to do? How to prevent this from happening?
4. Explain current NOx regulations. How is NOx pollution from ships reduced? Give all
methods.
5. What is Technical File in relation to Marpol Annex VI? What all is included in there?
6. How to determine and assess performance of Main Engine? Then he showed certain
out-of-phase cards on the screen with different faults in combustion& told to identify &
explain the causes of them. [Faults showed were i) delayed start of fuel injection, ii)
afterburning& iii) fuel injector problem which was causing reduced rate of heat release
during diffusion combustion phase].
7. Second Engineer takes crankshaft deflection readings, shows them to you & says he is
certain of one main bearing being worn out. How will you assess the readings? When & How
are crankshaft deflection readings taken?
8. What are Critical Spares? How will you ascertain their quantity? Where is their
identification/description available?
9. What is difference between Weathertight Doors& Watertight Doors? Explain rules
regarding Watertight Doors.
10. What do you understand by Condition Monitoring System & PMS approved by
Classification Society? Explain CMS with regards to TailShaft & Stern Tube arrangement.
What are all the parameters you will monitor/record?
11. List all Statutory Certificates; Who issues them?
12. List all Classification Certificates; Are they mandatory?
13. You join as C/E & come to know that vessel has been given Condition of Class by
Classification Society. What will be your actions? What does Condition of Class
mean? Why is it issued?
14. How do you find out when ship is scheduled for Drydocking?
a) Explain preparations before going to DD covering all aspects.
b) What precautions to be taken just before going into DD?
c) When in DD detail standing instructions to ship’s crew regarding firefighting.
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d) Explain in detail inspection you will do in DD.
e) What checks & tests on rudder, pintles, rudder carrier bearing?
f) What checks on propeller?
He showed a damaged propeller on the screen. Asked to identify the damage & explain
how to rectify. (Damage shown was cavitation near blade edges; repair suggested was
building up the cavities followed by polishing).
g) Why cavitation occurs on propeller?
h) What other inspection on Aft region /ship’s hull? How is propeller drop/sterntube
bearing clearance checked?
i) Where do you expect maximum damage on hull due to rough weather? He showed a 3D
diagram of pounding region with parts numbered on it. Asked to identify each part.
Now you have identified damage, how will you specify rectification procedure? Where to
find details of hull plating?
15. Explain safety aspects adopted in High Voltage Sys. If a fire detector is to be tested in a
compartment having HV Equipment; how would you plan to do it?
16. Explain ISM in detail. What is DOC and SMC? What is their validity period, survey
schedule?
17. Explain about IEE, SEEMP &EEDI.
18. Explain your understanding about Ballast Water Convention. When was it implemented?
What stage is it at now? When is next stage going to be implemented?
19. Do you know MLC 2006? What all is included in it? You are C/E; one engine crew member
comes to you with a complaint -said I will try to talk to him and resolve; he said problem still
there – told him will talk with Master and ask him to intervene; he said issue still there – told
him if Master cannot solve then will have to contact DPA; he persisted saying even DPA
intervention doesn’t resolve – told him I do not know what to do next.
He told to check up procedure for redressal in MLC 2006.
20. Explain ISPS Code. What is Ship Security Plan? He said you are at port & maintaining
same security level. Access is restricted to Authorised Personnel only; E/R escape hatches
are planned to be closed; fire occurs in E/R now. How are E/R watchkeepers supposed to
escape?
Detailed questions were asked. Wherever I wasn’t able to recollect, the Examiner was
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considerate enough to give leads towards required data.
Heartfelt gratitude to All Faculty at South Shields Marine School as well as C/E
Piyush Jain from Glasgow Maritime Academy.
3 August 2020
Examiner Ian Bell online exam
Charlie (GMA Candidate ) Fail. Examiner was fair I felt, I wasn’t completely stuck on any question but
I definitely didn’t have the depth of answer being looked for, I put that down to nerves mostly.
1. Taking over a new ship, new company, sailing in 2 hours. Chief is called away for family
emergency. What do you want to see?
2. What is a condition of class?
3. Can a anyone raise a non-conformity?
4. What is critical equipment?
5. What is in planned maintenance system?
6. Itinerary has trained you are sailing Buenos Aires to Rotterdam Captain wants to know if we
have enough fuel, how will you find out?
7. What are rules for Sulphur of Fuel Marpol Annex 6.
8. What is given on Fuel oil analysis?
9. What makes you think BDN is correct?
10. Why interested in Vanadium content? How does it cause corrosion?
11. What are fines?
12. Fuel Analysis says Sulphur is too high, Not what is on BDN, what do you do?
13. Problem with fines in fuel, what do you do? Was looking for run in series. Checking filters.
14. How would lube oil analysis show fuel in Lube oil?
15. Shared a diagram of turning gear motor start system asked to identify all parts.
16. Whats special about the fuses on motor? DOL 6 x full load current.
17. Overcurrent protection, what other faults could it protect against?
18. Why earthed?
19. About to leave and 2nd reports water coming from T/charger drains, what are you going to
do?
20. How you know where water is from? Drain behind turbo is blocked? What will you test
water for? Nitrates.
21. It economiser what will you do, you must leave port now.
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22. How to repair?
23. What load will you run engine at?
24. Captain says you have been using too much fuel, what will you do?
25. Does anyone really use slip calculation these days?
26. Whats causing the increased fuel consumption?
27. What shows when ship needs hull inspection?
28. How often ship must have DD?
29. What is maximum time cargo ship can go between DD?
30. In dry dock, aft end inspection, what will you do?
31. What you will do if water inside propeller?
32. What will you look for on CPP?
33. There is a crack in a propeller blade, how will you fix?
34. What will crack test on tail shaft?
35. What can cruise ships do to prevent the risk of spread of Covid-19 regarding air
conditioning?
36. Fridge plant is not performing, what will you do?
37. Leak is fixed, what now?
38. You have left dry dock, fire in emergency generator room. What will you do?
39. Emergency generator and emergency switchboard are destroyed? What will you do?
Chief Engineer Unlimited Oral
D.Radcliffe (GMA Candidate) 03.08.2020 online exam_ – Hull Examiner: Pass
• How will you take over a vessel as chief?
• What surveys do Flag carry out?
• What surveys do Class carry out?
• Different types of NOx reduction? SCR, EGR , miller cycle and water emulsification.
• Different types of fuel to be used in the future?
• Sox Limits?
• Fuel sample? What do you want to see from the sample?
• Mentioned Vanadium, effects of high vanadium
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• Details on fuel used on vessels? ISO 8217
• Performance monitoring, Power card and draw card explanation and drawing of both.
• Rated power explanation?
• Voyage planning? Things you’d do as a chief.
• Air receiver inspection survey?
• Main engine power losses from engine to propeller?
• How energy is transmitted to the hull? Draw a typical 2 stroke layout
• Thrust block explanation?
• Description of stern tube system?
• Types of lubrication and where you’d find them?
• Stability? Explain metacentre and general stability talk through.
• Double bottom function and requirements?
• Drydocking , documents required to send before dock?
• Motor function and construction in detail?
• Types of motor starters?
• Diesel electric , propulsion types?
• Describe synchconverter and clyclo converter?
• Types of fixed fire fighting?
• Different types of C02? Bulk C02
• How do you teach people on fire fighting procedures
Craig T Mitchell Online<3000KW Chiefs Oral 18Th June 2020 GMA Candidate
Carried out By Andrew Duewer @ 1000-1125
ON the road up to the oral I was emailed by MCA Office(mine was Glasgow) confirming I had access
to Microsoft Teams and requested scanned copies of Government ID(Passport, Driving licence)
Discharge book and NOE and confirmation that you had a office area where you could take the
exam. Once confirmed you have the above a time is allocated and a link is sent for participation.
My Duewer started off by explaining the situation and confirming the secutity of the system, he was
happy I had down loaded the teams App and as I was using a MACBOOK seemed happy, I’m thinking
if it was a PC you’d need to ensure virus softwear etc. He then confirmed my identity by me showing
him my passport and discharge book. He then wanted the laptop camera panned around the room
to ensure I was alone.
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He then started the exam,
Question seemed to flow into each other so there was no specific numbers. He started off with
Engine performance, as chief engineer on a UMMS ship you notice after a period of UMMS black
smoke exiting the funnel whats your actions?
I state that I would first ask the bridge to reduce speed and after donning correct PPE I would
proceed to the control room to access engine parameters. I’d be checking all exhaust temperatures
and if there was a deviation on one would request an engine shut down as suspected a faulty
injector, he seemed happy with this.
He then carried on stating all exhaust temperatures were low and how would you proceed? I stated
this now sounds like a lack of air problem so I would investigate the charge air system, blocked
coolers, turbo, block air filters, blocked engine room ventilation, I stated if the door to the engine
room was stiff to open I would investigate external flaps and if they were clear request an engine
shut down as had indication of blocked air supply to the engine room. He was reluctant to realy on
any sensors and wanted to hear local temp pressure gauges and manometers to gauge coolers.
We then moved onto assessing engine performance, he was not happy with the use of any Dr Diesel
system and wanted to hear about taking manual settings like,Govenor Quadrant , fuel rack positions,
turbo before and after temps(using “Loss of Q” for load on turbo), cooler before and after temps, all
manually taken and then peak pressures to asses engine load. Wanted to hear about comparing to
previous readings, he stated that the engine performance data from test bed was not really relevant
as it’s an old engine now.
We them moved on to Marpol Aneex 6 and what information we’d find from this relating to cert
held on board, I stumbled here a great deal but he pulled me through. Wanted to hear about what
information you’d get on the IAPP cert etc.
We moved from there to Electrical discrimation, I was all over this by couldn’t remember the wee
relays were called and he want to here how an over current trip in a breaker work, I talked about
bymetalic strips and a coil which the current is passed through to generate the heat to trip the
breaker.
We them moved onto a new component to be fitted with a sensor cable to be ran through the
engine room how would you do it.
I stated that the bulkhead penitiration must by A60 rated and the cable should be sufficiently
shielded and kept away from and electrical power cables to prevent disrupitons. Talked about
meatal cable securing on the deck head for fire and also if you had to run over a power cable how
would you do it, I said at 90 dgress and as quickly as possible with additional shielding if possible. He
seemed happy with this.
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Moved onto A60 bulkheads, he was not happy with the no higher than 139 degree above ambient
temp in 60 mins at all. What he wanted was “prevent the passage of smoke, flame or heat for 60
mins” for an A0 we talked a great deal about this and he seemed happy with my answer of the
smoke/flame/heat thing.
We than moved onto fire fighting and particularly BA controller, I said the BA controller should only
have one job and a stop watch/alarm on his board to give him the times the team should be out etc.
He was very keen on the alarm bit and that the tea should be well out into the fresh air before the
whistle goes off.
Afte all of this he looked at his clock and noticed we’d went over time, was pleased to say that he
had passed me. All through the exam he was very easy to talk to and helped me through on anything
I was struggling with.
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GMA Candidate John 22.01.2020
Examiner Mr Smith @HULL
1. Went over docs. Explained it would be as per mgn 69. Looked at documents. Asked about
experience.
2. Noticed i was all 4 stroke so said i was now chief on a 2 stroke bulker for the rest of the
exam. New to company and ship, joining as chief what documents do you want to see.
3. Explain what certificates are onboard. Renewal time frames for these. What else would you
check? Nox tech, orb, fuel remaining on board, lube oils, stores awaiting delivery etc.
4. Anything else, crew hours of rest. Stated the msn 1877. Discussed annex 6 and sulphur
limits, talked about reg 14 and how its now 0.5 and 0.1eca.
5. Talked about using closed /open loop scrubber or bunkering in spec fuel. Talked about fuel,
bdn, whats important on the bdn as chief. Sulphur, viscosity.
6. Went into purification and gravity disk selection. Now onto cyl oil tbn, why change when on
low sulphur. he asked about cold corrosion.
7. Going to dry dock in 3 days just about to leave port, leak from turbo, where is it from. Went
down road of m.e coolant or economiser tube. Isolated one at a time and see which stops,
check economiser drain.
8. I then said its coming from economiser. Need to plug it. Cant isolate as captain said we need
to leave, i said as it was only a very small leak that i suggest we move to a safe anchorage
and plug the tube.
9. Went through isoltaion, permits, checking makers manual etc etc asked who to inform.
What would we send to dry dock, why.
10. Day before docking down, isolate the co2, how will you inform that its not operational, tests
on co2 system and safeties. At dry dock what is first supply usually connected.
11. Shore power, incorrect voltage? Are you taking it. How to tell phase rotation is correct, how
to fix if not correct. Shore power fails, what now? Emergency gen on until re establish power
or auxy gen on if cooling water supplied.
12. What else would require sea water / cooling? Central cw system, auxy gens, provision plant
and ac equipment. What other services would you need in refit, sewage, garbage removal, i
said fresh water but he disagreed, your fresh water tanks are full, i mentioned you may be
cleaning repairing etc so may be worth having, he said fair enough. Onto hull inspection,
anodes, what is cavitation in detail? Where is it likely to occur, how to minimise.
13. Stern tube, wear downs, rope guard, seal leaks, damaged paint, rudder clearances, rudder
inspection, locking wire in tact, remove rudder plug and a bucket full of water comes out,
are you concerned as its such a small amount?
14. I said it has the potential to be a crack or damaged to the rudder, would speak to
manufacturers and in the mean time carry out a Hydrostatic test.
15. Back to economiser and yard ready to repair tube, can the carry on?
16. No, follow enclosed space entry procedure in depth , ventilate for 24hours, full rescue
equipment, manned at all times, coms, intrinsically safe equipment etc etc.
17. Test environment, what are you testing for? How do you know your equipment is
functional?
18. 6 months later now at sea and captain has said your engines are using to much fuel what wiil
you do?
19. Is it the engines causing this or could it be something else how to prove. Into indicator cards,
sfoc, hull fouling.
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20. Okay so you have been given a charter how much fuel will we need? Daily consumption from
log book, umpumpables, days in hand, availability of fuel at next port, weather conditions.
21. Where to find eca limits, how will you know? When to change over, is it the same for all
ships, what do you log?
Non GMA Candidate
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Chief Engineer <3000kW Oral questions at MCA Glasgow 09/09/2019
Candidate: Murdo Fraser GMA Candidate
Examiner: David Langlands.
Result: Pass. 1 hour 20 min
Paper work, looked through discharge book, asked about previous vessels and the main engines on
my last vessel.
He stated that he was following MGN 69.
He started by asking how can you tell the health of your engines? (4 strokes)
How do you measure Pmax Pcomp?
How do you use a Peak Pressure Indicator?
You’re on passage and you notice high exhaust temps on one unit on your M/E? He was looking for
exhaust valve problems here.
What would you do? Looking for notify bridge, removing some load of the engine and get some
down time to replace the head. Discussed having a spare cylinder head ready to go.
He asked about fuel conditioning? Purifiers.
What type of fuels do you use?
What would you change on the purifier with different fuels? Gravity disc.
Your fuel system from tank to delivery valve?
Discussed briefly electronic injection, governor, speed response and load cards.
How does the jerk fuel pump work?
What controls the amount of fuel going into the delivery valve?
When the helical edge uncovers the spill port is that the start or finish of injection?
What safeties on an air compressor?
Safeties on an air receiver?
How does an air start explosion happen?
Draw out your air start system?
How does your air turbine starter work?
Do you carry spares?
What gearbox do you have?
Draw out the CPP system?
Explain using the drawing? I had been practicing this and he said afterward he liked the drawing!
If the bridge lost propulsion control what would you do?
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How do you work the emergency CPP control?
How do you get the commands from the bridge? Telegraph.
If your electrical system didn’t work? Switch to local control on the gearbox.
Is this an emergency procedure?
How often do you do it?
What steering gear do you have?
What alarms are there on your steering gear? Also wanted to hear visual/audio
What’s the difference between a steering motor and an ordinary motor?
Where does the power supply come from? Looking for emergency generator room.
Explain the emergency steering procedure?
How often is it done?
Your vessel has just dry docked and you’re doing the first hull survey, what are you looking for?
Went from bow to stern here looking for damage, sea grates, bilge keels, general condition, etc.
How do you check stern tube wear down?
What would you be looking for when surveying the rudder? Looking for ensuring the rudder had no
water ingress.
You mentioned OCR alarm earlier how does that work?
What are the three faults you get on an electrical circuit.
How do you know you have an earth fault and what do you do?
What are the dangers of an earth fault?
What are the dangers of multiple earth faults?
What are IR’s
How do you use a megger.
What electrical maintenance do you do on your alternators? Looking for disconnecting AVR while
doing IR’s.
What can you do to your alternator in dry dock? Chemical cleaning I think he was looking for.
How does a brushless alternator work?
If you had an equal but low voltage output what could that be? Happy with rectifier bridge and
changing all diodes out.
What maintenance do you do on batteries?
What are normal and low SG readings?
What is free surface effect? Virtual loss of GM due to movement of liquid reducing your righting
lever. (Thank you Piyush)
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We discussed slack tanks and water movement on large deck areas.
You’ve been involved in a collision and a normally empty ballast tank is holed and you’ve got a list,
what do you do to get back to port? I started to freak out a bit here but what he was wanting was
shifting fuel to counter the list.
What fixed fire fighting system do you have aboard?
How does it work?
What maintenance do you do on it?
How often?
Do you have contractors on board to service the system?
How often?
What happens to any fixed fire system during dry dock?
What fire detection alarms have you aboard?
How often are they tested?
What class of bulkheads in machinery space?
What does A60 mean?
Entry in to a confined space?
Levels of oxygen?
Levels on explosimeter?
What certificates does a standard cargo ship carry?
What does the ISM code mean to you as a chief engineer?
What is ISM DOC?
What is the ISM SMC?
What are the companies responsibility’s?
How do you prepare for an ISM audit?
What documentation should you have ready?
You mentioned contingency plans earlier, do you have a grounding contingency plan?
What sort of info would that have in it?
What is Class?
What is Port State Authority and what do they do?
And the magic words, I’m pleased to Inform you that you’ve passed!
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Chief Engineer’s Orals – Andrew Dewar
19 Aug 2019
Sandeep Devasia – Pass
Started with going through my testimonials passport etc. Asked me what sort of ship’s I’ve been
sailing on. Also had some casual conversation bout the ship’s he sailed on.
Questions
1. What are the 4 major conventions
2. Write down all the certificates you know as per convention.
3. Who sets the laws on a ship – flag. IMO lays the guidelines. Flag decides if they make it a law.
4. Then he went to boilers, asked me to describe the economiser system to him.
5. How the pressure would be controlled if the pressure goes too high.
6. Went into the working of a controller.
7. Asked me how the pressure is converted to a signal. Said with a bellows arrangement. Then he
wanted to know how it could be converted to an electrical signal. Said piezoelectric transducer.
Asked me how that works. Moving on.
8. Draw a flapper nozzle arrangement. Was struggling here and he could see that. Some how got
through that. Didn’t really prepare for controller diagrams. He added explain it to me like you would
to a cadet.
9. Said he’d ask me a gearbox questions cause I’ve not sailed with them. Wanted checks carried out
on it without pulling it apart.
10. How to check backlash.
11. Lube oil analysis of it.
12. How are gear teeth hardened. I didn’t know that. Took me back to crankshafts. Said it’s hardened
by the same process. Finally let me know it was nitriding.
13. Asked me where exactly the hardening was carried out. On the whole gear.
14. What would happen if the whole gear was hardened? – would get brittle.
15. How would you check contact was good-Marking Blue.
16. Went from there to drydock – you’ve finished your dock. Flooding. What checks would you do as
a chief engineer. He was very keen on securing bolts and lashing of them with seizing wire.
17. From there went into flooded. What checks will you make inside.
18. Ok. Disconnect shore power. What other services will you disconnect. At the end looking for
purging the Fire pumps.
19. Looked at the clock and said an hour’s up. Let’s do into electrics. What is discrimination. Explain
how it’s done.
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With that he said he’s gonna give me a pass. He was helpful along the way. Explaining things at
times.
He said they’re not looking for what you don’t know. They probe into things to see where you need
to improve. I May have missed some questions out.
At the end of the exam he also mentioned that most of the people coming for their chief’s orals
can’t answer Officer of the watch questions. Guess that’s why they go back to basics some times.
Venue: – North East Marine Office South Shields
Date: – 19th July 2019
MCA Examiner: – Ian Bell
Duration: – 1 hour
Amante Sanmut (GMA Candidate) Class 1 Unlimited Orals
First started to check my document? He asked what vessel you have sailed on recently? I said Tugs.
Do you know it’s an unlimited certificate? Yes
Than he gave me an electric drawing of the electric starting gear of a sea water cooling pump, and
before leaving the room he said when I come back I want you tell me all you can about the drawing.
Joining a vessel, 1st time on vessel, 1st time with company, handover will be very short; you passed
security checks and see this. And he gave a photo of a cracked open vent in the bunker station or
tray.
What are your thoughts? I said breach of Loadline, SMS issues, will ask outgoing chief why?
That vent is from the crankcase if DG3 what are your thoughts? I said block vent, too much venting
from the crankcase.
Than a photo of the side of a medium speed engine showing relieve valves, full with oil going down
from everywhere. Again what can you tell me? Primary explosion, lack of maintenance,
Will you start this? No. You need to sail? I said its DG3 so should be able run on the other 2, and you
always should have a back up.
What will you do? Check what happened, inform necessary parties if required Class, Flag, Company.
And start taking action to repair.
It boils down on the planned maintenance it says overhaul every 250,000hours?
I said there us surely a mistake, check makers specs, do revision if planned maintenance, check other
maintenance schedules if they are correct, and also for other equipment.
So, you preparing for sailing and the 2nd comes to inform you that there is water leaking from a
turbocharger? What do you do?
I said first check if its jacket or feed water. How? Jacket water, expansion tank, analysis of water,
wanted differences in analysis.
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Ok its feed water? And captain is ringing we need to sail. I said blank economiser, and inform captain
that we might have some excess consumption. Also some sparks might be coming out of the funnel.
Ok. The trip ahead is quite long, so company decides we are going on anchor to make the necessary
repair. I answered usual talks and PPE stuff, and then plug the tubes. He said do you have plugs
onboard? And I replied you should and he was happy with that.
How to calculate bunker required? How much extra will you order?
Drydocking? What to look for in drydock?
You remove the rudder plug and find water? What do you do? Pressure test, to check for leaks etc
What other test you do on the rudder? Jumping clearance, pintel etc
What about CO2? How do you make sure it’s not released in drydock as people are working?
Then he said you passed.
Throughout the exam, particularly in the economiser question I felt that he was putting a lot of
pressure on me presumably to check for decision making ability.
Exam Centre: Paisley Glasgow
Name: Michael DSouza, Class 1 (GMA CANDIDATE)
Examiner: Andrew Dewar
Duration: 1.5 Hour
Result: Pass
1. Write Down all the certificates? particularly looking for Insurance certificates for wreck
removal, bunker oil pollution and cargo oil pollution (BOPIC, OPIC)
2. What does DGDOC cover? SOLAS chapter II-2, Regulation 19,
3. DGDOC additional requirements and in which survey it is covered? (Safety Equipment
Survey)
4. What is anniversary date? What is major nonconformity with regards to surveys?
5. Renewal surveys for all above certificates is +/-3 months? I told except DOC. Examiner told
all certificates should be renewed prior to expiry. MCA will not tolerate asking for extra 3
months when you have the certificate in hand from past 5 years. If your certificate expires
you have to stop the ship.
6. What does FSS code cover? Detailed explanation on this. Particularly looking for fire integrity
standards and means of escape.
7. What does LSA code cover? And which SOLAS chapter it covers? Just bullet points here.
8. As a Chief Engineer what will do you if there is a pollution of oil on deck? And what are your
actions if the oil gone overboard also? Looking for SOPEP related explanation here.
9. As a chief engineer how will you make sure watertight integrity of your vessel kept under
control if there is a damage to the hull at sea? Explained everything which covers load line
survey checks in which examiner was looking for specially bilge pumping arrangements and
trying out alarms and ballast pumps are in good condition to take out water from the ballast
tank if damaged.
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10. Electrical Discrimination. Detailed Explanation Here. Starting from generator, Circuit Breaker,
Busbar, Feeder Panel, Transformer, each starter panels until motor thermistors what are the
safety devices fitted and how they protect the circuit?
11. How a motor can get burnt or overheat or overload? All consequences.
12. What are Steering gear motor requirements?
13. Explain short circuit and why short circuit protection required for control circuit of steering
motor?
14. What do you know about FMEA? (Failure mode and effect analysis)
15. As a chief engineer if your M/E Jacket water pump fails and also pressure transmitter or
pressure switch fails and you have no indication of water entering to cool your jackets or
not. What are your actions and what indications you have to make it alright? Looking for
what all other parameters alter when this happens.
16. Lube oil analysis. What tests these analysis cover? Detailed explanation here. Especially
looking for metal content.
17. If you find salt water contamination in lube oil what are your actions?
18. What bearing materials can you find in the lube oil? What does white metal contain?
Exam centre: Glasgow, 14 Aug 2017
Name: Krishna Chander (NON GMA CANDIDATE)
Examiner: Neaz Hyder
Duration: 1 hour
Result: pass
The examiner said that he would ask the questions based on MGN 69 not from the last vessel I sailed
on
1) Asked me what type of vessels I have sailed in ( container)
2) asked if I have any knowledge on cargo securing manual and what are its contents, recent changes
in this manual?
3) asked for all the statutory documents a vessel must carry, not including certificates ( official log
book, oil record book, IMDG code book for IMDG vessels, GA plan, Fire plan, I said engine log book
and he asked me if it is statutory I said yes and asked me where is it mentioned, I told him ISM states
documentation and also IMO’s list of documents and certificates States engine Record Book where
all the parameters are recorded, but he wasn’t convinced)
4) Contents of fire plan (Looking for fire isolation bulkheads in particular)
5) Alternative fixed FFA to halogen, technical name (not co2)
6) asked me if I have sailed in high fog system, told him only in hypermist system.asked how it
operates (pr of pump) and maintenances carried out. He asked me about the nitrogen gas bottle
fitted in a high fog system, I said I’m not familiar with that system.
7) ECA, he asked me what are the instruction I would give to my engine room staff if the vessel is
calling a ECA port? ( I told him about the change over procedure using the fobas calculator)
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8) He asked me what is the regulation/guideline for RORO carrier vessels calling ECA as there will not
be sufficient time for change over? I said I am not aware of any such regulation as I have never sailed
in those vessels
9) ballast water management system regulation and what kind of system I have sailed in and other
methods of doing it. He also asked me what is the limit of the microorganisms permitted in the
ballast water, the method of testing the effectiveness of the BWM system and on what basis the
vessels are exempted from the regulation ( I said I am only aware that the vessels sailing in national
waters are exempted but he was asking for other means for exemption)
10) How the Power Management System works
11) he asked me if someone wants to work nearby or on a high voltage system how would I ensure
their safety and what would I do? ( He was looking for use of live line tester in particular)
12) Tell me about the Planned maintenance system
13) Bulk carrier structure and safeties as per Solas? Cargo hold ingress alarm, forepeak bilges
eductor, hatch coamings and hatch cover strengthening, cross deck plate strength (BC fwd structure
in particular)
14) Drydock what are the checks that I would carry out on a vessel that is in the dry dock? on the list,
when I said I will look for corrosion he asked which part of the hull will be more corroded and why? (
I told him that corrosion in the forward bow area from fatigue corrosion due to panting and
pounding in that area)
15) Main Engine not starting in fuel but turning in air, what could be the reason (I said maybe the
fuel has not reached its ignition temperature because the engine is not preheated)
16) AE running but no Voltage in V meter, nothing wrong with the V meter, reason? (I said maybe
there could be a fault with the AVR, then he asked why, reason? I said maybe the AVR setting is
wrong, he said the AVR regulates the V only after it is generated. So I said maybe there is something
wrong with the excitation system, he asked me what could be wrong? I said maybe the residual
magnetism is lost. he asked me how do you rectify it? I said with a strong magnet or by supplying a
DC voltage to the excitation system, he seemed happy with the answer and he said lot of candidates
are answering AVR which is not correct)
17) SEEMP And EEDI
18) Briefly explain how to identify and fix a leaking boiler tube?
19) what is Condition of Class? And what is Memoranda?
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Examiner- Neaz Haider Paisely office
Examinee – Pavan (NON GMA Candidate)
Result – Fail
Time – 1hr 20
Paisley
1. About ships sailed and about Engine’s Worked? Oil/chemical tanker
2. Why tanker’s less freeboard comparing with other cargo vessels? I gave 2 to 3 reasons
He want clear explanation For my reasons?
3.what is free surface effect?
4. How is FSE effects stability of ship ?
5. How is ship designed to withstand Panting and pounding?
6.what is AVR ?
7. Draw and explain working principle?
8.Draw and explain electrical distribution system from bus bar to Motor? And MSB TO ESB block
diagram ?
9.If Cpp Lost hydraulic control at sea how WIll you move the ship? I lost partially Here􀔘􀔙􀔚􀔛
10. Draw and explain how Cpp works how pitch changes ? I Lost completely Here
11. How will you take Crankshaft deflection? Explained what I know….how will you take readings at
TDC?
12. BIG END bearing inspection?
13. As 2nd Eng how will you implement ISM onboard
14. Tell me what you know ABOUT MARPOL Annex 6?
15. How is jacket water temperature Maintaining as required? PID controller
16. Describe PID Controller operation? Slapped Myself
17. Difference between IAPP AND EIAPP certificate?
18.When you have IAPP why you need EIAPP?
19. EIAPP issued to ship or engine? Engine more than 130kw.
20. Standered connections on ships ? Sludge and sewage
21. Requirements for connections? About holes od and pcd.
Done come back again.
To be frank he is helpfull if we know the subject….I answered badly for few
Cpp as I never sailed on it but he said I could sail in future and as per MGN 69 I Must know,
PID controller I sketched n tried to explain but I couldn’t reply for cross questions
I don know where I missed in electrical distribution system but it’s there in his feedback .
Finally I got a chance to learn More 􀖰􀖱
Name :- DHRUV RAKESH SHUKLA (NON GMA Canddiate)
DATE:08/04/2019
EXAMINER :MR ANDREW DEVER
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1. LIST OF STATUTARY CERTIFICATE. LOOKING FOR NAIROBI CONVENTION AND WREKAGE
CERTIFICATE.
2. SURVERY INTERVAL, WHAT IS ANNIVERSARY DATE.
3. WHAT IS THE WINDOW PERIOD FOR SURVEYS.
4. IAPP CERTIFICATE WHAT IT INVOLVES.
5. HOW WILL SHOW TO THE SURVEYOR YOU FOLLOW NOX REGULATIONS.
6. HOW WILL YOU SHOW THE SURVEYOR YOU FOLLOW SOX REGULATIONS.
7. WHAT ABOUT INCINERATOR, LOOKING FOR COMPLETE COMBUTION AND CARCIOGENIC
EMISSIONS.
8. CAN YOU RUN INCINERATOR IN PORT, OR PORT LIMITS.
9. WHAT TEMPERATURE IN INCINERATOR.
10. INTERNATIONAL POLLUTION PREVENTION CERTIFICATE FOR CARRIGE FOR NOXIOUS LIQUIDS IN
BULK IS PART OF WHICH CONVENTION.
11. MAIN ENIGINE SCANGE INSPECTION INDICATES LOT OF DEPOSITS EXPLAIN REASONS.
12. WHAT IS SCRAP DOWN ANALYSIS., WANTED TO HERE PISTON COOLING LEAKING.
13. DRY DOCK ALREADY ON THE BLOCK CHECK BEFORE FLOODING THE DOCK
14. WHAT YOU WILL YOU CHECK ON THE CPP PROPELLER, TOLD HIM EVERYTHING BUT WAS STILL
ASKING FOR SOMETHING ELSE.
15. WHAT WILL YOU CHECK ON RUDDER.
16. WHAT CHECKS ON THE GRATTING ON SEA CHECK
17. TOLD HIM EVERTHIGN BUT WAS SATIFIED AFTER HEARING SECURING OF BOLTS WITH SEASING
WIRE.
18. DOCK ABOUT TO FILL UP CHECKS INSIDE THE SHIP.
19. WAS LOOKING FOR VENTING THE FIRE PUMP.
20. BALLAST WATER TANK INSPECTION.WAS LOOKING FOR REASONS FOR CORROSION AND VENT
PIPE CORROSION.
21. LIFE BOAT DAVIT INSPECTION.
22. LOAD TEST OF THE LIFE BOAT.
23. HOW OFTEN DU U LOWER YOUR LIFE BOAT IN THE WATER.
24. WHAT IS LOAD TEST INTERVAL.
25. WHAT WILL BE DONE IF THE WEIGHT OF LIFE BOAT HAS INCREASED.
26. DO U MEASURE THE WEIGHT OF THE LIFE BOAT
27. WHAT IS THE WEIGHT OF THE PERSON CONSIDERED IN A LIFE BOAT
WE WILL END IT HERE I WILL GIVE YOU A PASS, TOLD ME TO BE CARE FOR CHECKING THE SECURING
ARRANGEMENT OF THE BOLTS BY WIRE OR PLATE OF UNDER WATER ITEAMS AS CHIEF ENGINEER
SIGN THEM AND IS RESPONSIBLE IF ANY THING FALL OF IN PRACTICE.
BEST OF LUCK GUYS.
CANDIDATE: AMIT KUMAR SINGH Non GMA Candidate
LOCATION: GLASGOW
EXAMINER: NEAZ HYDER
RESULT: PASS
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DATE: 03/04/2019, TIME: 1100HRS- 1200HRS
1. Type of ships sailed.
2. What major o’hauling you have done.
3. Have you done liner O’haul.
4. Take over as chief engineer, mainly what documents you will check.
5. Condition of class and memorandum of class?
6. NOx file content.
7. Dual Fuel engine working for 2 stroke and 4 stroke, what kind of gas used?
8. Hull Inspection in dry dock.
9. Inspection on rudder, Pintle clearance where to take and how. What takes rudder load, function
of Pintle.
10. Inspection of anchor especially was looking for bitter end to check for stuck up.
11. Inspection of anchor chain.
12. Inspection of bulbous bow , mainly he was interested Panting and Poundings.
13. Draw and explain ICCP system.
14. What are fitted bolts and where are they used, what if you no fitted bolts were used?
15. How to take crank case deflection and why it is taken, He was looking for graph, important
points to consider before actual start.
16. Inspection of CPP propeller in dry dock.
17. How Blades of CPP are rotated, explain with a hydraulic diagram.
18. What if you CPP hydraulic system failed at sea and cannot be repaired, how you will reach next
port will you ask for salvage? I answered in this case blades will go to fail safe which is set to
Ahead direction so we can go to next port, he was convinced with the answer.
19. What is Nairobi Convention is about?
20. ISM code in details, how it affect you as Chief Engineer.
21. Lots of questions on Insurances applicable to the vessels.
22. If new Crew joined don’t understand English your action?
23. Complaint handling procedure.
24. Certificate/Document only applicable to container vessel (Since I sailed on containers only).
25. Special requirement for Bulk Carrier as per SOLAS Chapter 12.
26. Free surface effect , explain with diagram?
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27. MLC in details, certificate, purpose.
28. How Spread of fire is controlled onboard.
29. Difference between A60 and A30 Bulkhead, was looking for insulation.
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63
64
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Examiner: Andrew D
Location: Paisley
Result: pass
Kabilan Sadasivam Non GMA Candidate
1. What kind of ship sailed.
2. What is the difference between fuel pump
Of sulzer and b n w.
3. How does it’s operate on both engine.
4. Explain crankshaft deflection. What are the measures u will do if it deviate from the limits.
5. Draw the graph from the obtained readings.
6. What will you do if main bearing overheat alarm activate.
7. What are places you will check in for the alarm. What are preventive measures.
Electrical:
1. What is discrimination explain in details.
2. What are devices found on a motor to determine overload/ short circuit. How they function.
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3. What are the safety device on steering motor.
Legislation:
1. List of certificates statutory
2. Functions of flag state
3. Functions of port state
4. Functions of classification society
5. Explain IAPP, IEEC, Nox
6. IMDG code
7. A class bulkhead in details and how penetration made. How will you define a a class 60 bulkhead.
8. Location of Collision bulkhead.
9. How vessel certificates define that is valid.
10. Solas convention and its chapters.
11. ISM in details.
GMA Candidate – Marc McCrindle
MCA centre – Beverley (Hull)
Level – Chiefs
Date – 24th April 2019
Examiner – Mr N Smith
Duration – 1 hour
Looked over documents and checked sea service testimonials
Your joining a new vessel, what documents will you be looking for?
All certs, handover notes, rest hours of crew (wanted these stated), induction, PMS, conditions of
class etc.
What record books?
What is stated on BDN?
What’s on Fuel spec sheet?
What are catalytic fines?
What’s the more important specs given on sheet?
Sulphur, density, CCAI was ones I gave
Density used for?
Tank calibration and purifier gravity disc
Where would you find current sulphur limits?
You’re alongside, captains given 1 hours’ notice to sail and 2nd has just called to say there is water
coming from the turbo drain?
Notify bridge / ascertain source either economiser or coolant system
Either coming from the turbo coolant system or from economiser – how could you find source?
Header tank level and catch point for water before turbo
Found source, economiser – now what – we NEED to sail?
Isolate, drain and make safe the economiser then sail to anchor
Discussed after exam, he was pressing throughout the exam on putting me into situation where I
have to make call which has knock on effects re safety and costs. If leak was marginal, he would have
suggested sailing and then going to anchor to clear berth in port and save on additional charges.
Ok, how are you going to fix leak?
Plug it – wanted a clear understanding how this was done with tie rod in-between
Ok, it’s fixed – who to notify?
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Class, Flag state, port state, company
Coming to dry dock, what documents will you make available for the dry dock manager?
What will you do at layup berth prior to entering the dry-dock?
Co2 – discuss services to be connected. Mention posting of signs to notify people that Co2 is
disconnected.
Co2 is isolated, what maintenance might be carried out whilst the system is disconnected?
Bottles, pilot bottles, alarms, general painting in space etc.
Dry-dock want to connect power – talk me through it?
You need 440v, they’ve got 380v – what next?
I went through the issue with lower voltage – possibility of running on ships power – No. Shore
converter or transformer – No. Only have necessary equipment running and monitor the motors for
additional heat was his suggestion if frequency is ok.
Talk me through an inspection at the stern area of the vessel?
Stern tube – wear down. Propeller, cavitation hi low pressure side. CPP additional checks. Rudder,
wear checks
Ok, rudders got 10ltr of water in it, now what?
Pressure test – he would suggest only hydrostatic as pneumatic has potential to be more dangerous
however if a relief valve and calibrated regulator was used then this would be acceptable.
Your in dry-dock, you’ve got a port and starboard fuel tank both half full and need to inspect one,
what do you do?
I started with that this should have been pre planned prior to entering the dock – as it isn’t good to
move round weight whilst on the blocks. Unfortunately this is the situation – I suggested waiting
until the vessel re floated which he disagreed with. I then said I would have to discuss with the dry
dock manager and company. If agreed, pump out the tank to other one, carry out inspection then
return fuel back to tank after.
Voyage fuel planning – how?
SFOC, weather, SMS percentage to be kept in hand, un-pumpable etc., future voyage locations if fuel
is available.
Vessel gradually increased fuel consumption– possible causes?
Fouling of hull, engine performance
How to you take engine performance?
Go through ascertaining the engine power output etc.
What is this information then compared with?
Ok, were back to dry-dock and boiler manufacturer has arrived to repair leaking economiser tube –
good to go?
Go through SMS procedure, possible shore chemist attendance if dry-dock requires – all paper work.
Enclosed space entry – what is required for this?
Full procedure and equipment given
Oxygen level is 23% – so?
Check meter calibration – continue to ventilate – do not enter until within safe range.
Mohit Vyas
GMA Candidate Chief Orals Pass 03.04.19 Hull
1. Duties of Chief Engineer
2. Prepare for dry dock.
3. Six months before and then just prior to enter
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4. What special tools and spares to be procured.
5. Safeties in Dry dock
6. What is docking plan and what is contains
7. Shell expansion plan, why do we need it and what info is available on it
8. What info for fin stabilizer to be given to dock (As I am from passenger vessel)
9. What test on central cooling system in dry dock if we are not taking shore power, just sea
water inlet connection
10. Shore power requirements and safeties
11. What checks on cpp and spares for drydock
12. How cpp is connected to stern tube and then stern tube connected to intermediate shaft?
13. Taking out cpp and stern tube in drydock#
14. How do you check phase sequence on shore power if no lamp or meter is connected
15. Which is the easiest motor to check rotation
16. Shore connection procedure
17. With regards to thermal oil heating system what are the safeties of the system
18. How system works and key things in the system
19. Draw card for 2 stroke in normal condition, fuel valve faulty, exh valve leaking, poor quality
fuel.
20. Why is there a dip in pressure before fuel injection
21. One of the exh valve is leaking in bad weather but captain cannot stop ship, actions
22. What would you check before lifting fuel pump off one unit.
23. What special tool you need to make sure you have before work on muff coupling in drydock
24. How will you keep track on any overhaul and breakdown maintenance between drydock
25. how does VIT automatically adjust the injection timing
26. what does it monitor in the cylinder?
CHIEF ENGINEER ORAL Non GMA Candidate
CANDIDATE : RAVINDRA KATKAR
EXAM CENTRE: HULL (BEVERELY)
DATE: 21-FEB-2018
EXAM PERIOD : 1 HR 10 MIN.
EXAMINER: A NAGALE
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1. INFORMED ABOUT BUILDING FIRE SAFETY. TOLD ORAL EXAM WILL BE AS PER SYLLABUS OF
MGN 69
2. CHECKED ALL MY DOCUMETS-PASSPORT, CDC, COC AND SEA SERVICE TESTIMONIALFOR
LAST SHIP
3. WHAT TYPE PF SHIPS YOU SAILED ON
4. VESSEL IS GOING FOR DRY DOCK IN NEXT 3-4 MONTHS TIME. HOW WILL YOU PREPARE DD
SPECIFICATIONS
5. WHAT ITMS IN DEFECT LIST
6. HE WAS PARTICULARLY LOOKING FOR ANY CONDITION OF CLASS
7. WHAT INFORMATION NEED TO SEND TO DD AS CE POINT OF VIEW
8. WHAT SPARES YOU WILL ORDER FOR DD
9. WHAT SPARES IN CASE OF CPP
10. WHATS IS DOCKING PLAN, WHAT IT CONTENTS
11. WHY SHELL EXPANSION PLAN & WHAT IT CONTENTS
12. SHIP REQUIREMNTS/SUPPLIES IN DD
13. WHAT WILL YOU ENSURE BEFORE TAKING DIFFERENT SUPPLIES FROM DOCK
14. WHAT CHECKS, 1 MONTH BEFORE VESSEL GO TO LAY UP BERTH
15. CHECKS BEFORE VESSEL SHIFT ON DOCKING BLOCK
16. VESSEL IS IN DOCK, WATER HAS STARTED PUMPING OUT, WHAT WILL BE PROCEDURE TO
CHANGE OVER TO SHORE POWER
17. WHAT WILL YOU CHECK BEFORE CONNECTING SHORE POWER?
18. WHAT IF SUPPLY IS 50 HZ, WILL YOU ACCEPT IT AND WHY
19. WHAT IF VOLTAGE SUPPLY IS LOWER, WILL YOU ACCEPT IT & WHY
20. CAN YOU DIRECTLY SWITCH OVER TO SHORE POWER
21. WHY EARTHING TO SHORE IS REQUIRED
22. HOW WILL YOU CHECK PHASE SEQUENCE?
23. WHAT IF PHASE SEQUENCE IS WRONG?
24. HOW WILL YOU CORRECT IT?
25. DOE IT MATTER WHICH CABLE TO SWITCHOVER
26. WATER HAS PUMPED OUT FROM DOCK, YOUR CHECKS?
27. TAKE ME THROUGH HULL INSPECTION
28. WHAT DAMAGES YOU MAINLY LOOKING ON SHELL PLATES
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29. CHECKS ON SEA CHEST IN DETAIL
30. CHECKS ON RUDDER IN DETAIL
31. CHECKS ON PROPELLER BLADES
32. WHAT IS CAVITATION DAMAGE
33. WHAT EXACTLY IS CAVITATION, HOW IT HAPPENS?
34. HOW WILL YOU COME TO KNOW WHETHER IT IS LONG TERM CAVITATION OR RECENT
CAVITATION?
35. FURTHER CHECKS ON PROPELLER
36. CHECKS IN CASE OF CONTROLLABLE PITCH PROPELLER
37. WHAT IS DIFFERENCE BETWEEN ZERO PITCH SETTING AND ZERO THRUST SETTING
38. CHECKS ON STERN TUBE? LOOKING FOR CONDITION OF ROPE GUARD AND ANY TRAPPED
FISH NET, ROPE
39. MAIN TYPES OF ELECTRICAL FAULTS
40. WHY EARTH FAULT OCCURS, WHAT HAPPEN EXACTLY IF THERE IS EARTH FAULT
41. HOW SHORT CIRCUIT WILL OCCUR THEN
42. WHAT CAN CAUSE OPEN CIRCUIT
43. WHY DO WE NEED PROTECTION DEVICES IN ELECTRIC DISTRIBUTION SYSTEM?
44. WHAT IS DANGER TO PERSONAL SAFETY IF THERE IS EARTH FAULT
45. HOW WILL YOU DETECT AND CLEAR EARTH FAULT?
46. WHILE TRACING EARTH FAULT, YOU HAVE FOUND THERE IS ONLY SLIGHT CHANGE IN
NEEDLE OF MEGA OHM METER ON SWITCH BOARD, WHAT IT INDICATES?
47. YOU HAVE EARTH FAULT ON 24 V DC SUPPLY, ANY SAFETY HAZARD, AS LEAKING CURRENT IS
VERY SMALL?
48. WHAT IS IT DANGEROUS FOR THEN AND WHY?
YOU HAVE RETAINED YOUR CERTIFICATE OF COMPETENCY, I AM HAPPY TO GIVE YOU PASS.
MR. A. NAGALE IS VERY NICE PERSON AND MADE ME COMFORTABLE. HE GUIDES YOU TO ANSWER
AS WELL. AS IN MANY CASES STUDENTS KNOWS THE ANSWER BUT DON’T REMEMBER AT LAST
MOMENT, USUALLY WE GET TENSED BEFORE EXAM. I TRIED MY BEST TO PUT MAXIMUM
QUESTIONS HERE, MIGHT HAVE MISSED ONE OR TWO, AS THERE WERE LOT OF SHORT QUESTIONS.
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Oral for GMA Candidate Robert Kay <3000KW
Paisley jan 2019 examiner Andrew Dewar
1 hour
Usual checks on paperwork
Type of vessel, length, breadth, GRT, M/E details A/E details
You are preparing for a long voyage, how do you know you have enough fuel.
How does fuel system work, pumps governor and fuel rack
Alarms and shut offs on main engine, how do you test
You said you had azimuths, how does clutch system work, material plates, and discs made of
How does the azimuth turn, basically steering system
How does hi fog work
How does gear box work, how to check gearwheel for damage, damage on teeth
How do you do dye penetrant test
Draw 4 stroke timing diagram
Explain the cycle
What test on fire detectors
How often and different types
What do you log in engine room log bok
Oil record book discuss
What do you know about ISM, MARPOL SOLAS, MLC
What are responsibilities of chief engineer
17.09.2018 William Mair C/E Orals at Paisley with David Langlands 1 hour 15 mins
1. What type of vessel.
2. Engine Bore
3. How to calculate power developed by engine
4. draw pv diagram
5. engine power is ok still ship speed less reasons
6. name certificates.
7. who issues these certs
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8. difference between class and flag
9. what does class do
10. can ship get insurance if no class
11. what is port state what do they check
12. as chief engr prepare for ISM audit
13. MLC wanted DMLC1 and 2
14. Does a vessel has to has PMS.
15. how does ISM affect chief engr
16. what are critical equip
17. how often ship needs drydock (SOLAS chapter 1 reg 10) and iws mgn 546
18 6-month prep d dock then 1-month prep
19. at layby berth what to do with d dock
20 what precaution will you take before ddock
21 inspection of dock bottom
22. anchor chain wastage limits
23 how to check for hull thickness
24 what will u compare the readings to?
25.how to measure stern tube wear down
26. where do u take measurement
27. how do u know readings are ok
28. in ddock persons are having disturbed work hours due to work being carried out on the
accommodation how to tackle the situation.
29. before flooding what to check
30. ship side valve can it be replaced with any valve
31. bunkering procedure.
32. how long retain BDN
33. samples and where will you keep record of seal numbers
34. what do u enter in ORB after bunkering
35. how to plan amount of bunkers needed.
36. SECA areas and limits of sulphur
37. do lifeboat and ency gene need to comply with nox regulations
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38. what is in nox tech file
39. what certs relate to this
40. how do you record ozone depleting substances on board.
41. what type of refrigerant on your ship.
42. boiler survey and areas looking for.
43. boiler water treatment
44. what chemicals and for what
45. safety valve does not lift actions
46. would you take boiler back to zero pressure.
47. what does your emcee gene supply
48. how to test quick closing valve
49. what are limitations
50. what is free surface effect
51. what are regulation for f.w production.
52. what rating is engine room bulkhead.
53. where find info
54. what are types of fire class
55. piston removal
56. one nut not coming out what to do.
GMA Candidate Feb batch Malcolm Rang
Paisley office 04.09.18. Chiefs Unlimited Pass 1 hour
Examiner Andrew Dewar
Ships certs,
Iapp in great detail including all regulations nox technical file
drydock spec
pms
ums
Sox regs BDN Iopp especially in regard to ows.
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Renewal of ships hull plate in drydock with respects to material spec correct welding rods class
approved repair.
Tailshaft removal for survey what to check.
Refrigeration faults high press low press venting of air how to do with gaseous new type refrigerant.
Write a drydock spec what would you include.
Class certificates and conditions of class what notes on certificates with regard to class.
Write a procedure for testing of fire detectors and how often all tested.
Preferential trips and how they operate and what do they disconnect.
A class bulkhead and where they are.
Chief Oral July Batch GMA Candidate: 6th Aug 2018, 1030 – 1130
Examiner: David Langlands
Candidate: Pg Shahirul Shaimee Bin Pg Daud
1. Asked about my last ship engine – 2 and 4 stroke
2. How to read performance curve of an engine.
3. All indicator cards to draw (inc. light spring). Calculate Power.
4. Power loss from one unit only – USE COMPRESSION CARD AND FIND PEAK PRESSURE TO FIND
GOOD SEALING OF THE PISTON RINGS. OTHER REASON BLOWBY OF EXHAUST VALVE.
5. Exhaust high temperature on one unit for 4 stroke – TAPPET CLEARANCE
6. Exhaust high temperature on one unit two stroke (not scavenge fire or faulty sensor) – bLOWBY
EXHAUST VALVE AGAIN.
7. Motorship specific before entering and after drydock – CRANKSHAFT DEFLECTION.
8. Why there will be a possibility of misalignment after drydock. TIE BOLTS COOLS DOWN IN DOCK
SO IT TENDS TO LOOSEN UP. PRESSURE FROM BLOCKS AND STRESSING THE HULL. PULLING FORCE
WHEN PULLING THE PROPELLER.
9. How to take crankshaft deflection.
10. CO2 system in drydock – ISOLATED, BLANKED, NOTICE POSTED, ALL CREW TO BE INFORMED
BEFORE THIS HAPPENS.
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11. EIAPP certificate? Who issue and and some explaination – ENGINE MANUFACTURER ONCE THE
BUILDING COMPLETED, THEY WILL ASK CLASS TO ATTEND TO WITNESS THAT THEY ARE COMPLYING
WITH EEDI. ONCE OK, CLASS ISSUE THE CERTIFICATE TO THEM. IF WE BUY THE ENGINE, THE
CERTIFICATE IS OURS.
12. NOX technical file details.
13. MAIB – Manhattan Bridge boiler explosion.
14. Danger of changing over fuel oil ECA. COMBINING OF DIFFERENT FUEL LED TO WAX FORMATION,
BLOCKED UP FILTERS AND FUEL PIPES. LEAKING OF FUELS FROM PUMP SEALS DUE TO LOW
SULPHUR.
15. ECA changeover procedure. What are the limits.
16. How to calculate the changeover time before ECA entry. I MENTIONED LLYODS CALCULATOR.
17. Bunker requirements. REFER TO SMS, MY SHIP 5 DAYS, 85 MCR. NORMALLY WE WILL TAKE INTO
CONSIDERATION THE TIME TO GET ANOTHER BUNKER.
18. What is unpumpability from bunker tank. LOW SUCTION FROM BUNKER TANK.
19. Variable Frequency Drive as my engine is diesel electric. Draw and explain.
20. AVR.
21. Exhaust valve spindle and the seat material. SPINDLE NIMONiC ALLOY, SEAT STELLITE COATED.
22. What is the duration of PM for the exhaust valve. No solid answer for this because we burn LNG.
No carbon like fuel. So longer running hours.
23. Air start diagram with reversing. Explain how to reverse. Safeties on air start system.
24. Air start valve maintenance running hours. What is air start explosion.
25. Bunker delivery samples, 3 BOTTLES ; 1 SHIP, 1BARGE, 1SHORE ANALYSIS. RETENTION ONBOARD
1 YEAR BUT CAN BE LONGER AS LONG AS THE FUEL IS TILL ONBOARD TO USE.
26. NOX reducing method. No explaination just give examples.
27. IAPP supplements, what are they?
C/E ORAL Callum Gillespie
Examiner David Langlands at Paisley
6th August 2018
1.Type of ship and bore
2.How do you check for engine performance?
3.Draw a power card and draw card
4 how do calculate engine power
5. ship speed has dropped and engine power is same. Propeller slip and reasons
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6. difference between class and flag.
7. chief engineer responsibilities under ISM
8. what is ISM
9. If the ship is grounded what are your actions. (tank soundings, crankshaft deflections, prop shaft
alignment turn on turning gear and check amps.
10 bunker procedure
11. how to take samples.
12 what samples do you take and fuel tests.
13. what is BDN
14. How long is BDN kept for.
15. how long are samples kept for.
16. how do you know that the barge is safe and not a security threat.
17. 3 month prep for dry dock
18. dock bottom inspections
19. stern tube wear down and arrangements
20. how do you take readings
21. rudder inspections
22. how do you take pintle clearances
23. what carry the weight of the rudder
24. what carry the weight of the bearing
25. dry dock intervals
26 have you done in water survey
27 preparation for in water survey
28 Documents to give to divers
29 preparations for leaving dry dock
30 how do carry out fire drills
31 how many fire teams do you have
32. what pressure are your BA bottles
33 what maintenance do you do on your BA Bottle compressor (annual service from authorized
contractors and air quality test)
34 draw me your ship with all the fire boundaries.
35. tell me about your ship structural protections
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36. how do you isolate your co2 system in drydock and why
37 prepare for boiler survey
38 what is done during boiler survey and what all will the surveyor check
39 how a safety valve is overhauled and set
40 internal inspections of water side and gas side (enclosed space)
41 all lock out tag out procedures
42 bringing the boiler back into service
43 why do you do boiler water tests
44 what tests do you do with values
45 how is your engine mounted
46 Critical equipement definitions and what are CE responsibility toward them
47 are your engine critical equipment
48 main switch board survey
49 what tests are done on a MSB
50 What’s on your fire plan
51 you find damage to your hull what are your actions in dry dock
52 where do you find the hull plate information
53 how do you draw up the job specifications
54 if there is pitting on the rudder what does it indicate
55 what is cavitation
56 class of bilkheads class A B C with standard fire tests and times
57 where are they located on the ship.
Name: Mohit Saxena Date:01-Aug-18
Glasgow, 1045-1150, C/E orals, Passed Surveyor: Neaz Hyder
1. Took certificates, told that I sail onboard bulk carriers
2. Tell me about bulk carrier safeties ( Transverse corrugated bulkhead, water ingress alarm,
bulwark, etc)
3. How to test water ingress alarm
4. What are constructional safety features of a bulk carrier
5. What is an inverted triangle on bulk carrier? ( alternate tonnage, due to change in density,
liquefaction of cargo )
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6. Showed me a drawing of bulk carrier mid-ship Cross section and asked me to identify the
parts
7. How will you take over as C/E
8. What is Free surface effect?
9. Draw cross section of ship, show shifting of C.G due to FSE
10. DD Survey wrt 3 months, 1 months preparation
11. Services rendered in DD
12. Hull inspection in DD
13. Where corrosion occurs in hull? ( Air-water line )
14. Checks on propeller (bent, damaged)
15. Cavitation of propeller
16. Stern tube checks, bearing wear down in DD? ( drain oil, plug open and clearance at TOP
ONLY according to surveyor )
17. Checks on rudder (Hyd pressure test, soap solution test)
18. What is pintle? Clearances of pintle? How to check clearance? Show it in the diagram
19. What carries the weight of rudder?
20. When accepting shore power , what all will you check?
21. If motor reversing, then what will you do? ( Swap the phases)
22. 2/E calls you and told that Voltage not developing, what will you do? (check AVR, Flash up
the alternator, told him the procedure)
23. MLC Chapters
24. ISM Chapters-
25. As A CE how does ISM affect you? (Chapter 10-PMS,stores,spares,job)
26. Major defect in E/R. What actions will you take as C/E? ( Incident reporting on PMS, defect
list )
27. What is Condition based monitoring. How is CBM helpful to you?
28. What is Condition of Class and Condition of Memorandum? Example for Memorandum
(Small dent on hull)
29. Steering gear pump type and why? (Variable displacement pump-axial or radial piston type,
for variable delivery)
30. Explain hunting gear arrangement and draw
31. Why hunting gear is used ( Feedback system, f/b to telemotor receiver, pump stroke
becomes zero when desired angle is achieved)
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32. What things can you find in a Fire control plan
33. Difference between A-60, A-0,etc
34. Where will you find information about fire bulkhead? ( Chapter II-2, FSS Code )
35. Procedure to release CO2 in engine room.
36. Whose final decision is it to release CO2? ( Master )
37. What strengthening members are there in Double bottom structure?
38. What are inter-coastals?
Name: Farzad Patel Date:01-Aug-18
Glasgow, 0900-1040, C/E orals, Passed Surveyor: Neaz Hyder
1. Took certificates, told that I sail onboard tankers
2. How will you take over as C/E
3. Why 2 Loadine marks on Hull
4. How to take M/E Performance? Told me to draw power card, draw card ( Diesel Doctor )
5. Define MEP? How to calculate power?
6. What is light spring card?
7. What is compression card? How do you take Compression pressure on D/G? ( Pull the rack
back to zero and note down the pressure)
8. What is the compression ratio of M/E? (1:____)
9. Crankshaft deflection procedure, graph
10. How engine sits on the foundation plate? Told me to draw the diagram as well
11. 2/e tells you that he is going to do a plate cooler, what instructions will you give him as CE?
(This question was a bit vague, told him everything but he wanted that 2 plates will be replaced as a
pair together)
12. MLC Chapters, DMLC part-1, part-2
13. 1 person is unhappy onboard, CE, Captain, Company have not taken any action. What could
he do? ( Approach Flag state, Port state, MLC Helpline number)
14. ISM Chapters
15. Explain the PMS you had onboard
16. What is critical items
17. What is Condition based monitoring. How is CBM helpful to you?
18. What is Condition of Class and condition of Memorandum?
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19. Audits as per ISM ( Internal audit by company within 12 months )
20. Survey frequency as per ISM ( 5 yearly, 1 intermediate )
21. Certificates- Statutory and mandatory
22. Asked me if I had read the MGNs? ( Told him that a few, not all )
23. If ship is going to America, people are complaining that its too humid. What will you do?
(Told him about controlling temperature, humidity, recirculating, but he told that you will check the
drier)
24. Duty Engineer Calls you and says Low Level in boiler, What are your actions? ( Told him will
start other pump, he asked me if I will shut the main steam stop valve)
25. What things can you find in a Fire control plan
26. What things will u find in a shell expansion plan
27. What is the side shell plate called?
28. Difference between A-60, A-0,etc
29. Difference between Watertight and weathertight
30. Are cargo hold hatches weathertight or watertight? ( weathertight )
31. What strengthening members are there in Double bottom structure?
32. What are intercoastals?
New Guy Shoukat Questions at Paisley July 2018
Detailed ism
Prepare PM’s as you take over new vessel having no previous records
New questions,draw ckt diagram from msb and emcy SB,how it supplies in blackout
Prepare well on batteries,how will check,hazards,where are the places battery are using,
Drydock while flooding taking place,and also while coming out
Steering gear motor protection
Condition monitoring
All certificates,statutory surveys.
If frequency of shore of shore supply 380v 50 Hz and your ship is 440v and 60 Hz, will you take ?
Then why?
Vessel is healing on one side after sailing out drydock? Reasons?
One unit exh temp going high 2nd called u what action will you take.
B4 entering drydock what you check,tell him both crank shaft deflection and bearing clearance,take
fire connection he wa nts to listen
For rudder pressure test he was not interested to listen by taking out ,I think it can be done in place
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How you check the pintle clearances and what happens if it increases?
Chain inspection asking how you know the limits,tell him both the manual and previous class
report,he was happy
PMS found in chapter in ism?
Actions he wants,but he don’t give any answers
He is looking specifically while entering dock at the flooding,and while getting down?
But still he is good, no need to worries?
What certificate class issue and what certificate flag issue,
Continuous synopsis record what it means and who told you to go accordingly
What is difference between class and flag?
Mlc and objectives?
Doc and SMC?
He will.start with paper work?
What are the supplies providing from emcy generator
Prepare well for all emcy items
Propeller drop, cavitation, he asked
Why you expect cracks on bulbous bow, prepare accordingly
He don’t want to write any certificate also,just tell him verbally
One it is good prepare well in all emcy equipments and answer considering the safeties first
Date: July 2017
Location: Liverpool
Examiner: P. Lewis
Duration: Approx 1 Hr
Result: Pass
General:
A very unusual oral for Chiefs (in my opinion). Was heavily focussed on the “nuts and bolts” side of
things and barely mentioned the legal side of things like ISM etc.
Started out, looked at my Discharge Book etc, saw I’d only been on yachts/ferries, and… same as my
EOOW and 2nd’s, he said that this is an unlimited ticket, so we’re gonna be talking about big ships.
There was virtually nothing yacht related from there on. In fairness though, he was almost
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apologetic about the fact he was going to be grilling me on stuff I hadn’t necessarily seen. A real
good guy.
Also, he sat facing perpendicularly to me, leaning back in his chair, hands behind his head, looking at
the roof for at least half the exam, maybe more. I had been told to expect this, so not taken aback.
 Firstly, take me through the constructional differences between a slow speed 2-Stroke
Crosshead and a medium speed 4-Stroke Trunk Piston engine.
 With regards to the CLO Lube Oil you mentioned in the 2-Stroke, take me through the
qualities you want in the various lube oils for both types of engines and why.
 What is scuffing and how does it appear in an inspection?
 Why are the TBNs different? What approximate figures for the TBNs in Crankcase of 2/4-
Stroke and CLO? How does sulphur content affect the TBN in CLO?
 What is the difference between boundary and hydrodynamic lubrication.
 Ok moving on to a gearbox inspection. What are you looking for?
 Types of wear you find on gear teeth. Do you get scuffing on gear teeth?
(Elastohydrodynamic lubrication)
 Draw types of wear you’d find on gear teeth.
 Would you crack test the gears? How/Why?
 You mentioned Stress, talk to me about stressing, or over stressing a component.
 What types of failure can you see in a component.
 You mentioned fatigue failure, explain that to me. (Drew a graph of No. of Cycles/Stress),
went deep into detail here about amplitude, no. of cycles, reversing directions etc.
 What components can experience fatigue failure? (I said crankshaft, he pressed for more, I
said bottom end bolts which is what he wanted.)
 Do we replace everything, or do we re-use items?
 How would you inspect a set of 2-Stroke bottom end bolts when they had been removed.
What are we looking for and why?
 Any test in particular you’d do to see if there were cracks. (mentioned all the NDT tests, XRay,
MPI, Dye Penetrant etc.)
 You mentioned that some components can be ring tested with a hammer, but said you said
you wouldn’t do that to bottom end bolts for fear of introducing a stress raiser. What is a
stress raiser?
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 What features of: A: Crankshaft, B: Propellor Shaft, are there to prevent stress? (was looking
for gradual run out/stepping up/down of the diameter of the prop shaft when changing size)
 What could cause localised overheating of a propellor shaft? (said shaft bearings or stern
tube bearing failure, inadequate lubrication etc. dependant on type of Stern Tube)
 You mentioned Grain Structure in the crankshaft, how/why is that important. How is it
maintained? How is it ensured?
 You mentioned adding the alloying elements Molybdenum and Vanadium as they can both
have a positive effect on grain structure. What other elements could/would you alloy with
steel and why? (Carbon, Silicon, Mangaese, Chrome, Nickel etc.)
 You mentioned Carbon, what effect would that have.
 What would a gear wheel from our earlier gearbox inspection be made of. Why that carbon
content? What is surface hardening, are gears surface hardened?
 Carbon content of ships plate?
 How do you know when a boiler is due for survey? Frequency? (2 yearly until the boiler is 8
years old, then annually, had just revised this!)
 What do you mean by visual external inspection during annual renewal, even when boiler is
newer than 8 years? What is an annual renewal?
 Who does Annual Renewal, Flag or Class? What jobs do flag/class do? (mentioned flag can
delegate jobs to class etc.)
 Ok let’s move back on to boilers. You’re entering dry dock, the yard workers are very keen to
get onboard and start doing a boiler inspection. How would you go about the inspection.
(wanted full PTW, enclosed space, Risk Assessment etc, told him that as chief I’d make the
guys stand down and cool their jets. Boiler needs 24 hours Ventilation min, and before any
of that happens, it must be drained/cooled/isolated etc. Procedures in SMS)
 How would you isolate/drain the boiler? Step by step.
 What isolations on the water side? What isolations on the burner?
 Boiler drained, how would you open it. (had already gone through Encl Space Entry PTW in
opening part of discussion)
 Where would you open first? (I said top manhole, wearing BA just in case)
 Slight side step briefly – If this were a sewage tank we were inspecting, what gasses could be
present? What are the acceptable levels for O2, flammable gasses? What is LEL?
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 Back to boiler – What are you looking for inside?
 Where would oil come from? Where would scale come from? What is pitting?
 Where would oxygen in the water come from? How is it removed?
 Apart from heating the water, how else would we remove oxygen? Describe a test for
checking reserve of oxy-scavenge.
 Ok, during the inspection you have found a crack in the shell of the boiler. How are we going
to effect a repair on that?
 What type of welders? What type of weld? Problems that could occur with welds, any welds
not just this boiler weld. Likely defects to find in a weld? Likely defects in a weld on a boiler
shell repair like this one.
 What type of testing would be performed on the repaired section of the shell, and the shell
in general after the repair? (After local NDTs on weld, he wanted a full Hydrostatic test of full
boiler last)
 Electronics – What type of controller would you have for maintaining the water level in the
boiler?
 What is P, what is I, what is D? Why would you need a PID?
 What are the risks of using a more basic controller?
 What effects, on a boiler water level, would P have? and I? and D?
 What other types of controller could we have apart from electric/electronic?
 What is different about the air used in a pneumatic controller as opposed to the start air for
example?
 What is a diode? What does a diode do? What is a diode used for?
 With reference to rectification, Draw a wheatstone bridge.
 Anything else a diode is used for? (mentioned diesel electric propulsion converters,
regretted it immediately, as I remembered they use thyristors!)
 What is a thyristor? How are they different from diodes?
 Electrics – What type of alarms do you have on the alternator of a generator?
 How do you know your generator is running effectively, electrically and mechanically.
 If there was high temperature on the windings, what could be causing it?
 What type of tests do you do on a generator alternator?
 How is excitation effected? Draw me an excitation system without slip-rings. (I drew a
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complete blank here, I knew how to draw it, but just couldn’t remember it…!) As a result, he
then took us deep into electrics!!!
 How does a generator produce electricity?
 How fast does the generator rotate? What factors affect the speed?
 What is the formula for frequency? What is meant by pairs of poles?
 What is synchronous speed? What are synchronous and asynchronous motors? where
would they be used? How are they different?
 HV- What are the additional safety procedures/features for working with HV?
 How do you do IR testing on HV? Talk me through the general process. (mentioned local
earths on/off before during and after the test as you would need to remove CME for test)
 If you’re looking at a light fitting, how do you know what type of fitting it is? What type of
fitting would you expect to find in say, the cargo area of a tanker?
 What is intrinsically safe? How would you know a fitting is intrinsically safe? What are the
Identifying/label scheme (letters) for intrinsically safe light fittings?
 Describe the construction of light fittings: intrinsically safe, explosion proof, pressurised etc.
 Where else would you have intrinsically safe equipment? This is also common to yachts,
where on your yacht might you have flammable gas? (I had to think about this for a while,
before eventually remembering the battery locker)
 What fittings in the battery locker? What s different about the construction of the light
switches? What is a two pole switch? Why would you use one? How is it different to a single
pole? What material is an intrinsically safe switch made from?
 Drydock – You’re in the drydock, you’re going to the dock bottom for your first walk round.
What are you looking at first? Why?
 Why the rudder? (said if you hadn’t planned on working on the rudder, and found it was
damaged, you would need to know this and get it off asap as you may not have a lot of time
in the dock) How can you tell if it’s cracked?
 Supposing the ship had a CPP. What checks would you do that are unique to that type of
propellor?
 If it were a Fixed Pitch propellor. How would that be attached to the shaft (keyless tapered
bore, lifting arrangements attached before starting to prevent uncontrolled release), and
talk me through the process of removing this type of propellor.
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 What do the initials M.A.I.B. stand for?
 What are the criteria for reporting an accident to the MAIB?
 What was the last M.A.I.B. report you read (Manhattan Bridge, forgot the Vivier Creel
Fishing Boat sinking one that came out last week!), what did you learn from it?
 What do the findings mean to you, How could we prevent that situation, or a similar
situation happening to you?
 What do you know about ballast water management rules soon to come into effect? What
are the proposed methods that will be accepted for treatment of ballast water?
 What are the other options for Ballast Water Management if not treating? What distance
offshore should you be when doing ballast water exchange?
 Does the MCA produce any other publications? What is an MGN?
 What MGNs have you read? Specific numbers.
 How do you stay aware of the publications issued by the MCA?
 OK, one final question… the IAPP certificate. How long is it valid for? How often is it
renewed? Who is it renewed by?
Stopped me there, said I’d given a good account of myself and he was going to pass me. It was a
proud moment!
7 Dec 2016 and passed it from HULL MCA
please see the questions below
The after introduction inspection of documents passport, visa,present COC, CDC, sea service
testimonials..
1) As chief engineer, how would find you find data about surveys , inspection and audits due and
where will you find it.
2) As chief engineer what all will you check as you join the ship
3) As chief engineer what are your responsibilities, Ans -expected to differentiate the technical and
management aspect( as in team members , care for team, giving proper rest, keeping team
motivated and interested , team to understand the importance of their roles)
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4) What is the function of a circuit breaker – mainly as short circuit protection with other function
5) Refrigeration – how do you know there is moisture in the system, what are the symptoms , how
do you identify it and how do you remove moisture from the system(vacuum pump)
6) What is the most important issue with high voltage systems and why circuit main earth and other
earth leads are connected
7) What do look for before bunkering (specs), if specs are good and meet the standards and you
bunkered and when you receive the analysis you find out the actual oil is out is specs example(
sulphur is supposed to less than 3.5 % but analysis is found to be more than 3.5 %)
What will you do and who all need to informed ( I answered – note of protest to supplier, to inform
the post state of the water we are operating in, inform our own flag state, the answer the surveyor
was expecting was that we need to inform the flag state of where the oil was bunkered because they
would be able to investigate it. also when the first sample showed results, you would also need to
send the 2nd sample for the test as well.
8) How is you ships electrical system as in voltage produced, what voltage does your Propulsion
electric motor , thruster, operate at ( for my ships generators were 11KV, PEM 3.3 KV, thrusters
11KV
9) What type of fire detectors are fitted and how does testing of the flame detector done.( on my
ship we use a high power focus lamp given by the manufacturer)
10) He asked me if I have been working on 4 stroke engines I said yes, so he asked told me let me ask
you about 2 stroke, how do you identify there is scavenge fire, what are the symptoms, I started
with temp sensors in the space , the scavenge space fire alarm, peeling off of the paint, exhaust gas
temp etc, and I told him could be piston blow by and the collection of oil due to partially blocked
drains,
11) He then asked ok now you have replaced the piston and piston rod , cleaned up the space, what
else as chief engineer would you need to inspect, he hinted about engine being secured and I
answered tie rods to check for tightness.
12) he asked what actions would you take for the scavenge space fire, i said slowdown and bridge
permitting stop the engine, put covers on the turbo charge filters to stop more air from supporting
burning) , he was waiting for more answer and was waiting for me to tell fire fighting systems like
steam and dry powder.
13) Then why would the tie rods become loose and what happens to the tie rods.
14) He wanted me to discuss about the condition based maintenance than just following the
schedule to open equipment for inspection and how it has to be understood with continuous survey
of machinery and then asked to explain what i thought was better and why i wouldn’t want to simply
open an equipment and what things are available to check performance of the equipment to see the
performance, ( explained about it with pressure gauges, Amp meter on panels, flow meters on lines,
vibration monitoring reading on a monthly basis, thermal camera surveys for hot spots)
Sir this is most of what i can remember, the orals went on for about 1 hour 15 minutes, the surveyor
was very professional, cordial and maintained it more like a friendly chat than an exam and kept
marking for the answers, at times he would put us into a pressure situation while asking to see how
we react and respond.
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he did give me feedback that’s why i have been able to express it to you as well, he was not happy
with one answer but was ok with it for the refrigeration question he asked me about moisture and
what would happen when using a vacuum pump and i said the moisture would evaporate, he was
looking for me to say the moisture would have it boiling point reduced and flash off for which i kept
saying evaporates. he did tell me to answer from the simple things and move to the more
complicated solutions.
Since he knew i worked on passenger ships and he was also chief for 10 years on passenger ships, he
asked me about various smaller points on passenger ships with regards to specialized position and
team and how crucial it is to be able to manage the team effectively.
i asked few students who also went for orals on the same day and he had varied his questions to
people from different ships also asking on questions on enclosed space entry, procedures and
stability, MLC, dry dock procedures,anchor and chain inspections, cylinder liner cracks. so it was
clear he was looking at various aspects with his questions.
Chiefs motor oral 25th Nov 2012! Southampton, Examiner Brian Cassidy.
You are joining a new vessel, what would you look for, outside the ship, inside the ship and
in the machinery space.
Venting arrangements for tanks, what tanks have flame arrestor gauze, whats the danger
when ballast tanks are fitted with these gauzes?
List certificates carried onboard, he concentrated on the IMDG Code and ship security
cert.
What is your prime role as chief?
One of your main generator ACB’s fails, how are you going to remove that breaker.
You inspect the breaker and it has severe arcing on the contactor surfaces, what does this
indicate?
What will you look for on the replacement breaker. (KVA) what does this indicate and how
is this calculated, what other values are you looking for?
What tests can you carry out on the new breaker, he wanted the over current trip via
current injection.
How do you calculate the fault load current on a 690V system,
how do main propulsion syncro motors start to turn.
Why do some ships use HV.
What would you do if a star delta starter does not change over to delta, what would
happen, what could you do to run in that condition.
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Ship is holed in a ballast tank above the water line, who do you inform, tank needs to be
prep’ed for class surveyor how long do you ventilate for ( min 24hrs) tank entry wanted the
solas regs for O2 and Hydrocarbons.
Hull plate needs to be cropped out , how would you test the repair, (he was looking for
VacBox method ?????
Going to Drydock, what are your concerns as chief engineer, (he was looking for no slack
tanks)
What would you prepare before the docking,
Why trim by the stern? what is on docking plan?
What planned maintenance do you do on Azi pods?
You receive Lub oil analysis back for your azi pod, what are you looking for and what does
it indicate.
Why might it not indicate a failure is soon to occur.
What elements would you look for on a main engine sump LO analysis, (looking to list all
the elements in a white metal bearing).
How would you carry out engine power assessment, what would you compare it to and
how would you present the findings to the super?
You have a Nigerian second engineer join, what would you check he had with him? looking
for CeC and original Ticket, plus safety certs and MCA discharge book.
You are writing a set of chiefs standing orders, what would you include and why.
How would you know they are being carried out?
exam duration 1 hour 30 mins,
result pass.
So I passed my Chief Engineers Oral today (absolutely buzzing by the way).
Its amazing how your mouth can go instantly dry as soon as you walk through the doors at the MCA,
I think I must have drunk the whole jug of water that was on the table. Simon Graves was the
examiner and he was very fair and put me at ease. I was in for approximately 1 hour.
These are the few questions I can remember I know I am missing some and sorry its not necessarily
in any order.
Certificates, So I listed; Passenger ship safety, Load line, Class, IOPP, IAPP, ISPP, anti fouling, safe
manning, SMS, DOC, Dangerous goods, ISSC.
He was after 1 more, so I said tonnage, he said no he wasn’t fussed about that. As soon as he
mentioned ILO, I remembered the MLC cert.
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Wanted to no more about the IAPP certificate, what they would check to ensure we were complying
as regards to NOX regulations. I could not remember the name of it but gave a full explanation of
what it was and what it included, he was happy with that. “technical file” was what he was after.
He then moved on to SOX regulations, sulphur limits, how we ensured our fuel was complying, what
the port state would check coming onboard, I focused on FOBAS etc, but he was more after the
Bunker Delivery note.
He then wanted to know about what details are in the Fuel Report, I mentioned water, catalytic fines
(he wanted the reason, I went through the fuel system explaining the damage), vanadium content
(reason again,so I stated about vanadium pentoxide and exhaust valves), viscosity (reason it was
important, I bought up pumpablity, which reminded me about pour point and flash point, which I
think is what he was after).
Talked about Stability, I think this was my saving grace question as I had just been reading about the
Hoegh Osaka, and had brushed up on my GM diagrams thanks to some great help from Andy the day
before. So I drew some diagrams and explained them, he seemed more than pleased with this.
Talked a bit about ISM, I stated its principles and the ruff explanations of its chapters, when I
mentioned chapter 10 and critical systems, he asked for definition of a critical system.
Wanted to now the difference between a A15 and B15 bulkhead , I got the 15 part with the
insulation and surface temperature, also A preventing smoke and fire, B preventing smoke, what
took a bit of prompting was A having to be Steel construction and B not.
Went through boiler tests and what sulphates do. Setting of relief valve in presence of surveyor,
difference between safety and relief valve, why they had to be set on the boiler.
(temperature/expansion and to prove will drop pressure) what to set them at.
what information drydock requires? How dry dock speck is prepared on my vessels, he then moved
me to another company with a pushy superintendant who wanted to put a red line through some
work required for safety, what would/could I do.
I stated that I would make it clear that I would insist on it being done, and if not would have to
contact flag and class. He asked what I could do before this, I said i would contact the DPA, which is
what he was after (thank god). I also stated that I would not compromise on any safety matters and
would not put my job before my ticket. Which he also seemed happy with.
He asked about enclosed space and limits as to when safe to enter, oxygen content, flammable
vapours and toxicity limits.
Also he asked about risks associated with start air systems.
Also at some point we went through risk assessment procedures and risk definition and hazard
definition. What to do after identifying all risks and additional precautions, I had to think about this
for a minute and came up with reassessing, which again luckily was what he was after.
Chiefs motor oral 25th Nov 2013 Southampton.
1. You are joining a new vessel, what would you look for, outside the ship, inside the ship and
in the machinery space.
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2. Venting arrangements for tanks, what tanks have flame arrestor gauze, what’s the danger
when ballast tanks are fitted with these gauzes?
3. List certificates carried onboard, he concentrated on the IMDG Code and ship securitycert.
4. What is your prime role as chief?
5. One of your main generator ACB’s fails, how are you going to remove that breaker.
6. You inspect the breaker and it has severe arcing on the contactor surfaces, what does this
indicate?
7. What will you look for on the replacement breaker. (KVA) what does this indicate and how is
this calculated, what other values are you looking for?
8. What tests can you carry out on the new breaker, he wanted the over current trip via
current injection.
9. How do you calculate the fault load current on a 690V system,
10. how do main propulsion syncro motors start to turn.
11. Why do some ships use HV.
12. What would you do if a star delta starter does not change over to delta, what would happen,
what could you do to run in that condition.
13. Ship is holed in a ballast tank above the water line, who do you inform, tank needs to be
prep’ed for class surveyor how long do you ventilate for ( min 24hrs) tank entry wanted the solas
regs for O2 and Hydrocarbons.
14. Hull plate needs to be cropped out , how would you test the repair, (he was looking for
VacBox method ?????
15. Going to Drydock, what are your concerns as chief engineer, (he was looking for no slack
tanks)
16. What would you prepare before the docking,
17. Why trim by the stern? what is on docking plan?
18. What planned maintenance do you do on Azi pods?
19. You receive Lub oil analysis back for your azi pod, what are you looking for and what does it
indicate.
20. Why might it not indicate a failure is soon to occur.
21. What elements would you look for on a main engine sump LO analysis, (looking to list all the
elements in a white metal bearing).
22. How would you carry out engine power assessment, what would you compare it to and how
would you present the findings to the super?
23. You have a Nigerian second engineer join, what would you check he had with him? looking
for CeC and original Ticket, plus safety certs and MCA discharge book.
24. You are writing a set of chiefs standing orders, what would you include and why.
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25. How would you know they are being carried out?
exam duration 1 hour 30 mins,
result pass.
Chiefs motor oral 27th Nov 2013 Hull.
He asked my documents, checked coc, passport and sea service testimonials.
Surveyor saw my testimonial showing details of Man B&W ME engine experience .
1. Explain how to cut out HCU for overhauling of Fuel pumps/Fuel Valves.
2. What is very important to check in every port for ME engines on HCU.
3. Where do you check your engine is balanced and how its adjusted in ME engines.
4. When will you adjust your timings regarding fuel, how will you do it.
5. At what temp. you will maintain your settling tank temp in considering your Fuel anylasis report- 5
deg above my pour point always.
6.Problems involved in changing over from HSFO to LSHFO.
7. How will you ensure your main engine electrical control system is working satisfactory.
8. CE responsibilites…….
9. CE handing over procedure….
10. Unmanned conditions requirements as per solas.
11. What is safe manning certificate .
12. Scenario: He said your ship is UMS class, you started a some important job assuming you will
complete By evening but you didn’t…. your actions as CE…..
13. Your ship is safe manned can you ask extra hand for engine room… I said yes He asked how can
you request, what proof do you have that your eng crew are over loaded.
14. Asked me to explain Risk assessment, gave a task asked to risk assess.
15. Enclosed space entry….
16. Lifting equipment how will you load test and certify a safe working load. Maintenance of lifting
equipment, engine room crane safeties.
17.How will you familiarize your 2nd engineer?
18. What are all the important things in familiarization check list.
19. Where do you have A-60, A class bulk head on a vessel.
20. Why CO2 and fire control station are A-60 bulkhead.
21. What type of bulkheads are there on bridge?
22. Who decides the type of bulkhead selection?( answered solas chapter 2.2)
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23. Over view of solas 2.2
24. What are all the conventions explain them?
25. Life boat new amendments as per solas which is enforced from 1st Jan 2013.
25. Asked me latest amendments in Marpol.
26. Detailed explanation of annex 6 chapter 4 Energy Efficiency Design Index from 1st Jan 2013.
27. My last question is regarding collision bulkhead and Passenger vessel watertight integrity?
Chiefs Orals 29/11/2016
Pass. Examiner; Graves
List of certificates you’d find on board
What’s the MLC certificate about?
What are the hours of rest?
What 2 other documents uphold the MLC and mean an MLC compliance cert can be issued (he
went on about MLC for some time)
If a crew member has an MLC related grievance how is it addressed and who do you go to?
Why does port state control come aboard and what are they looking for?
If they’re wrong in their assessment of your ship/equipment what can you do about it?
What is a loadline survey looking for.
What actions in an engine room can have an impact on stability.
Explain the metacentre
Explain free surface
Explain loll.
What engines are you on?
How does your variable valve timing work?
How do you make sure you’re compliant with the SEEMP in your monitoring of machinery? How
do you measure your engine’s efficiency?
You have an IAPP certificate. How often renewed?
What do you do to prove you’re compliant and what is a surveyor looking for at a renewal?
What information is on a bunker delivery note; why is that important (ref; the IAPP cert).
What’s in the technical file. What does that tell you?
What information is on a lube oil analysis from the lab?
Why would there be a high iron content in it?
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In a crankcase inspection how would you notice evidence of fretting and in what components
What does fretting corrosion look like
Are you on high voltage
Going into drydock what services would you expect from the yard.
They can’t supply a high enough frequency or voltage. Is that a problem.
Why would the motors get hot.
What is impedance.
What is a risk
What is a hazard
What would be on a permit to work for an enclosed space.
What is an enclosed space.
How do you test the atmosphere
What is a gas test looking for
If a gas is not on your multi-gas detector (eg ammonia) how would you test for it?
What is safe level for Oxygen content.
What is safe level for flammable
What are the rules concerning lifting gear?
What’s the difference between ‘safe working load’ and ‘working load limit’. (didn’t know; it’s the
same thing, just new terminology “you might not have heard of it yet”).
What tests are done on LSAs, how often and to what weight is a lifeboat load tested. Where
does this come from.
About 45 mins.
Marvin tait
Examiner: Mr DA Thorrington
After looking at my discharge book and learning I was on ferries and had never sailed with a large
slow speed 2 stroke;
You’re joining a new company and ship, the ship is a large tanker with a single large slow speed 2
stroke, and you have a four day hand over.
What checks do you do when joining?
Why do you check for cracks?
Which certificates?
What’s the loadline certificate? How often is it issued?
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What are you checking machinery wise?
What do you check about the generators?
What do you check about the main engine?
You get a phone call during the night, it’s the 4th engineer. He tells you that there’s been a
crankcase explosion. What do you do?
During an examination what are you looking for?
Getting the engine fixed what would you be checking for?
What safety concerns do you have? (I told him I’d isolate all the systems and put the turning gear in)
It’s reasonably heavy weather, and your only means of preventing the engine from turning is your
turning gear. What then? (he was trying to see if I’d do anything silly despite the danger of the
engine turning)
So you check the engine over and you cannot find the cause of the explosion. Do you start the
engine again?
What do you know about synchronous motors?
What can you tell me about discrimination?
Why does fuses (current protection) get smaller as you go from electrical supply to electrical
consumer?
You need to change a main breaker in a switchboard. You find one lying at the back of the spares
shelf with no label on it. How do you know if it’s ok to use?
What do you do before dry dock?
Why do you keep tanks pressed up prior to drydock?
Once you’re in drydock what do you check?
You find a crack in the rudder, what do you do?
How do you test it?
What must you do upon completion?
The CPP, what checks do you do?
How would you check for cracks at the root of the blade?
Would you use magnetic particle testing?
What would you check about the bilge keel?
Why would it have cracks in it?
Examination time: 1hr20mins
Daniel Wright
C/E Oral Exam Aberdeen 11/04/17
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45 mins Pass
As you advised would happen Andy I did 95% of the talking with open ended questions
You are a new chief engineer and you a joining a new vessel that is in cold layup. Take me through
the process from prior to joining till the vessel being ready to sail?
Big question. I began in the office/paperwork/choosing staff/company expectations with regards to
timescales and expected sailing dates/available information etc then moved into my first
impressions of the vessel upon seeing it. I spent a bit of time explaining my checks of the status of
machinery and re-activation plan and how I would delegate machinery checks to 2/E and setting up
the PMS system etc. All my discussion led to the ship being ready to call for class to attend prior to
sailing.
Take me through the different surveys?
He wanted a description of annuals/ intermediate and renewal surveys as well boilers, tail shaft and
CSM.
List the key certificates with descriptions?
I managed to explain the majority. And then he asked the following;
You mentioned the Nox Tech file. Detailed explanation please with how you would asses emissions?
What things would you be thinking about with regards to the energy efficiency certificate?
I went deep here about power/fuel saving techniques and ideas then finished with hull and prop
cleaning etc.
You gave me description of the Load line and safety construction certificates, take me through a
detailed survey of each?
Please can you draw me cross section of a vessel and explain to me what a metacentre is?
This went quite deep Andy. He wanted me to draw various angles of loll with various different
weights and different points and how to calculate GZ.
Explain to me the curve of statically stability and what it is used for?
I wasn’t 100% here but explained points were plotted at values of GZ x displacement and was an
indication of the vessels stability with various deadweight’s/ballast and he seemed happy enough
What is the role of the DPA?
I recited chapter 4 of the ISM code word for word
You mentioned before about a DOC. Tell me how often it renewed audited and take me through the
audit process in head office?
Wow. I thought I was in a bit of trouble here. What he was looking for I think was a general
knowledge of Part B of the ISM code. I had to blag this one a bit for 5 mins before moving on.
Draw me a power card
Draw me an indicator card
Describe a Performance analysis of a M/E and why it is important?
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He wanted the full works with a description on T/C performance assessment
Describe why and when I would consider retiming all the fuel pumps and how to do it?
I explained that balancing was a fine tuning process and when this had been exhausted it was time
to retime the pumps. I took him through the whole process we went through in class from ensuring
crankshaft ailment/chain tightness etc. before starting and of course how to actually time the
pumps.
Describe to me the process of setting/adjusting safety valves on an exhaust gas economizer
Take me through the preliminary process of preparing for a drydock
All paperwork/plans etc for the dock
Take me through the physical process of docking the vessel on the blocks
Stern first and loss of GM etc and more stability stability stability!!!
Take me though the process of the preliminary hull inspection
I gave him a big description
If the rudder was damaged how would you asses and repair?
Full rudder assessment and repair techniques and integrity testing
If the propeller was damaged how would you asses and repair?
Full assessment and repair techniques
If the hull was damaged how would you assess and repair?
Non-destructive testing and welding repairs, shell expansion plan and correct hull steel
That was that. It wasn’t as hard as it maybe sounds. It was the same guy in Aberdeen that I went for
2nds and he is calm and reassuring.
30.07.2012 THOMSON GREENOCK
STARTS WITH ISM CODE
WHAT IS IT, WHY WE HAVE IT, WHAT MAKES IT A REQUIREMENT
WHAT DOES IT SAY ABOUT DPA, REASONS TO CONTACT
WHAT DOES IT SAY ABOUT RESOURCES AND PERSONNEL, SHIPBOARD PROCEDURES AND THE
MAINTENANCE:
WHATS THE CRITERIA FOR CRITICAL EQUIPMENT
LIST THE CERTIFICATES ONBOARD
DOC – WHO IS IT ISSUED TO AND WHO BY, AND WHY
SMC – AS ABOVE
MARITIME LABOUR CERTIFICATE/MANNING CERTS
WHAT ARE THE REST HOURS
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HOW TO TELL IF YOUR CREW ARE HAPPY
CARGO SHIP SAFETY EQUIPMENT CERT
HOW TO PREPARE
CHECKS ON CO2 (WHAT ARE THE SAFETY FEATURES)
CHECKS ON WATER MIST SYSTEM (TYPE OF PUMP, HOW IT PUTS FIRE OUT)
LIFEBOAT CHECKS
CARGO SHIP RADIO CERTIFICATE
HOW TO PREPARE
WHERE DO YOU FIND THE INFORMATION FOR WHAT TO CHECK
LOADLINE
CONDITIONS OF ASSIGNMENT
STABILITY, HOW IT IS CALCULATED, HOW CENTRE OF BOUYANCY IS FOUND
FREE SURFACE EFFECT AND HOW IT IS REDUCED
HV SWITCHBOARD SURVEY
HOW TO ISOLATE & PROVE DEAD
RISK ASSESSMENT
SANCTION TO TEST
LIVE LINE TESTER – HOW TO TEST AND ITS NEED TO BE CALIBRATED
TESTING OF TRIPS
COOLING WATER TESTS
WHAT CHEMICALS, NOT BRANDNAME
RANGES FOR P.ALK, CHLORIDES AND NITRITES
ACTIONS IF ANY ARE HIGH
EFFECTS OF THEM BEING HIGH
BOILER SURVEY
WHAT CAUSES CORROSION IN THE WATER SIDE
INSPECTION OF SAFETY VALVES, INTERNALLY AND EXTERNALLY, NDT OF SHAFT (HAMMER TEST)
DRYDOCK
INSPECTION OF THE HULL
WHO IS INVOLVED IN THE INSPECTION, IS THERE A REQUIREMENT
BENT PROPELLER BLADE – ACTIONS TO TAKE
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KORT NOZZLE INSPECTION – LEAKING HOUSING, STEPS TO TAKE AND HOW TO RECTIFY.
1. Ships certificates,
2. ISM surveyors inspection, how often, what to look for, how often, different types of non
conformance.
3. IOPP, what does it involve, ows stripped down for survey, then tested
4. Electrical switchboard protection devices, how to test RP,
5. Called as C/E in the night to OMD alarm on M.E, action to take…. still can’t find the fault….
6. Fire on a generator, action, CO2 release, re entry timing, precautions, precautions before
restarting genny’s (ir testing of cables)
7. Dry dock considerations before drydock, (deflections, soundings, dock plan)
8. Drydock inspections, what to look for, poker gauge shaft wear down,
9. Briefly covered enclosed space entry, PTW, risk assessment
9. Boiler isolation for survey, what to look for, parts to strip down, measure the spring before take
apart the safety, test the trips, economizer safety’s by C/E
10. In water survey, requirements of the ship, frame markings….
CHIEF ENGINEERS ORAL EXAM
SOUTHAMPTON
14:00 to 14:35
Initially asked what kind of ships I was on and machinery onboard.
I answered small product tankers and gave my engine details. He said he had no idea what that
means and was looking for slow speed two stroke cross head engine and medium speed generator
sets with seven cylinders 230mm bore.
So you are a now a chief engineer and you are going joining a new ship, can you talk me a little bit
through that process?
I started with Paris MOU and mentioned how that the latest observations would give me an
indication of how things are being run onboard. I said where as before as second the your key role is
in the engine room, now as Chief the role covers the whole ship so even from arriving at the ship I
would be trying to assess how the ship runs looking at the condition of the ship on approach and
how the gangway watch man deals with my arrival. Also looking at deck and paint condition.
Onboard I said I would ask about the other senior management heads onboard as they are the
people I will be working with closely. I said that communication with the Captain is a big part of my
job so I would be very interested to see what he is like. Then went into standard handover stuff.
Fuel Oil, Lube Oil, Ships Route, Any issues onboard, conditions of class. I mentioned about finding
out where we were in the HSSC period as it would give me an idea of upcoming surveys.
I then said if I had anytime in the handover I would be looking at ISM is implemented onboard and I
said the best way for me to do this is looking at procedures and if permit to works and risk
assessments are being completed. I also said it would be a good idea to speak with the junior
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engineers and see what they know of ISM. I said about “cornerstone of safety management is
commitment from the top” and how this would be reflected in the junior attitude.
So what statutory certificates do you have onboard?
SMC, DOC, IOPP, IAPP, Sewage, MARPOL, Safety construction, radio and equipment, OPIC, load line.
I said I couldn’t remember anymore off the top of my head.
OK you mentioned before the HSSC but how do you know when the certificates will expire.
Said it comes up on our planned maintenance system but also there is an expiry date on the
certificate. I then said for annals you have +- 3 months but with renewal it has to be done before the
expiry date however i believe you can apply for dispensation from flag in extraordinary
circumstance.
Before you mentioned ISM can you tell me more about it.
I went into as much details as i could here so adopted in 94 and added to chapter 9 of SOLAS in 98. I
talked about it being an international standard and how a company uses it to adopt there on SMS. I
talked about DOC AND SMC and how they are applied for. I then started to talk about what ISM has
brought in and used specific chapters to relate to what I was saying. In to the third chapter he said
that was more than enough.
You have a new second joining the company, he comes up to your office so explain the conversation
you would have with him.
I said initially I would want to gauge his experience and confidence levels. Ask how long he’s been a
second and what types of ship and engines has he sailed with. I would then talk about how
important safety is on this vessel and the important of risk assessments and permits. I would be
telling him to familiarise himself with the SMS and COSWP. Then would tell him I’m available for
help at any time of the day and if he is unsure of anything I am more than happy to show him. Like
wise I said that if anyone needs help off him I expect him to show them. I related back to ISM and
the importance of training and him showing dedication to the safety culture. I also said there is a
history of deck and engine rivalry and whilst it is fine to have a bit of banter it has no place on this
ship and I expect you to work with the whole ship as a team.
On the piece of paper in front you draw a refrigeration system.
I drew compressor, condenser, Xp valve and evaporator. He then asked me how would I know if the
gas level was to low. I talked about cycling compressor and low temperatures. He then asked me
what else so I drew a sight glass on the system and said looking for liquid or gas at the sight glass.
He then asked how to take air from the system. I said about pumping the compressor down and
waiting for 5 mins to let the air come to the top. I then added a valve to the diagram showing where
the vent was. I also spoke from my experience and problems I had evacuating air due to leaking
suction valves.
Boilers –
The boiler has been surveyed and the second comes to tell you its ready to start what would you
check?
I said I trust the second so I would make a final visual inspection of the boiler and tell him we need to
inform the surveyor so he can come set the safety valve with us. I also said I would want to check
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the alarms have been tested before we bring the boiler up to full pressure. He asked how I would
set the boiler safety valve. I said in the presence of the surveyor and I would take his command on
how he wanted to do it but if he told me to just get on with it I would set the valve at approximate
height and then close it in a couple of turns. I then said once at lifting pressure I would open the
valve until it started to lift.
He then said so obviously you cant set them with the surveyor there on the EGB so how would you
do that?
I said as CE I can do that myself but the classification society would need to be informed. I also said
and that goes for any adjustment from there on. I said I would do it in the same way I did the OFB.
He then asked what else would you be checking as part of maintenance on the boiler?
I said alarms gauge glass, internal and external inspection, boiler water and free movement of
valves. We from here really got into boiler water. He asked me what we check for in boiler water
and how often I check it. I listed P alkalinity, conductivity, phosphates and PH. He kept asking
anything else I couldn’t remember so I said no. He then said what about chlorides at which point he
laughed and I of course started to tell him about it. He wanted a brief overview about each thing I
was testing for and why. He then asked me what what I do if the chlorides were rising quickly and I
said my condenser was sea water cooled and I’d suspect a broken tube. He asked what I would do
so I said change it for spare if I had one or plug the tube. He kept asking what else I could do and I
just said i didn’t know so he said he had experiences where you could just vent the return up the
funnel. I said I didn’t know about it and he said never mind. He also asked me what the PH scale
measured and I said acidity or alkalinity of a solution. He then said yes but what are you actually
measuring. I had no idea and he didn’t tell me but since I’ve got home and looked I’m pretty sure he
was looking for hydrogen ions.
Junior engineer calls you and tells you the oil mist detector alarm has gone off how would you
proceed?
I told him I would first ask where he was and if he was in the engine room to evacuate immediately.
I then told him I would call the bridge and tell them to reduce load and stop as soon as possible
without load control. At the same time to raise the fire alarm or general alarm and it would mean
we could muster and make sure no one else was in the engine room and potentially get ready for
fire. After the engine had stopped I would wait an appropriate length of time and re enter open the
crankcase doors and make visual inspection.
Junior engineer calls you and tells you there is a scavenge space fire how would you proceed?
I said a reduce load as soon as possible, increase the cylinder liner lube oil and lift the fuel pump on
the affected unit. I would then monitor to see if temperature would come down. If not I would use
the fixed fire fighting system.
The surveyor is coming to the ship to survey the air receiver. The bottle is open so what would you
check before he came?
I said I would check the paint condition and for any corrosion paying particular attention to the
seating surface of the door and the door itself and additionally the bottom of the receiver as this is
where any water and oil will sit. I also mentioned how the oil becomes corrosive if its heated which
happens in the compression stage. I then said I would check where the air exits the bottle as there is
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a possibility of erosion. Finally I said I would also use this time to check the automatic drains for free
movement.
He then asked what would I do before sticking my head in the door and I said enclosed space entry
permit.
Dry dock preparations, what information would you send and why?
Went through all the drawings sent, work required in dock, any services needed such as shore
power.
He then asked about fire fighting whilst in the dock and how can you be safe?
I mentioned about having fire watches and how the CO2 system wouldn’t be available. Then
amendments to the standing orders and to follow the dock instructions in the event of a fire. Also
talk to the crew to ensure they know where the muster station is.
Ok so the dock is empty what checks would you be making?
I said I would start at the front and make my way aft. Check under the bow for dishing as it is
susceptible. Then making my way aft check the bilge keel, anodes gratings and side scuttles and
openings in the hull checking for hull damage. I then said checking the propeller and rudder and he
asked what checks I would made so I went into the various inspections to be made.
He asked what my ship was made of?
I gave a grade of mild steel and he just laughed and said good because a few weeks ago someone
had told him cast iron, he then said needless to say he failed however I think you have done enough
to pass. That was it.
There may have been a couple more questions but that is the main body of what I was asked.
Orals Questions 10/03/15
1) You have left your current company and joined another, have been appointed to a ship you have
never seen before as Chief Engineer and are given a 4 day hand over period – What do you want to
look at/for during this period?
2) During this hand over you go to the engine room, what inspections of the E/R are you going to
make?
3) You discover that no routine maintenance has been conducted on the main switchboard for
months, what are you going to do to satisfy yourself that it is safe to operate?
4) What certificates would you want to see during the hand over period?
5) During the deck inspection you notice a large crack in the main deck in the midships area – what
do you think are the likely causes and what are you going to do about this crack?
6) The shipping company is considering re-engining the vessel to achieve an increased service speed,
the layout of the E/R is not to change just a new ME and shafting/prop to be fitted, this new engine
is approximately 50% more powerful – what are the engineering considerations you might put to the
company as the Senior engineer on board?
7) Say you were appointed to a ship with a relatively small engineering department – say CEO, 2ND,
3RD, 4TH & a couple of motormen – how are you going to manage this department?
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8) How can the engineering department affect the stability of a vessel? -> What is ‘M’? What is Free
surface effect?
9) You are contacted about the jacket water temperature controller hunting about all over the place,
it has been tinkered with by one of the 3rd’s and he did not write down any of the settings – how are
you going to rectify the controller?
Next set
1.CEO’s responsibilities.
2.what are the areas of main concern in ISM for chief engineer.—discussion on ISM
3.Certificates to be carried onboard.–asked expiry for some..
4.what is in IAPP..what is mentioned in IAPP certificate
5. explain IOPP certificate
6.regulations for ows n where it can be run,what are the constituent to prevent oil pollution.
7.where can u find refrigerant is ozone depleting or not.–in IAPP certificate
8. there is a flooding in engine room ,actions to take.where to record.
9. oil spill,oil has leaked to sea actions to take.
10.where can the procedures be found for oil spill procedure.–sopep
11.asked bout SOx and NOx..how to control..regulations..
12.what is the difference between Risk and hazard..what are the elements of risk assesment.–good
discussion on it
13.received a report on fuel oil from shore company what to see in it.–analyse
14.what happens if you dont maintain the tempreature of fuel oil as per the f.o report.
15. properties of Fuel Oil and remedies incase conditions not met.
16.retention for bunkering delivery note.
17.document associated to ism and there endorsement intervals.
18.what is CCAI and how it effects engine..
19.vessel sailing in ECA region on low sulphur,as the vessel goes to atlantic it changes over to high
sulphur and the ships power/ship drops..what can be the possible regions.—-i told him prop curve
and the difference of calorific value of the low and high sulphur fuel.
20.rest hour requirements as per STCW 2010 manila…
21.boiler survey–mention risk assessment and enclosed space entry..
22.As per Maritime Labour Convention coming next year..what it mentions about.
23.Marpol Annex 1
24.what is NOx,where is it mentioned.
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25.What is NOx technical file.
26.How entries are made.
27.Equipments under NOx technical file and what other things mentioned in it.
28.Vessel reaching US in 2-3 days everything is nice n clean second engineer informs that OWS is not
working,inspected found oil.what action taken.
29.entries to be done in ORB.how the entry for faulty IOPP equipment to be done.
30.Boiler safeties and trips.-asked further on it on combustion air..
Certificates on board, validity, importance of IAPP certificate
What information does bunker liability certificate give ? I didn’t know but I told him that I can find
out on board.
As a C/E you are joining a company for the first time, you have no idea what to expect. What checks
will you carry out.
For the same vessel, Certificate issued on Mar 11. Revalidated in May 12. No survey after that. What
will you do ? – I told him that the certificate is already expired. I will check the correspondence
between the master & the DPA or tech. super or class. If no exemption received then I will refuse to
sign the article. – I think that’s what he wanted to hear.
Some detail information about IAPP certificate.
SOX & NOX regulations. – I told him about the current as well as the future cut downs. I think he was
ok with that.
The vessel u are sailing on, runs aground, what will be your first action ? – check water tight integrity
in the engine room.
What important checks you will carry out ? – sound all the tanks including cofferdams, compare with
previous soundings to notice any abnormal rise in level, I will advise mate to sound ballast tanks &
the coffer dams, check the cargo holds as well.
The vessel has a breach in ballast tank, she is brought alongside with the help of 2 tugs ? the port has
a drydock facility. What all things will u prepare ? – I think he wanted to hear about the emergency
preparation of dry dock plan, sounding tanks, keeping dry dock & shell expansion plans ready for
use.
Where will you find information about plate material ? – shell expansion plan. ( I didn’t know this ).
What checks will you carry out in E/R – I told him that I will check M/E crankshaft deflection, bearing
clearances. Compare the readings with previous readings & the sea trial readings.
What if the readings are drastically out ? – I said that it’s pretty obvious that the crankshaft is
misaligned with the respect to the bed plate or the hull structure. The engine will have to be
completely dismantled & the bedplate may have to be rechocked.
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How will you check misalignment ? – I told him that earlier they used to use the string method to
check the alignment but these days they use the laser method which is pretty accurate. – I guess he
was ok with the answer.
What checks will you carry out after vessel the is resting on blocks. – I gave the standard answer of
ship’s bottom checks including rudder, propeller, paint work, the breached tank, adjacent frames
with NDT testing., stern tube seals, poker gauge readings for tail shaft liner wear & etc.
Important jobs that can be carried out in E/R ? – ship side valves & pipes can be overhauled.
As a C/E in what condition will you not let the E/R go on UMS ? – If fire detectors, automatic fire
fighting system is not working. If the E/R bilge alarm is not functioning. If M/E OMD is not working.
Next set:
I was in for just under an hour. The examiner went through my discharge book more thoroughly
than in previous exams.
He started off by telling me to write down all the certificates I know. Couldn’t have started better as I
had done just that a couple of hours earlier.
He seemed happy with my list but then pressed me on one I hadn’t come across before, a CLC for
bunkers. At this point it was very conversational and I think he was just expanding on what I had
written down.
He also asked me about the validity of them, periods of surveys, the dates that would be noted
down. What the surveyor would write on a completed certificate. (seemed obvious to me but he
specifically mentioned a stamp).
The MLC was briefly chatted about at this point too.
He then went to go further into the Cargo Ship Safety Equipment certificate and what I would be
doing as Chief before to prepare for a surveyor coming.
He then asked about what I would do if the ship goes aground. The answers then took us onto drydocking
and the preparations for that. He was more interested I think in specifically dry-docking
after a grounding.
He then asked me about bearings. He wanted to talk about plain bearings and their materials. I
stumbled on this and wasn’t perfect but your techniques helped and we started talking about oil
analysis results.
All in all, it was very conversational and I felt like the examiner did plenty of talking. So much that I
was adding to some of his comments just to make sure I was still involved at times and to show him I
was following too!
So the study and understanding I gained through your guidance was essential. Many, many thanks!
Off the record…. I feel like I had an easy exam perhaps. Maybe it was just because I prepared on
most of the topics that he asked about OR it was because he asked me about my steam ticket and he
saw that I have been on the bigger ships and have been around for a while.. Either way I still feel it is
a bit of a lottery.
Next set:
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Certificates on board, validity, importance of IAPP certificate
What information does bunker liability certificate give ? I didn’t know but I told him that I can find
out on board.
As a C/E you are joining a company for the first time, you have no idea what to expect. What checks
will you carry out.
For the same vessel, Certificate issued on Mar 11. Revalidated in May 12. No survey after that. What
will you do ? – I told him that the certificate is already expired. I will check the correspondence
between the master & the DPA or tech. super or class. If no exemption received then I will refuse to
sign the article. – I think that’s what he wanted to hear.
Some detail information about IAPP certificate.
SOX & NOX regulations. – I told him about the current as well as the future cut downs. I think he was
ok with that.
The vessel u are sailing on, runs aground, what will be your first action ? – check water tight integrity
in the engine room.
What important checks you will carry out ? – sound all the tanks including cofferdams, compare with
previous soundings to notice any abnormal rise in level, I will advise mate to sound ballast tanks &
the coffer dams, check the cargo holds as well.
The vessel has a breach in ballast tank, she is brought alongside with the help of 2 tugs ? the port has
a drydock facility. What all things will u prepare ? – I think he wanted to hear about the emergency
preparation of dry dock plan, sounding tanks, keeping dry dock & shell expansion plans ready for
use.
Where will you find information about plate material ? – shell expansion plan. ( I didn’t know this ).
What checks will you carry out in E/R – I told him that I will check M/E crankshaft deflection, bearing
clearances. Compare the readings with previous readings & the sea trial readings.
What if the readings are drastically out ? – I said that it’s pretty obvious that the crankshaft is
misaligned with the respect to the bed plate or the hull structure. The engine will have to be
completely dismantled & the bedplate may have to be rechocked.
How will you check misalignment ? – I told him that earlier they used to use the string method to
check the alignment but these days they use the laser method which is pretty accurate. – I guess he
was ok with the answer.
What checks will you carry out after vessel the is resting on blocks. – I gave the standard answer of
ship’s bottom checks including rudder, propeller, paint work, the breached tank, adjacent frames
with NDT testing., stern tube seals, poker gauge readings for tail shaft liner wear & etc.
Important jobs that can be carried out in E/R ? – ship side valves & pipes can be overhauled.
As a C/E in what condition will you not let the E/R go on UMS ? – If fire detectors, automatic fire
fighting system is not working. If the E/R bilge alarm is not functioning. If M/E OMD is not working.
Good Afternoon
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Context of the exam was predominantly legislation based and very little technical.
A LOT on MLC (especially under 18 year old sailing on the vessel), Certification, ISM, Audits, COSWP.
I mentioned about the hours of rest being split into 3 rest periods, I swear Ive read this and took it
for gospel but examiner not heard of this so caused some confusion.
Technical was: earth monitoring (diagram), LO analysis (trace elements), enclosed spaces, PTW, CO2
system (diagram), very basic knowledge of NOx and SOx . And the question ‘ How does a ship float?’
follow on by eventually how does the free surface effect affect the stability.
It was overall very fair and not too taxing (easy to say now Ive passed!!!) In the end he was not
looking for a vast amount of information but a base standard to see if you are capable of sailing as
Chief Engineer without incident. (examiner was Panicker)
Chiefs Oral, Southampton, April 27.
Started by looking at my Discharge Book and asked a few questions about the plant on board some
of the vessels., my background is Cruise Vessels and Large Yachts..
Supposing you join a new company as Chief on a Bulk Carrier and are given a four day handover,
what would you want to check?
What parts of the Hull would you pay particular attention to?
What would you check on the Main Engine?
What systems would you pay particular attention to?
What is Critical Equipment?
What is a Condition of Class?
What would you prepare for a Load Line Survey?
Suppose the Bulk Carrier you are now sailing on is in the middle of the Ocean heading for Australia.
What are your actions if the Engine Watch keeper rings you and informs you that the OMD has gone
into alarm and there’s been a crankcase explosion, the Main Engine has been stopped?
What Engine parameters are you checking to reassure yourself it is safe to open the crankcase?
What are the usual L.O. and Bearing temperatures in a Slow Speed Engine?
What factors must you consider before entering the crankcase?
How would you secure the prop shaft in high seas?
What would be your actions if you didn’t find anything wrong inside the crankcase? (strongly
consider a tow to port)
Explain the operation of a Synchronous Motor?
How is a Synchronous Motor started?
What is Regenerative Braking?
Why do we use Synchronous Motors and not just use an Induction Motor?
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How does a Harmonic Filter work?
What is GM?
How is it related to the stability of the vessel?
What Engine Room operations would affect the GM?
If you are moving fuel from a DB tank to a service tank how does this affect GM?
How does water in the Engine Room bilges affect stability?
Explain Free Surface Effect
How is Free Surface Effect taken into consideration when modelling the stability of a vessel?
Pradyumna Mishra
Chief oral in tyne dock
Asif Hanif
15.08.207
1. What types of ships you sailed.
2.how you ensures your ship is following safety standards.
3.explain sms and ism after asked about emergency preparedness in detail.
4. Fire on board and explain your action as a chief engineer.
5. How you will ensure your motor man is competent for his work onboard.
6. All the certificates onboard.
7. Explain in detail doc and smc and interim smc.
8. Explain in detail IAPP AND EIAPP certificates and what they contain.
9. How you confirm the ship is following emission standards as per annex VI
10. Supplements of IAPP certificates.
11. Explain nox techical file and its contents
12. How you will ensure your performance of engine is good.
13. What dirty air cooler will have effect on ME performance and how to know air cooler is dirty and
process of cleaning it.
14. What action you will take if you find T/C vibrating.
15. How to isolate the t/c and how turbocharger work. He is interested about nozzle ring angle and
convertion of energy.
16.how t/c blade is secured to rotor and material of t/c blade.
17. How t/c lubricated and thrust compensated in compressor side
18.draw and explain mcr diagram of engine and why we normally run 85% mcr
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19. How electrical induction motor work and explain tests and safeties on motor.
20. How vibration analysis of motor taken and analysed
20. What influence torque in motor and define torque.
21. What preparation done during entry to the drydock
22. What precaution to take during docking. And asked about how stress is compensated during
sitting on blocks.
23.what advice for engine staff during drydock.
24. What checks done after leaving drydock.
25.what all to check in the performance report of ME.
26. What reports you send to office daily, weekly, monthly.
27. What is the role of you for survey of machinaries on board. He was interested about CMS and
auditing.
28. Explain air bottle survey and what to check.
29. How to arrange a survey onboard.
30.what is maintenance system onboard and your role.
32. At last he asked about have you sailed on tankers. I said no. Then he asked about ig system and
explain the LEL diagram and influence of oxygen concentration.
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Some notes:
CHIEF ENGINEER’S ORALS
What are the responsibilities of a Chief Engineer ?
_ Human resource management
CE shall avail himself of the knowledge of his officers
Encourage all ER staff to develop their skills and experience
Create a positive and safe work environment
Assess performance of the ER staff
_ Technical Responsibilities
_ Inspection and maintenance of CO2 plants. Ensures that the CO2 plants are secured
against unintended release during inspection/maintenance during yard stays.
_ Bunkering responsibilities – Ensure sufficient bunkers are taken in line with the Company
policy and ship stability. Prepares a bunker loading plan in consultation with the Chief
officer
_ Monitors the vessels budget and advices the superintendent to propose next year’s
budget
_ Maintenance of refrigerated cargo and its systems
_ Ensures daily engine room rounds are made and engine log book is filled in daily
_ Delegates daily responsibility for inspection and check of life saving, fire prevention , fire
fighting and other emergency equipment
_ Prepares and supervises DRY DOCKING jobs
_ Underlines implications in case of machinery failures and notifies the Master
_ Ensure safe and correct running of Main and Auxiliary engines in accordance with the
Manufacturer’s instructions
_ Inspection of ship’s structure, fire detection and alarm systems, machinery and electrical
installations, including electronic and communication systems on a regular basis
_ Control consumption of fuel, lubes and water and ensure availability of adequate stock at
all times
_ Carry out ME PERFORMANCE atleast once every two months or once every round trip
_ Ensures vessel carries adequate stocks of stores, critical spares with respect to
maintenance and repair
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_ Ensure conditions of all tanks and related equipment are examined regularly
_ Ensure daily inspection of control system for steering gear, checks and tests including
emergency steering drills
_ Prepares procedures for emergency preparedness, malfunctions, contingency planning
and environmental protection
_ Ensure availability of repair logs and that it is reviewed at management meetings
_ Ensure chemicals are used in a safe and responsible way and that Safety data sheets are
readily available
_ Recognise non-compliance with a specific requirement and analyse the reason for noncompliance.
_ Compile standing orders and ensure they are being followed
_ Ensure 2/E and C/O are continuously informed of matters concerning operation,
maintenance and repair, enabling him to take over in cases of necessity
_ Develop skills and confidence of officers by providing onboard training
_ Have a thorough knowledge of Legislation and guidances pertaining to Flag state, Port
state and Classification societies
_ Ensure compliance with Flag state and Port state regulations and Classification society
rules and regulations
_ Ensure that Surveys are being carried out at planned intervals and request presence of a
class surveyor as and when required
How will you take over as a Chief Engineer of a vessel ?
Prior to boarding the ship, assess the general condition of the Ships’s side:
_ if load line marks are clearly visible
_ general condition of paint
While on deck, assess general condition of deck, gangways, pilot ladders and associated equipment.
In the C/E’s office,
_ Check all relevant documentation are updated such as:
_ Test record of Fire detectors and alarm systems
_ Test record of CO2 bottles and measurements
_ Record of Lubricating oil analysis – Latest report to be examined, previous quarterly samples
landed
_ Record of Fuel and LO bunker receipts. Examine latest fuel specification report. Date and port
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of last bunkers. Record of Bunker meetings to date.
_ Quantity of bunkers remaining onboard. Take manual tank soundings. Calculate if bunkers
onboard are sufficient until next scheduled bunkering.
_ Quantity of Lubes remaining onboard. Monthly stock count reports and LO consumption
records to date. Knowledge of various oil grades for various machineries.
_ Record of ME and AE performance reports. ME performance – Monthly and AE performance –
1000 RHRS. Note down any deviations or specific cylinder conditions
_ Record of Exchange of NOx Components – NOx technical file. Study the file for data regarding
operational settings and parameters
_ Records of test of Emergency manoeuvring, Emergency steering and Emergency generator
_ Record of CALIBRATION CERTIFICATES for various instruments and availability of necessary
measuring instruments onboard
_ Records of CERTIFICATES for lifting gear and appliances
_ Any SURVEYS overdue (CSM), any surveys coming up soon. Ensure all completed survey
reports are credited by a Class surveyor
_ Ensure that an updated survey report is available, request Technical superintendent for the
latest SURVEY MANAGER report
_ Read up all recent correspondence with company and technical superintendent
_ Ensure all machinery is in good operating condition. If any machinery requires special
attention or if any breakdowns have occurred
_ Knowledge of any recent observations, deficiencies or non conformances and corrective
action and implementation
_ Knowledge of recent Port state inspections and their observations
_ Check up on any outstanding CIS/Non-conformance reports and items that need immediate
attention
_ Knowledge of ISM/ISO 14001 audits and Internal vetting etc.,
_ Knowledge of ME POWER INSTRUCTIONS and CYLINDER LUBRICATION instructions
_ Review the Ship’s PMS and ensure all planned maintenance and repair activities are up to
date. Check up on any outstanding items
_ Review the DRYDOCK SPECS file and ensure it is up to date. Establish next scheduled
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Drydocking date
_ Go through Spare parts and consumables list. Ensure availability of spares for all critical
equipment required for safe and reliable operation of vessel. Gather information on status of
spare parts deliveries, outstanding requisitions etc.,
_ Review the vessel’s budget and Overall performance
_ Ensure ISM checklist is updated and check up on any outstanding items
_ Review the vessel’s REPAIR log and check up on any outstanding items
_ Ensure Engine room is sufficiently manned and examine the Rest hour records of Engine room
personnel
_ Check ORB entries and Daily Sounding log are kept up to date
_ Check if ‘Change of Duty – Engine room’ record is being updated on a daily basis by the
Watchkeeping engineer
_ Check up on quantity of SLUDGE and OILY WATER remaining onboard.
_ Check ENGINE LOGBOOK and ARRIVAL and DEPARTURE checklists are being filled in regularly
_ Ensure READINESS of Engine room for PSC inspections
_ Ensure availability of Instruction MANUALS and relevant SAFETY DATA SHEETS for oils and
chemicals
_ Check MONTHLY PAPERS – ICCP, Tail Shaft condition monitoring systems, Boiler water testing
logs and regular dosage, Water in Oil tests, ME CW corrosion inhibitor concentration tests
_ Ensure MARPOL ANNEX 6 samples are being stored at appropriate locations
_ Ensure readiness and availability of SOPEP EQUIPMENT and SOPEP plan.
_ Ensure availability of FIRE PLANS and BALLAST WATER MANAGEMENT PLANS
If satisfied with above, accept responsibility from the outgoing C/E and take over.
With regards to Lay up of a vessel,
How will you preserve the boiler during layup?
Two types of layup:
1. Short term lay-up – HOT LAY UP – keep systems running on minimum power
2. Long term lay-up – COLD LAY UP – shutting down all systems. Vessel is kept electrically dead
_ The Boiler should be protected against corrosion.
_ Accumulation of soot and dust to be removed as they tend to absorb moisture and cause
corrosion
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Two methods of laying up the boiler are: DRY LAY-UP and WET LAY-UP
Dry lay-up: Boiler is protected by dry atmosphere
Dryness is maintained by cleaning the drums and tubes thoroughly while the pipes are still warm.
Circulation of de-humidified air until desired dryness is achieved. The space is then charged with
trays of desiccant and sealed.
Wet lay-up: Boiler is protected by chemical inhibited water
Boiler is filled with a solution of 4-5 kg TRI SODIUM PHOSPHATE / 1000 kg of water until water is
just visible on the gauge glass. This process is called ALKALI BOIL-OUT .
The boiler is fired and kept at working pressure for 6-8 hours with closed main stop valve after
which rust, scales and other impurities are boiled out of the internal surfaces. This is now
skimmed off through the scum valve. The boiler is then vented, water drained off and washed &
brushed inside. It is then filled with inhibited chemicals and a temporary circulation is arranged.
What surveys will you carry out after lay-up
A survey will be carried out by Class covering
1. Safety and fire compliance
2. Engine room areas inspection
3. Other high risk areas inspection
Re-commissioning survey before returning to service covering
1. Sea trial of Main engine
2. All overdue surveys will be completed
ISM related:
Interim Verification Audit of SMC will be carried out for vessels laid up for more than 6 months as
the
existing SMC becomes invalid
ISPS related:
Interim Verification Audit of ISSC will be carried out for vessels laid up for more than 6 months as the
existing SMC becomes invalid
MANDATORY REGULATIONS
REST HOUR REGULATIONS
What are the REST HOUR regulations and what will you do in case of violations?
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STCW code – Section A- Chapter VIII/1 – FITNESS FOR DUTY
1. MINIMUM REST HOURS not less than
_ 10 hours in any 24 hour period
_ 77 hours in any 7 day period
2. Rest hours may be divided into 2 or more periods with one period at least 6 hours long and
interval between rest periods should not exceed 14 hours
3. Rest hours should not be violated unless if due to DRILLS, EMERGENCIES, OVER-RIDING
OPERATIONAL CONDITIONS or which could not reasonably have been anticipated at
the commencement of the voyage, in which case adequate compensatory rest shall be provided
4. Drills shall be conducted in a way to minimise the disturbance of rest hours and not induce fatigue
5. Watch schedules to be posted, readily accessible in standardised format, available in ship’s
language and in English
6. It is MANDATORY to maintain REST HOUR RECORDS signed by the Seafarer at the month-end to
ensure verification and monitoring of compliance and for PSC INSPECTIONS
7. The Rest hour records to be endorsed by the Master and the seafarer shall receive a copy
8. Master has the right to require a seafarer to perform any hours of work necessary for
a. IMMEDIATE SAFETY of ship, personnel or cargo
b. Assisting other ships or persons in distress
9. EXCEPTIONS FROM NORMAL REST PERIOD – WEEKLY:
a. Rest period should not be less than 70 hours in any 7 day period
b. Above exception not allowed for more than 2 consecutive weeks
c. Interval between exceptions not less than twice the duration of exception
10. EXCEPTIONS FROM NORMAL REST PERIOD – DAILY:
a. the 10 hours of rest required in any 24 hours period may be divided into no more than
three periods, one of which shall be at least 6 hours in length and neither of the other
two periods shall be less than one hour in length
b. the intervals between consecutive periods of rest shall not exceed 14 hours
c. Exceptions shall not extend beyond two 24-hour periods in any 7-day period
d. Exceptions shall, as far as possible, take into account the guidance regarding
prevention of fatigue in section B-VIII/1
11. Alcohol limits: 0.05% Blood Alcohol and 0.25 mg/l alcohol in breath. Applies to professional staff
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on duty
Examples of Overriding operational conditions: Which disrupt normal schedules to an unforeseen
extent
1. Bad weather conditions during Pilotage
2. Unexpected port delays due to cargo operations
COMPENSATORY REST is provided for seafarers whose NORMAL REST is disturbed due to such
situations.
STCW 2010 Amendment – Rest hour regulations are now HARMONISED with work hour
requirements
adopted by International Labour Organisation (ILO) and Maritime Labour Convention(MLC)
What are the rest hour regulations for Cadets?
The following rules apply to Young person– those over minimum school leaving and below 18yrs of
age
1. Minimum of 12 consecutive hours of rest in every 24 hour period
2. Rest period of atleast 2 days every week
EMERGENCY GENERATOR REGULATIONS
What are the regulations pertaining to EMERGENCY GENERATOR? How many minimum starts
are required for battery and second source of starting?
LOCATION:
1. Located above uppermost continuous deck and readily accessible from open deck
2. Shall not be located forward of collision bulkhead
3. Suitable location such that a fire in the space containing the Main source of power, MSB or any
machinery space of category A will not interfere with Supply, control and distribution of
emergency electrical power
POWER SUPPLY:
4. Electrical power available shall be sufficient to supply all services essential for safety in an
emergency. Should be capable of supplying:
a. Emergency lighting at every Muster and Embarkation station and over the sides – 3 HOURS
b. Emergency lighting – Accommodation, Elevator and escape trunk, Machinery spaces, Control
stations (SCC, ECR), Bridge, Stowage locker for fireman’s outfits, Steering gear, At starting
locations for Emergency fire pumps, Fire pumps, Sprinkler pumps, Emergency bilge pumps –
18 HOURS
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c. Navigation lighting and other essential lighting, VHF/MF/HF radio installations, Ship Earth
station
d. Internal communication equipment used in emergency, Navigational equipment, Fire
detection and alarm systems, Ship’s whistle, Manual call points, Internal emergency signals –
18 hours UNLESS they have an independent accumulator battery power supply
OPERATION:
5. Shall have an independent fuel supply with fuel having a flashpoint of not less than 43 deg.C
6. Capable of being started automatically upon failure of Main power supply and automatically
connected to MSB within 45 secs
7. The EMG and its prime mover must be capable of operating at its Full rated power with the Ship
upright and when inclined at any angle of list up to 22.5 deg. and trim of 10 deg. fore and aft
STARTING:
8. Capable of being readily started in cold condition at 0 deg. temperature
9. Emergency generator starter batteries – stored power for at least 3 consecutive starts
10. Second source of energy provided for another 3 starts within 30 mins UNLESS Manual starting
(manually charged hydraulic accumulators) can be demonstrated to be effective
LIFEBOAT REGULATIONS – LSA CODE
1. Capable of being launched when the ship is making headway at a speed of 5 knots in calm water
2. SEATING – capable of supporting a load of 100 kg in any seat location when the lifeboat is
dropped from a height of at least 3 m
3. Must be of sufficient strength to withstand:
a. A load TWICE the mass of boat + full complement of persons
b. LATERAL IMPACT against ship’s side at an Impact velocity of at least 3.5 m/s and drop into
water from a height of at least 3 m
4. ENGINE:
a. Fuel must have flashpoint greater than 43 deg. C
b. Manual (or) power start system with TWO independent batteries (power source)
c. Capable of operating for NOT LESS THAN 5 minutes after cold start with life boat out of water
d. Capable of operating with lifeboat flooded up to centreline of crankshaft
e. Speed of lifeboat in CALM WATER loaded with full persons – at least 6 knots (or) 2 knots while
towing a life raft
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f. Fuel tank with sufficient capacity to run engine at a speed of 6 knots for 24 hours
g. Designed to limit Electromagnetic emissions – thus does not interfere with Radio appliances
operation
5. Drain valve – Automatically opens to drain water when lifeboat is not waterborne and
automatically closes to prevent entry of water when lifeboat is waterborne. Is provided with a cap
or plug to close the valve and must be accessible from inside the boat
BOILER REGULATIONS
1. Access for examination and cleaning
All boilers, where possible, are to have access for the examination and cleaning of the internal
surfaces of plates and tubes. Where boilers are too small to permit entry, they are to be provided
with handholes and sightholes, sufficient in size and number to enable all internal surfaces to be
satisfactorily cleaned and inspected
2. Boiler securing arrangements
All boilers are to be properly secured to the ship’s structure and account should be taken of the
various forces to which they may be subjected in service, including collisions. Provision is to be
made in the securing arrangements for the expansion of the boiler when heated
3. Hydraulic tests
a. Before witnessing hydraulic tests of boilers, surveyors must satisfy themselves that the boilers
are suitable for the intended working pressure
b. On completion, all new boilers (including superheaters) are to be hydraulically tested to 1.5
times the maximum working pressure
c. Boilers which have been in service and boilers which are too small to permit internal
examination, or are otherwise required to be subjected to a hydraulic test, are to be tested to
1.5 times the maximum working pressure
d. The hydraulic test pressure should be maintained for a period of at least thirty minutes
e. Surveyors witnessing hydraulic tests should satisfy themselves that the tests are properly
carried out, and should inspect the boiler thoroughly while it is under test. If a test is
unsatisfactory, the boiler should be retested after defects have been made good.
f. When witnessing hydraulic tests, surveyors should use calibrated test pressure gauges.
g. Particulars of hydraulic tests, including the date, and stamping details should be recorded.
4. Boiler mountings and feed pipe fittings
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a. Mountings and stop valve necks as short as possible
b. Valves and cocks provided with means to shown if they are open or shut
c. Boiler mountings hydraulically tested to 1.5 times maximum working pressure of boiler
d. Boiler feed line mountings hydraulically tested to 1.5 times the maximum working pressure to
which the feed lines may be subjected in service
e. Steam pipe and feed pipe fittings hydraulically tested to 1.5 times maximum working pressure
they are subjected to in service
f. Each boiler should be fitted with at least two safety valves, but where the total heating
surface is less than 9.3 m² the provision of only one safety valve could be considered
g. The clearance of the spindle, springs etc, above the valve should be such as to permit a lift of
at least one-fourth the diameter of the valve
h. Valves and valve seats should be made of non-corrodible metal, and the valve seats should be
effectively secured to the chests
i. Safety valves should be fitted with screw lifting gear so arranged that they can be operated
easily by hand from an accessible place free from the danger of steam
j. The clearance between separate coils of springs in ordinary, high lift, and improved high lift
safety valves should not be less than 0.8 mm when the valve is lifted a distance D/4. The
clearance between separate coils of springs in full lift and full bore safety valves should be not
less than 1.6 mm when the valve is lifted sufficiently to permit its maximum rated discharge
k. In the case of waste heat boilers heated by exhaust gases, the accumulation test should be
carried out with the feed water shut off, all stop valves closed and with the engines supplying
the exhaust gas under maximum load conditions and, in the case of composite boilers, the
test should be under full firing conditions representing the most severe case likely to arise in
service
l. When witnessing safety valve tests, surveyors should use calibrated test pressure gauges
m. the main and auxiliary stop valves should be of the selfclosing or non-return type
n. Every steam boiler should have at least two independent means of indicating the water level,
one of which should be a glass water gauge, and the other an additional glass water gauge or
other accepted water level indicator
o. Every boiler is to be fitted with two water level indicators, so arranged that an indication of
water level is obtained during all conditions of list and trim to be expected in service
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p. Surveyors are to satisfy themselves, by actual examination, that the water level indicators of
the boilers of the ships they survey are clear
5. Boiler feed water arrangements
a. Every boiler should have at least two efficient and separate feed water systems, each with its
own check valve. Check valve chests, should, in general, be attached directly to the boiler
with a stop valve fitted in each chest, or between each chest and the boiler. This is to allow
for either of the feed systems to be examined while the other feed system is in operation
b. Feed water heaters, filters and fittings between the pumps and the boilers should be
constructed for a working pressure of 25% in excess of the boiler pressure, or for the
maximum pressure to which the feed line may be subjected in service; whichever is the
greater. An efficient relief valve or valves, suitably adjusted and of a type which cannot be
readily overloaded, should be fitted (where necessary) to prevent overpressure in any part of
the feed system under conditions likely to occur in service
FUEL OIL STORAGE REGULATIONS
1. Fuel oil can be carried in double bottom, Peak, Deep and other tanks of approved construction
2. Fuel tanks must be part of ship’s structure as far as practicable
3. Fuel tanks other than Double bottom tanks must be situated adjacent or in Macinery spaces of
Category A
a. At least ONE of their Vertical sides adjacent to Machinery space boundaries
b. Common boundary with Double bottom tanks
c. Area of tank boundary common with Machinery spaces kept to MINIMUM
4. Should not be sited directly over boiler or heated surfaces
5. Cofferdam should be provided between Fuel and FW tanks
6. Fuel Service and settling tanks shall not contain fuel with flashpoint less than 60 deg. C
7. Fuel Storage tanks not to be heated to TEMPERATURES WITHIN 10 deg C BELOW FLASHPOINT of
fuel
8. Heating coils and Thermometer pockets fitted
9. Quick closing valves provided for shutting off fuel in case of pipe breakage – operated remotely
from outside Machinery space
10. All oil fuel tanks in the machinery spaces should be fitted with savealls, gutters or cofferdams as
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appropriate to contain and prevent the spread of oil and to contain or guide such oil to a safe
place
11. Oil fuel tanks forming the boundaries to cargo spaces need only be provided with save-alls or
gutters in way of manholes, valves or fittings on any other area where leakage may occur
12. An air pipe should be led from every fuel tank to the open air and the outlet is positioned such
that the ingress of SW is unlikely and such that there will be no danger of fire or explosion
resulting from the emergence of oil vapour or fuel whilst the tank is being filled. Every such outlet
should be fitted with a detachable wire gauze diaphragm. If such a pipe serves as an overflow,
provision should be made which will prevent the overflow from running into or near a boiler
room, galley or other place where ignition may occur
13. All tanks not forming part of the ship’s structure should be securely fastened to the hull
14. Drain valves fitted must be of the weighted lever or other self-closing type
15. Sounding pipes fitted must be of the self-closing weighted cock type and should not terminate in
passenger or crew spaces
16. Oil level indicators should be of a type which will not impair the oil tight integrity of the tank and
be of such construction that they will not be readily damaged either mechanically or as a result of
fire thereby permitting the contents of the tank to escape
17. Use of Cylindrical gauge glass for Oil level indications is PROHIBITED. Only FLAT GAUGE GLASSES
are permitted with SELF-CLOSING arrangements at top and bottom
18. Fuel to be maintained at a temperature of 5-7 deg C ABOVE POUR POINT to prevent WAX
FORMATION
ISPS CODE REGULATIONS
ISPS – INTERNATIONAL SHIP AND PORT FACILITY SECURITY CODE
PART A – Mandatory regulations
PART B – Guidance on how to meet the mandatory requirements
ISSC – INTERNATIONAL SHIP SECURITY CERTIFICATE is issued to vessel when:
1. The security system and any associated security equipment is in accordance with section 19.1
PART A of the ISPS code
2. The Vessel complies with Chapter XI-2 of the convention and PART A of the ISPS code
Chapter XI – 2 – Special measures to enhance maritime security
1. Flag state to set security levels – vessel’s security level same as the port facility level set by the
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contracting government
2. Ship to carry SHIP SECURITY PLAN approved by Flag state
3. Role of master in exercising his professional judgement for making decisions concerned with
maintaining security of ship
4. Ships must be provided with Ship Security Alert system operable from Navigation bridge and one
other point
5. Requirements for Port facilities
SECURITY LEVELS
SECURITY LEVEL 1 – NORMAL LEVEL
_ The level at which Ships and Port facilities normally operate
_ MINIMUM appropriate protective measures maintained at all times
_ Controlling access to ship
_ Controlling embarkation of persons and their personal effects – Check Identification
_ Monitoring restricted areas ensuring only AUTHORISED PERSONNEL have access
_ Monitoring Deck areas and areas around the ship
_ Supervising Cargo handling operations, Ship’s stores and provisions
_ Ensuring communication is readily available
SECURITY LEVEL 2 – HEIGHTENED LEVEL
_ The level which applies as long as there is a Heightened risk of a security incident
_ ADDITIONAL protective measures to be adapted for the period to ensure HIGHER VIGILANCE and
TIGHTER CONTROL
_ Additional security briefing to be held with all Ship’s personnel
_ Additional personnel would patrol deck areas
_ Limiting number of access points to ship
_ Increasing frequency and details of searches of persons and their personal effects
_ Provision of boat patrols in cooperation with Port facility on water side of ship
_ Escorting visitors on ships
_ Full or partial search of Ship to be carried out
SECURITY LEVEL 3 – EXCEPTIONAL LEVEL
_ The level which applies when there is a PROBABLE (or) IMMINENT risk of security incident
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_ FURTHER SPECIFIC protective measures required
_ Limiting access to a single controlled access point
_ Suspension of embarkation/disembarkation
_ Suspension of cargo, stores and provisions delivery operations
_ Directions of persons onboard to their specific duties
_ Prepare for evacuation of Ship
_ Ship must be ready to move
_ Prepare for full/partial search of ship
_ Verify inventory of dangerous goods and hazardous substances carried onboard and their location
SHIP SECURITY PLAN (SSP)
_ Security measures to prevent weapons and dangerous substances to be taken onboard
_ Identification of restricted areas
_ Prevention of unauthorised access
_ Procedures for responding to security threats
_ Procedures for Evacuation
_ Duties of shipboard personnel
_ Training, drills and audits
_ Reporting procedures
SHIP SECURITY OFFICER (SSO) – Responsible for Ship’s security and compliance with SSP and ISPS
code
COMPANY SECURITY OFFICER (CSO) – Responsible for Security assessment, Development of SSP and
approval, Liasing with PORT SECURITY OFFICER (PSO) and SSO
ISM RELATED
What is CONTINGENCY PLAN MANUAL in your company’s SMS?
It consists of SHIPBOARD and SHOREBASED contingency plans
_ Chapter 8 – Emergency preparedness requires contingency plans to be developed in order to deal
with different emergencies and respond in a prompt and effective manner
_ Plan includes
1. Allocation of duties and responsibility to individual
2. Actions to be taken to gain control of each machinery
3. Primary and Secondary communication methods
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4. Procedures for notifying and maintaining contact
5. A database of plans, vessel particulars, stability information and pollution prevention
equipment
What do you understand by CRITICAL EQUIPMENT and their maintenance? Is it planned
maintenance or
condition monitoring?
All equipment whose non-functionality affects the operational safety, reliability and pollution
prevention
aspects of the vessel are termed as CRITICAL EQUIPMENT
Regular testing of standby arrangements and equipment not in use must be carried out. This is
integrated
into the vessel’s PLANNED MAINTENANCE SCHEDULE.
List of Critical Equipment
1. Communication and alarm systems – Fire, general and Engine alarms
2. Fire detection systems
3. Main engine control and propulsion system
4. Anchor release equipment
5. Bilge and ballast systems incl. Emergency bilge suction – bilge alarms
6. Fire pumps incl. Emergency fire pumps
7. Emergency stops and shutdowns
8. Steering gear systems
9. Lifeboats and launching equipment
10. Emergency batteries
11. Emergency generator and starting arrangements
12. GMDSS equipment
13. Significant navigation equipment – Steering console, compass, ME controls, Radars, Echo
sounder
14. Watertight door systems
15. CO2 plant
16. Oily water separator and monitoring equipment
17. Fuel transfer pumps
18. Standby systems – generators, pumps, propulsion systems
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COSWP RELATED
Outline a PROCEDURE for RISK ASSESSMENT
Section 1: Hazard Analysis of work activity
_ Description of identified hazards
_ Existing control measures to protect personnel from harm
Section 2: Assessment of Risk Factor for every hazard
_ Likelihood of harm: Very unlikely, Unlikely, Likely, Very likely
_ Severity of harm: Slight, Moderate, Extreme
This will give you a risk factor to tell you if it is High risk, Very high risk (or) Low risk, Very low risk (or)
Medium risk
If Risk factor is Medium or above (yellow, orange or red), additional control measures are required
Section 3: Additional control measures to reduce risk of harm
_ Further control measures
_ Review date
_ Remedial Action date
SURVEYS AND CERTIFICATION
Surveys of Hull and Machinery Items
Special Survey
All hull and machinery items opened up for survey at one time, usually during RENEWAL SURVEY at
drydock.
Continuous Survey of Machinery (CSM)
Requirement: Vessel must have an approved Planned Maintenance System (PMS)
1. Items opened up for survey at ship’s convenience in rotation, reduces work load on Ship’s
personnel
2. All items surveyed during life of certificate
3. Part of machinery may be surveyed by the chief engineer as part of an approved PMS
(Or)
Not opened up and condition and performance assessed by CONDITION MONITORING SYSTEM
whereby equipment only needs to be opened up if readings are abnormal or indicate
deterioration
4. Approximately 1/5th of machinery examined each year
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5. Survey status information is provided to Ship owners/managers with ‘QUARTERLY LISTINGS’
Condition of Class
Any defects or damages identified by the surveyor which affects the ship’s class has to be rectified
by
specific measures or repairs and are to be carried out within a specific time to retain class. These
recommendations issued by surveyors are called conditions of class.
Harmonised System of Survey and Classification (HSSC)
_ Adapted by IMO in 2000
_ Covers survey and certification requirements of :
_ SOLAS 1974
_ LOAD LINE 1966
_ MARPOL 73/78
_ INTERNATIONAL BULK CHEMICAL CODE (IBC)
_ INTERNATIONAL GAS CARRIER CODE (IGC)
_ BULK CHEMICAL CODE (BCH)
_ GAS CARRIER CODE (GC)
_ Aims to simplify the survey and certification process
_ Standardises the PERIOD OF VALIDITY and INTERVALS BETWEEN SURVEYS of NINE main
convention certificates
1. Cargo Ship Safety Construction certificate (SAFCON)
2. Cargo Ship Safety Equipment certificate (SAFEC)
3. Cargo Ship Radio installations certificate
4. International Load line certificate
5. Passenger certificate
6. International Oil Pollution Prevention certificate (IOPP)
7. International Certificate of Fitness for carriage of Dangerous Chemicals in bulk
8. International Pollution prevention certificate for carriage of Noxious liquid substances in
bulk
9. Passenger ship safety certificate
_ Seven types of survey:
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_ Initial
_ Renewal
_ Periodical
_ Intermediate
_ Annual
_ Inspection of outside of ship’s bottom
_ Additional surveys
_ MAXIMUM VALIDITY of all certificates EXECPT Passenger Ship Safety certificate is 5 years
_ RENEWAL SURVEY can be carried out up to 3 months before expiry of certificate
_ Certificates EXTENDED for a period of 3 months and For ships engaged in short voyages, Grace
period of 1 month
_ If RENEWAL CERTIFICATE cannot be issued, Existing certificate can be ENDORSED and is valid for 5
years
_ Every certificate is subject to Annual, Intermediate (or) periodical survey within 3 months of its
anniversary date
List of machinery chief engineer cannot survey
· Main Engine
o Turbochargers
o Crankshafts and bearings in single engine installations
o Engine trials
o Safety devices and trips
· Steering machinery other than steering pumps
· Main steam turbines and gas turbines
· Reduction gear, flexible couplings and clutches
· Tail shafts and stern bearings
· Propellers
· Auxillary Machinery
o Pumping arrangements
o Sea connections
· Pressure Plant
o Boilers and air bottles
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o Boiler fuel oil heaters
o Steam pipes
o Start air pipes
o Manoeuvring valves and bulkhead stop valves
· Electrical equipment other than Auxiliary motors
· Main engine controls and controls associated with class Notations
· Holding down bolts and chocks, tie rods
· Machinery damage, repairs and alterations.
· Anchor windlass
· Bilge systems and oily water separators
· Heat exchanges with design pressures > 6.9 bars
· Fire fighting equipment
· Sea valves and sea chests
· Electrical generators and Generator protection devices
· Piping systems – ALL
· Operational tests of main generators and emergency generators and their prime motors.
All chief engineers must carry a valid CERTIFICATE OF AUTHORISATION to carry out class surveys
The certificate of authorisation lists all equipment only a class surveyor can survey.
Surveys carried out by chief engineer are checked by attending class surveyor during annual audit –
This
should be held +-3 months w.r.t. due date and should be harmonised with ship’s annual survey.
During annual audit, the chief engineer should provide the maintenance and monitoring records
containing
· Statements signed by chief engineer for items to be credited for class
· Details of repairs carried out and spare parts used.
· Written details of any breakdown or malfunction including main cause of failure.
· Certificate of authorisation.
IN-WATER SURVEY
Guidance – MGN 217
An In-water survey is carried out in lieu of Dry docking for Class 1 (Ships engaged on long
international
voyages) and Class 7(Tankers on long international voyages) ships subject to SOLAS or Load line
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conventions, where 2 inspections of the outside of ship’s bottom are required within a period of 5
years
and the maximum interval between these inspections is 36 months.
CONDITIONS REQUIRED FOR INWATER SURVEY
1. CONDITION OF ACCEPTANCE for CARGO SHIPS is that:
_ the vessel is surveyed in Dry dock atleast once in each 5 year period
_ the dry docking inspection must coincide (within 15 months)with the renewal survey
required for SAFCON or Load line certificates
2. Hull to be fitted with an approved Cathodic protection system
3. Hull must be in satisfactory condition. Suitable high quality, high resistance anti-fouling paint to
be used. Colour of paint must be contrasting with the underwater environment
4. In preparation for the EXTENDED PERIOD between dry dockings, measures should be taken to
take into account maximum time allowed for next scheduled dry docking. Measures include:
_ Renewal and/or Recording of clearances for Rudder bearings and bushes
_ Shaft surveys
_ Overhaul of ship side valves
_ Repair and overhaul of stabiliser and thrusters boxes, Sea inlet boxes and discharges
_ Shell openings with gratings to be provided with hinged grid plates
5. Underwater hull and fittings permanently and clearly marked (bead welding) to identify and
indicate positions and extent of :
_ Transverse and longitudinal bulkheads, incl. Tank boundaries
_ Decks and flats below waterline
_ Openings in shell plating for Suction/discharge valves, Docking plugs, Thruster units,
Stabiliser fins
_ Propeller blades are numbered
_ Liners on shafts and bushes of rudder and stern frame marked such that relative
movements can be detected underwater
6. A SHELL EXPANSION PLAN showing both sides of vessel submitted containing details of
_ External hull markings
_ Bilge keels
_ Drain plugs
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_ All shell openings and means of access
_ Any existing hull damages
7. Specific plans and data submitted for:
_ Rudder, Stock, Sternframes
_ Propellers, ropeguards and identification markings
_ Other hull attachments
_ Stabiliser and thrusters boxes
_ Method of blanking off any shell openings for Diver safety
_ Coloured photographs of shell openings, rudder closing plates, wear down gauge plugs
8. Shell gratings must be hinged
9. Anodes must be capable of being easily renewed
TYPES OF SHIPS APPLICABLE FOR IWS
1. PASSENGER SHIPS – which go to sea
2. OTHER SHIPS – EXCEPT tankers and bulk carriers over 15 years of age to which Enhanced Survey
Programme (ESP) applies
3. DOMESTIC PASSENGER SHIPS – which do not go to sea
REQUIREMENTS FOR PROPOSED IN WATER SURVEYS
1. Vessel is in SHELTERED waters – Calm water, Weak tidal streams and currents
2. Good underwater visibility
3. Clean underwater hull. Hull must be cleaned immediately prior to IWS and well in advance to
prevent visibility of water being affected by Cleaning procedure
4. Adequate depth of water below ship’s keel
5. Vessel should be at a suitable draught and trim condition
6. If Alongside, vessel should have sufficient clearance from Quay using adequate FENDERS to
provide Safe access for divers around hull
7. Qualified and approved divers employed. Diving company approved by Class
8. LATEST PROVEN techniques and equipment to be used for Colour TV scanning, Video and
Stillphoto
recording
9. Equipment used for survey must be tested beforehand. Spare back-up equipment readily
available to ensure un-interrupted survey
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10. IWS is carried out under surveillance of Class surveyor
11. Arrangements for turning of propeller required. Good communication to be established with
Diving team and a PTW procedure to be followed
12. Cathodic protection system to be switched off
13. Ballast pumps stopped and ballast operations avoided as far as practicable
14. Records must be maintained for Oil usage for Shaft seals, thrusters to indicate condition of seals.
15. CONDITION MONITORING – Records of oil analysis and temperature of bearings to be available
for inspection
IN-WATER SURVEY PROCEDURE
1. Meeting is held with deck and engineer officers of Vessel along with Diving & Survey personnel
2. A PTW procedure is adopted by the Diving team and Shipboard team
3. Survey must ONLY be commenced when the Surveyor is satisfied with the precautions and Risk
assessment carried out by the Diving team and Shipboard team provided there is good visibility
and all equipment are in good condition
4. A SELF-PROPELLED survey vehicle is used for this purpose which can be manoeuvred over the
Ship’s bottom fitted with:
_ Long range TV camera – To aid steering and to check for Hull distortion
_ Close up High resolution TV colour camera – To give a true picture of the state of coatings
and for inspection of weld seams
_ Ultrasonic probe – To measure plate thickness
_ An Umbilical which supplies power to vehicle and relays information from vehicle to
survey boat
5. The Survey Boat has the following equipment:
_ TV monitors
_ Plate thickness printer
_ Audio cassette recorder
_ Video recorder
_ Playback unit
_ Diver communication system
_ Vehicle control system and associated equipment
6. The Survey vehicle is taken to STARTING DATUM by the Diver
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7. Using the SHELL EXPANSION PLAN and with the aid of TV monitors, the vehicle can be guided over
bottom and sides of hull – following weld runs
8. Pictures and Navigational info are relayed back and Video recorded. These are monitored by the
Surveyor on the survey boat
9. A plate thickness PRINTOUT is produced indicating any wastage
10. Pictures of Rudder, Stern frame, propeller, bilge keels and hull openings are taken
11. Diver may also use Hand held camera for CLOSE-UP pictures of above items and also for
inspection of PLATING IN TURN OF BILGE
12. The Divers inspect rope guards and stern seals for any entanglement
13. The Anodes are inspected
14. If the IWS reveals damage that requires immediate attention, the surveyor may require the
Vessel
to be dry docked and necessary repairs carried out
CARGO SHIP SAFETY CONSTRUCTION SURVEY (SAFCON)
SURVEY OF:
· Hull structure and structural fire protection
· Water tight doors
· Main and auxiliary machinery
· Steering gears and controls
· Boilers
· Pressure vessels
· Electrical systems
· Survey of steering gear and controls
o Proper operation of steering gears
o Alarms and alarm indications in order
o Emergency communication in order
o Officers aware of emergency steering procedures
o Auto changeover of systems in order
o Insulation test of steering gear motors. Readings within limits.
o Arrival and departure tests carried out.
· Ballast tank inspections
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o Coatings and general condition, anodes.
· Inspection of anchor windlass and mooring winches – brake linings- measurement record.
· Inspection of anchor chain links.
· Stability and subdivision
o Condition of watertight and weather tight bulkheads.
o Stability information onboat. Intact stability and damaged stability booklets.
· Mooring arrangements – condition of mooring ropes and wires.
· Ventilation arrangements – Machinery space, accommodation of cargo holds
· Bilge pumping arrangements
o Bilge/ballast stripping eductors
o Emergency bilge suction
· Air systems – compressor and airbottles – pressure vessels
· Compressors relief devices and safety systems
· Starting air pipe safety device – bursting disc
· Hydraulic systems
· Communication systems
· Engineers alarm
· Electrical installations
o Main source of power and lighting systems – main generators
o Emergency source of electrical power – emergency generator
o Starting arrangements for emergency generator
o Precautions against shock and electrical fires
· Additional requirements for unattended machinery spaces
o Fire precautions
o Protection against flooding
o Control of propulsion machinery from bridge
o Communications and alarm systems
o Safety systems
· Safe access to cargo holds, ballast tanks and other spaces
· All items under loadline survey
· Vent pipes for fuel, lube and other tanks
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· Condition of relief and safety valves on various systems
· Main engine
o Emergency manoeuvring and test of alarms and shutdown systems
· Survey of boilers, feed systems and steam systems
o Test of safety valves
o Test of alarm and shutdown functions
o Condition of feed water pumps and piping systems
o Dosage of chemicals and record of daily measurements
o Level indications – condition of gauge glass and remote level indicators
o Steam and condensate systems
_ Pressure gauge indications
_ Condition of steam traps
_ Inspection of hot well and observation tank
_ Condition of loofahs
_ Means of draining steam pipes
· Precautions against shock, fire and other hazards of electrical origin
o Earthing arrangements for motors
o Guarding of main and emergency switchboards
o Easy access without danger to personnel
o Where necessary non-conducting mats provided front and rear of switchboard.
o Conditions of cables and wires – well shielded and insulated.
· Additional requirements of UMS
o Means of fire detection and alarms at early stage in case of fires in
_ Boiler air supply casings and uptakes
_ Scavenge space
o Provision of crankcase oilmist detectors and bearing temperature monitoring equipment
o Automatic changeover of stand=by machinery and alarm indications
· Structural fire protection
o A, B , C class divisions
o Bulkhead and deck penetrations – pipes, cables etc.
· Inspection of all exhaust laggings – ME and AE
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o Free of oil or any missing/poor condition.
· Engine room bilges free from oil
· Engine room floor plates free from oil
· All self-closing fire doors in working order in engine room.
BOILER SURVEY
Class Rules:
_ 2 boiler surveys in any 5 year period
_ Intervals between boiler surveys not to exceed 36 months
_ The survey shall be carried out on or before the due date. Time window is not applicable
_ One survey shall be carried out in conjunction with the renewal survey, i.e. during the 15
months prior to expiry date of the classification certificate
Carried out every 2 years until ships are 8 years old and every year, thereafter.
It is now being carried out every 2 and a half years during the Docking and is approved by all major
class
societies.
This is in order to:
1. Provide flexibility between inspections
2. Allocate sufficient time for a complete and thorough survey
3. Bearing in mind the constraints for extended port stays
4. Financial liabilities involved in carrying out a survey on a ship in service – changeover to diesel,
port stay dues etc.,
SURVEY REQUIREMENTS:
MAIN ANNUAL SURVEY:
_ External examination of the boiler
_ Verification of boiler water management
_ Verification of integrity of oil burning equipment on boilers
_ Testing of safety and protective devices, incl. operational test of safety valves by use of relieving
gear
_ Function test of exhaust gas economizer safety valves may be carried out by the chief engineer at
sea and recorded in the engine room log book prior to survey
COMPLETE BOILER SURVEY:
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_ External and Internal examination of boiler
_ Hydraulic test of all mountings and Safety valve
_ Testing of safety and protective devices, incl. operational test of safety valves by use of relieving
gear
_ Verification of boiler water management
_ Verification of procedures to protect boilers taken temporarily out of use (normally part of the
instruction manual)
_ For Shell Type Exhaust Heated Economizers, all welded joints to be examined for cracks.
PREPARATIONS:
1. Discuss with master the voyage plan after referring the quarterly listing from class survey
manager report
2. Make sure you choose the right port and time so that boiler survey doesn’t become overdue
3. Check for spares(manhole gaskets, gland packings, gauge glass packings and glass and spare
valves, electrical spares)
4. Order spares on urgent basis if not onboard with a copy to technical superintendent
5. Inform tech supt regarding the survey and necessary arrangements to be made during the
planned port stay.
MEETING:
1. Conduct a safety meeting with engine room staff and eng officers regarding the preparation for
survey
2. Stress on safety citing MGN.248,MGN 423,MAIB REPORT ON HILLES and Queen Elisabeth 2
3. Meeting to include a Risk assessment for the preparation
4. Permit to work for all the jobs , tool box meeting, mechanical and electrical isolation checklists,
enclosed space entry checklist (COSWP chapter 17), precautions to be taken during the job
5. It has to be verified that all personnel involved have understood the job and that they are
conversant with the given job profile
As a Chief engineer, I will oversee the preparations myself.
Since we have only one boiler and due to constraints with extended durations in port stays, I might
consider ordering extra repairman if enough manpower is not available for carrying out the job in
time.
During the passage, I will check the instrumentation aspects of the boiler and make sure it is working
as
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intended and any faults to be rectified rather than rectifying it on survey day.
DURING THE HARBOUR STAY:
1. After stopping ME, change over ME and Auxiliary engines to Diesel oil
2. Isolate the boiler by shutting down the burner, stopping Boiler service pump, Closing all the
valves, switch off power to boiler cabinet, Isolate FO valves and lock them from movement,
Remove the burner from boiler
3. Allow the boiler to cool down and once it reaches 3 bar blow down the boiler completely
4. When about 1 bar open the vent and leave it open. When it reaches atmospheric pressure
ensure it doesn’t go in to vacuum and when it is steady at 0 bar allow some to cool down
5. Kick in the steam drum man hole door slowly first and secure that area so that nobody goes
around the steam drum (to avoid scalding due to hot vapours)
6. Open the water drum manhole slowly ensure its free to open
7. Mount an extractor fan in the water drum to extract the hot vapours out of the boiler
8. Open the furnace door and ventilate
9. Treat the boiler as enclosed space, so ventilate
BOILER MOUNTINGS:
10. Remove all mountings on the boiler, valves and gauge glasses. Mark each item and take them to
workshop for overhauling
11. Advise people not to mix the parts
12. All mountings to be overhauled and pressure tested to 1.5 times the working pressure of the
boiler
13. Feed water mountings to be overhauled and pressure tested to 1.5 times working pressure the
feed lines are subjected to during normal operation
14. The Non return side of the valves to be tested to ensure reliability
SAFETY VALVES:
1. Inspect one valve at a time
2. Safety valve spindle setting to be marked before dismantling it
3. Check safety valve for corrosion, bent spindles, damage to seats
4. Check the extension of spring
5. Check the seat width diameter and valve disc for lip clearance
BOILER INSPECTION:
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Water and steam drum:
1. Colour of surfaces, scale, sludge
2. Signs of pitting on drum surfaces
3. Mechanical grooving of boiler shell plate
4. Oxygen pitting in water steam interface in steam drum
5. Pitting of boiler tubes
6. Condition of manhole door surfaces
7. Steam space stay condition
8. Condition of heating steam coils in water drum
Fire Side:
1. Condition of refractory around burner and back wall, signs of high temperature cracking
2. Distortion of metal surfaces
3. Condition of furnace floors for cracking and oil drops due to leak from burner
4. Signs of overheating at burner assembly
5. Leakage around boiler tubes at tube plate entry
6. Signs of oxidation around tubes due to leak
External side:
1. Conditions of boiler supports
2. Condition of top bracing
3. Check the aluminium shielding for gas marks
4. Check no damage to shielding
SURVEY OF THE BOILER BY SURVEYOR
This will include:
Inspection of boiler mountings and the boiler by the surveyor
1. After inspection all mountings to be boxed back and new gaskets mounted for man hole doors on
boiler
2. Ensure safety valve after boxing back without spring tension is able to lift d/4
3. Boiler to be filled with water with chemical until low water level. Ensure water is visible in gauge
glass no leaks to be observed after filling and ensure main steam stop valve and blow down valves
are closed and vent opened before filling up
4. Steam up the boiler by flashing up process as per the maker instructions and close the vent when
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boiler pressure is 1 bar
5. Ensure no steam and water leaks around boiler
Instrumentation survey
1. Check all alarms and shut down functions
2. Check the interlocks are functioning as intended
Safety valve survey
Settings can be obtained from:
a. Previous class survey reports
b. Boiler data plate
c. From manual
Setting procedure
1. Ensure spindle height is the same as before removing
2. Ensure the drains are clear
3. Ensure 2 pressure gauges are calibrated and Statement of examination of pressure gauges against
approved calibrator is produced to surveyor
4. Gag one of the safety valves using the gagging tool provided by maker
5. Change the setting of boiler for high steam pressure trip above the working pressure of the boiler
6. Raise the boiler pressure slowly to set pressure
7. If valve does not lift at the correct pressure, allow pressure to drop to at least 2 bar before
adjusting the spring tension to prevent steam scalding when adjusting the safety valve under
pressure
8. Once the valve lifts at the correct pressure note down the pressure
9. Gag this valve and do the same for the other valve
10. A tolerance of 3% is given from working pressure for setting the valves
11. Once tested, remove the gags ,mount the easing gear and ensure it is lifting with easing gear and
change the setting on the boiler for high steam trip back to normal setting
AFTER SURVEY:
12. Prove the boiler is operating normally
13. Crack open the main steam stop valve and then gradually to avoid any water hammers due to
accumulated condensate in the lines
14. Change ME and Auxiliary engines back on Fuel
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15. Water treatment records to be presented to the surveyor for check
16. Documentation to follow from the surveyor. Ensure all data are correct
17. Send a copy to technical superintendent and one to be filed onboard in class reports for CSM file
DOCKING SURVEY – SURVEY OF OUTSIDE OF SHIP’S
BOTTOM (part of SAFCON)
Inspection of underwater part of the ship and related machinery
Part of Cargo Ship safety construction (SAFCON) certificate
INSPECTIONS:
All underwater parts of hull inspected for damage and corrosion
1. Condition of hull for excessive fouling and condition of Anti-fouling paint condition. ROUGHNESS
PROFILE is measured using HULL ROUGHNESS ANALYSER (HRA) which gives an overview of
FRICTIONAL RESISTANCE of ship
2. Examination of SHELL PLATING for any corrosion or buckling damage
a. Side shell
b. Keep plate
c. Tank tops and bulkheads
d. Internals
3. Any distortion or pitting of underwater hull – If a dent is observed, an inspection of the inside of
the ship is to be carried out to determine internal damage. Serious dents are repaired and minor
dents left. All repairs and dents observed to be logged
4. Examination of BILGE KEELS – Connection between Bilge strikes and Bilge keels
5. Examination of CATHODIC PROTECTION SYSTEM – Checked for security of attachment and
condition of anodes
6. Observe for CORROSION and CRACKS – particular attention to be paid at FORE FOOT and at AFT
END in way of STERN FRAME
7. Inspection of EDGES OF WELDS for corrosion attack
8. Inspection of RUDDER
a. Rudder drain plug removed to check rudder is watertight. If ingress of water has occurred,
Rudder to be pressure tested to 0.2 bars
b. Rudder wear down is checked at the Tiller (Steering Flat) (MAX 19mm, rudder carrier bearing
must be renewed)
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c. TWO plugs to be opened on Port side for inspection of RUDDER SHAFT NUT
d. Rudder UPPER AND LOWER PINTLE BEARING clearances measured using feelers
e. Security of Palm couplings checked
f. Condition of Rudder stock for crack and corrosion. Corroded and eroded areas of rudder and
rudder horn to be built up by welding (for top layer ‘CORTON’ type welding rods used)
g. Condition of Anodes
9. Inspection of PROPELLER
a. Examined for corrosion and cavitation
b. Checked for cracks and bent blades – Special attention to be paid to PROPELLER HUB and
BLADE TIPS central first metre of root fillet on thrust side facing aft
c. Examination of pilgrim nut, special attention given to thread roots
10. Inspection of UNDERWATER VALVES (Injections and Discharges)
11. All SEA CHESTS including gratings – anodes, security of attachment
12. Inspections of VALVE GRIDS and SHIP’S GRIDS – check if grids are clear and secure (from dock
bottom) and then check if attachments to the hull are sound (from Engine room)
13. Check if VALVE SEATS are tight (hammer test)
14. Check if VALVE LIDS and SEATS are free of scoring and pitting
15. Check if VALVE SPINDLES are free to turn
16. Each valve overhauled by SHORE LABOUR must be CHECKED before it is assembled
17. Condition of STABILISER FINS and BOXES, anodes
18. Condition of THRUSTER TUNNELS, anodes
19. Echo sounder transducer renewed and vacuum tested
20. Thorough INSPECTION OF TAILSHAFT
LOAD LINE SURVEY
The CONDITIONS OF ASSIGNMENT s laid down in the MERCHANT SHIPPING LOAD LINES RULES 1968
have
to be fulfilled.
These conditions:
a. Must be met before FREEBOARDS are assigned to a ship and a LOAD LINE certificate is issued
b. Enables LOAD LINES and MARKS to be engraved in and painted on ship’s side
c. Concerned with:
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_ WATER TIGHT INTEGRITY of hull
_ State requirements for:
· STRENGTH, HEIGHT OF SILLS and COAMINGS
· Closing arrangement of items such as SUPERSTRUCTURE END BULKHEADS,
HATCHWAYS, MACHINERY SPACE OPENINGS, OPENING IN FREEBOARD &
SUPERSTRUCTURE DECKS
· WATER TIGHT and WEATHER TIGHT DOORS
· VENTILATORS, AIR PIPES, CARGO PORTS, FREEING PORTS, SIDE SCUTTLES,
SCUPPERS, INLETS & DISCHARGES
· HATCH COVERS, HATCH COAMINGS
· Means of PROTECTION OF CREW such as GANGWAYS, PILOT LADDERS, SAFETY
RAILS, BULWARKS etc
_ Ship must have sufficient STRUCTURAL STRENGTH, STABILITY and in case of Type A, B-60
and B-100 vessels, the ability to WITHSTAND FLOODING of compartments
1. Inspection of CARGO HOLDS and CELL GUIDES for damage and corrosion
2. Inspection of HATCH COVERS and CONTAINER PEDESTALS for damage and corrosion
a. Hatch coamings
b. Hatch cover guides
c. Neoprene seals
d. Condition of paint
3. Inspections of Anchors, Chains and Chain locker
4. LOAD TEST of:
a. Accommodation ladders
b. Pilot ladders and hoists
c. Certificate of load test issued upon completion
5. LOAD TEST of:
a. Deck stores cranes
b. Engine room cranes, Monorail gantry cranes
c. Load test of lifting device (1.25 x SWL), Witnessed by superintendent
6. Inspection of WATER TIGHT and WEATHER TIGHT doors
7. Inspection of Air pipes and Vent pipes and their arrangements
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8. Inspection of SCUPPERS, BULWARKS, SAFETY RAILS
ALTERNATIVE COMPLIANCE SCHEME
Applicable to all UK registered ships except passenger ships.
The ACS streamlines the Survey and Certification process while maintaining standards and
minimising
duplication of efforts with class societies.
Delegates all survey work to UK’s authorised Class societies.
All certificates EXCEPT the DOC, SMC and ISSC are issued by Class societies.
CONDITIONS FOR ENTRY INTO ACS
_ Vessel not detained within previous 36 months
_ PSC deficiencies registered not more than 5 during previous 12 months
_ Vessel is classed with UK Authorised Class societies
_ Owner permits access for MCA to all records, files, reports from ACS Class society the vessel is
classed with
_ Owner informs MCA one month in advance of any IWS or Dry docking dates
EMERGENCY SCENARIOS
Sudden Main Engine Turbocharger vibrations
_ Indicated by Vibration alarms
_ Rapid rise in LO outlet temperature – due to possible overheating of bearings
_ Reduce RPM immediately and Stop engine when safe to do so
_ The cause of vibrations have to be immediately investigated
_ Rotor imbalance could have occurred
_ Entry of foreign matters in the turbine
_ Open the compressor casing and check if the rotor is free to move
_ The Rotor must be able to rotate freely due to the air draft in the Engine room
_ Will carry out the static balance check by marking a point on the compressor wheel. When you
turn, it should not come back to the same point. If it comes back to the same point then there is
some obstruction in the shaft rotation
_ Now when the damage has been assessed, and it has been ascertained that the turbocharger has
to be taken out of operation, the rotor has to be removed and the casing blanked off from both
sides using the special blanking flange provided by the manufacturer.(Compressor inlet casing and
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wheel removed, Turbine inlet casing removed and rotor pulled out from the turbine side)
_ Engine room has to be manned
_ Engine should be run on reduced load with the Auxiliary blowers in operation
_ Clear Standing instructions must be framed to specify :
_ operating parameters that should not be exceeded at any point during the ME operation,
limits specified in Maker’s manual – Exhaust outlet temperatures, Scavenge temp,
Scavenge pressure
_ parameters that require proper vigilance and frequent checks by the Engineer on watch
_ Continuous monitoring of Exhaust smoke
_ Continuous monitoring of Exhaust gas economiser casing temperature – Due to continued
low load operation, the soot tends to adhere to the boiler surfaces – causes fouling and
might start burning when the Engine is restored back to normal operation with increased
load
_ Instructions for the Officer of navigational watch regarding engine load and speed
_ Immediate notification in case of any malfunction
_ Consultation if there are any doubts or concerns on safe operation
_ Such parameters should include: Continuous monitoring of Exhaust smoke
_ Having ensured proper operation, a detailed report is made and sent to the DPA, Vessel
superintendent and Engine manufacturer.
_ Request for service during upcoming port stay
_ Port authorities informed of the problem and request for immobilisation permission for work to
be carried out during the port stay
Boiler Safety valve is lifting (Economiser)
1. The operating pressure of the boiler is to be reduced immediately until the safety valve stops
lifting
2. Steam consumption reduced where possible for the boiler to cope up with steam demands
3. During the upcoming port stay, the boiler has to be isolated and blown down – Safety, Risk
assessment, PTW, Tool box talk etc.,
4. Safety valve removed and inspected
Stern tube Lube oil is leaking out
1. Inform bridge and reduce RPM. Notify the Master
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2. This is indicated by loss of lube oil – Header tank low level alarm
3. Keep maintaining the oil level by replenishment until the engine is stopped when safe to do so
4. Stop the Stern tube LO circulating pump after stern tube has cooled down sufficiently
5. The header pressure of the oil can be reduced by switching to a lower gravity tank, lower than the
maximum load draft to minimise the amount of oil leaking out
6. Switch to an oil of higher viscosity as recommended by the Stern tube maker in the instruction
manual
7. Reduce the pump discharge pressure and start pump
8. Engine room on ATTENDED
9. When the engine is run again at slow speed, the following have to be constantly monitored:
_ Oil level in header tank and sump tank
_ SCM – Stern tube bearing temperatures
_ SCM – Electronic wear down gauge readings (if fitted)
_ Water & Chloride content of oil (now if water starts seeping in)
_ Oil consumption to be recorded
10. Since the oil has caused pollution and may continue to do so in smaller amounts, SOPEP
Contingency plan must be followed as laid down by the SMS. It must be reported as a MAJOR
NON CONFORMANCE via SMS wherein a report is made and sent to the DPA and vessel
superintendent. The DPA now will get in touch with the Class and Flag state authorities and
inform them of the situation.
11. This has to be rectified at the earliest opportunity as per class recommendations. A Condition of
Class is raised by the Class society
Stern tube Lube oil is contaminated with SW
1. Inform bridge and reduce RPM. Notify the Master
2. This is indicated by Header tank high level alarm
3. The Engine has to be stopped as soon as possible
4. Take an oil sample and determine the water and chloride content
5. After the Stern tube bearings have been sufficiently cooled down, the pumps are stopped.
6. The oil has to be drained to the Buffer tank and the system replenished with fresh oil
7. Engine room on ATTENDED
8. When the Engine is running again, Shaft condition must be monitored (SCM)
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9. Closely monitor the stern tube bearing temperatures
10. Every one or two days the oil has to be replenished depending on water content from periodic
testing
11. Since this is a MAJOR NON CONFORMANCE, a NC report via the SMS has to be made and the DPA
and technical superintendent have to be notified who will in turn inform the Class and Flag state
12. The Class society will issue a condition of class and the seals have to be repaired at the earliest
13. An oil sample has to be sent to the Laboratory for detailed analysis
14. In worse conditions, based on the testing results and SCM record, the vessel may require
DOCKING for inspection of Stern tube as the SW is likely to cause corrosion
MSN – 1803 – Lifeboat – Measures to prevent accidents
IMO Guidance on Safe servicing, Maintenance and conducting drills on lifeboats
MCA Guidance on 5 yearly load test
It has been noted that most accidents fall under the following categories:
1. Failure of on-load release mechanism
2. Inadvertent operation of on-load release mechanism
3. Inadequate maintenance of lifeboats, davits and launching equipment
4. Communication failures
5. Lack of familiarity with lifeboats, davits, equipment and associated controls
6. Unsafe practices during lifeboat drills and inspections
7. Design faults other than on-load release mechanisms
HIGHLIGHTS:
GUIDELINES ON MAINTENANCE
1. Weekly, monthly and routine inspections should be conducted under the direct supervision of a
Senior officer
2. All other inspections, Servicing, Testing and repairs to be conducted by Accredited service
personnel (certified by manufacturer or ILSTO)
3. All reports and checklists completed and signed by person carrying out the job and company
representative or master
4. Records of maintenance, service, repairs must be maintained and filed onboard
5. Maintenance schedule by manufacturer and 1 full set of manuals available
ANNUAL THOROUGH EXAMINATION
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1. Weekly and monthly checks also form a part
Weekly checks include:
a. Launching appliances visually inspected – Condition of hooks, attachment to lifeboat, On-load
release gear has been completely and properly reset
b. Moved from stowage position to demonstrate satisfactory operation of launching appliances
(weather conditions permitting)
c. Hoisting limit switches on Davit stool tested to ensure proper functionality
Monthly and Routine checks include:
a. Monthly – Inspection of wires – entire length for visible damage, broken strands,
deformations
b. Monthly – Lubrication/greasing of wires
c. 2 monthly – inspect wires for signs of corrosion – if corrosion observed, wires to be replaced
d. 2 monthly – check condition of galvanised coating
e. 3 monthly – Check oil level in winch, refill as required
f. 3 monthly – Check operation of brake on winch
g. 3 monthly – Check for firm attachment of bulldog grips to wire
2. Inspections performed by Ship’s crew in presence of Accredited Service personnel
3. Records of inspections and maintenance available
4. Certificates of launching appliances available
5. Repairs and replacement of parts carried out to standards specified by manufacturer
6. CHECKS ON LIFEBOATS:
(a)Condition of lifeboat structure including fixed and loose equipment;
(b)Engine and propulsion system;
(c) Sprinkler system, where fitted;
(d) Air supply system, where fitted;
(e) Manoeuvring system;
(f) Power supply system; and
(g) Bailing system
7. CHECKS ON RELEASE GEAR:
Following examined for satisfactory condition AFTER completion of Annual Winch brake test
(a) Operation of devices for activation of release gear
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(b) Excessive free play (tolerances)
(c) Hydrostatic interlock system, where fitted
(d) Cables for control and release
(e) Hook fastening; including cheek plates, keel bolts
IMPORTANT NOTES:
1. Maintenance and setting of release gear are CRITICAL operations and must be carried out with
utmost care
2. NO maintenance on release gear to be carried out when the hooks are under load
3. Hanging off pendants only to be used for maintenance of release gear. Should NOT be used for
drills or during normal stowage
4. Release gear to be examined BEFORE Operational test and re-examined AFTER completion of
operational and Dynamic Winch test – To check for any damage has occurred, sply Hook closure
and fastening
OPERATIONAL TEST OF ON-LOAD RELEASE FUNCTION:
(a) Position the lifeboat partially into the water such that the mass of the boat is substantially
supported
by the falls and the hydrostatic interlock system, where fitted, is not triggered;
(b) Operate the on-load release gear;
(c) Reset the on-load release gear; and
(d) Examine the release gear and hook fastening to ensure that the hook is completely reset and no
damage has occurred.
OPERATIONAL TEST OF OFF-LOAD RELEASE FUNCTION:
(a) Position the lifeboat fully waterborne;
(b) Operate the off-load release gear;
(c) Reset the on-load release gear; and
(d) Recover the lifeboat to the stowed position and verified ready for launching in an emergency
Note: Prior to hoisting, ensure that release gear is completely and properly reset with interlocks in
place.
The final turning-in of the lifeboat should be done without any persons on board.
EXAMINATION OF DAVIT:
The following items should be examined for satisfactory condition and operation:
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(a) Davit structure, with particular regard to corrosion, particularly behind head sheaves an in other
hard
to paint places, misalignments, deformations and excessive free play, ego in bearings or track rollers
(b) Wires and sheaves, possible damage such as kinks and corrosion
(c) Lubrication of wires, sheaves and moving parts
(d) Functioning of all limit switches
(e) Stored power systems including a check on capacity
(f) Hydraulic systems.
(g) Inspection for correct termination of fall wire ends,
(h) Verification of fall wire end for ending or replacement of wire
(i) Condition and reaving of remote control wires, pulleys etc.
EXAMINATION OF WINCH
The following items should be examined for satisfactory condition and operation:
(a) Open and inspect brake mechanism
(b) Replace brake pads, if necessary
(c) Remote control system
(d) Power supply system
(e) Winch foundation
(f) Winch crank handle interlocks
(g) The angles / clearances of “dead mans” brake levers to be checked upon reassembly
DYNAMIC WINCH BRAKE TEST
ANNUAL OPERATIONAL TESTING should be done by lowering the empty boat. When the boat has
reached its maximum lowering speed and before the boat enters the water (about 1m above water
level),
the brake should be abruptly applied.
The FIVE-YEAR OPERATIONAL TEST should be done by lowering the boat loaded to a proof load
equal to
1.1 times the weight of the survival craft or rescue boat and its full complement of persons and
equipment, or equivalent load. When the boat has reached its maximum lowering speed and before
the
boat enters the water (about 1m above water level), the brake should be abruptly applied.
IMPORTANT: Following these tests, the brake pads and stressed structural parts should be reinspected.
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Note: In loading the boat for this test, precautions should be taken to ensure that the stability of the
boat
is not adversely affected by free surface effects or the raising of the centre of gravity.
App1.3.4 In addition to the dynamic winch brake test under App1.3.2 for the secondary launching
system
of freefall lifeboats, every freefall lifeboat shall be freefall- launched every 5 years loaded to a proof
load
equal to 1.1 times the weight of the freefall boat and its full complement of persons and equipment.
If the boat is launched unmanned without use of its own release system, the release system has to
loadtested
separately.
OVERHAUL OF ON-LOAD RELEASE GEAR
Overhaul of on-load release gear includes:
(a) Dismantling of hook release units;
(b) Examination with regard to tolerances and design requirements
(c) Adjustment of release gear system after assembly
(d) Operational test as above and with a load according to SOLAS regulation III/20.11.2.3 at least
once
every 5 years
(e) Examination of vital parts with regard to defects and cracks
Note: Non-destructive examination (NDE) techniques, such as dye penetrants (DPE), may be
suitable.
GUIDANCE ON 5-YEARLY LOAD TEST
1. SOLAS REQUIREMENT: At least once every 5 years, the RESCUE BOATS and LIFEBOATS must be
turned out and lowered with WEIGHTS to simulate 1.1 times total mass of boat + full complement
of persons and equipment
2. Test to be carried out by Accredited service personnel with a Ship’s officer incharge (OIC) and
MCA surveyor (or) CLASS surveyor appointed by MCA
3. OIC is in-charge of test AT ALL TIMES and should BRIEF those carrying out the test on what is
required
4. Surveyor takes NO PART in the test, will ONLY WITNESS the test
5. Surveyor checks all Routine maintenance and records BEFORE test
6. Boat, Launching appliances and all relevant components to be inspected on the day of the test by
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OIC or Accredited Service personnel to ensure everything is in order
7. RECEOMMENDED that Boat is CHECK WEIGHED before test to confirm weight remains as
previously recorded
8. Actual detailed procedure to be agreed upon by all involved
9. TEST PROCEDURE:
a. The boat is lowered to embarkation deck by Tricing pendants
b. Using Bowsing tackles, the boat is brought closer to the ship side, then the Tricing pendant is
removed
c. The boat is then loaded with weights distributed around such that the weights amount to a
total of 1.1 times the weight of boat + full complement of persons and equipment
d. The weights can be solid weights or water bags
e. The METHOD of loading weights must be such that NO ONE enters the boat when 90% load is
reached. If this cannot be achieved, the weight of the boat must NOT be taken by the falls,
instead by a Crane (at least 2.2 x loaded weight of the boat ) and Spreader bars
f. After loading, OIC agrees test procedure with attending surveyor and explains it to
Accredited service personnel
g. The boat is then eased out on the bowsing tackles
h. OIC checks the area under and around the boat is clear of persons and obstructions
i. Boat is then lowered by lifting the Brake FULLY to enable the boat to reach maximum
lowering speed on the Centrifugal brake
j. The Mechanical brake is then applied suddenly and test paused to ensure the position of the
boat is at least 1m above water level. If space permits, procedure is repeated before boat
touches the water
k. The boat is lowered until the keel just touches the water surface with the weight of the
boat still on the falls
l. The Boat MUST NOT be dropped from above water surface
m. The personnel can now board the boat with PROTECTIVE CLOTHING , Safety shoes, Life
jackets and Helmets and must be Sitting down. Now they can OVERRIDE the release
mechanism to test that both hooks release simultaneously
n. The Davit is visually checked at this stage
o. The boat is then unloaded and weights removed. The boat should not be lifted by the Ship’s
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davit with the weights in place
p. The hook is reset and falls attached. The boat is then just raised above the water surface and
the hook and interlock mechanism DOUBLE CHECKED and SECURE LOCATION of falls
confirmed before FULL RECOVERY
q. NO PERSONS to be in the boat when it is raised until a thorough examination of the release
mechanism including check for any damages suffered by the hooks, falls, davits and brakes
during the test is carried out by a COMPETENT PERSON
r. Once boat is stowed and secured, the following items to be examined:
a. Boat and davit for signs of test damage or straining (NDT examination)
b. Hooks, On-load release gear and Winch brakes
c. Result of test recorded on a TEST CERTIFICATE and signed by attending surveyor
s. On completion of all checks and testing, the boat and launching arrangements must be
CHECKED AGAIN for proper operation before the vessel returns to service by the OIC
GUIDELINES ON SAFETY DURING ABANDON SHIP DRILLS USING LIFEBOATS
1. Drills must be frequently held to familiarise the crew and boost their confidence
2. Drills should be safe – properly planned, organised and performed and recognised risks are
minimised
3. Before conducting drills, all equipment must be visually inspected and records of maintenance
must be checked
4. Drills should be conducted with an emphasis on learning
5. Drills carried out at a safe speed
6. Drills must be conducted as if it were a real emergency
7. Before drill, the empty boat is lowered to ensure launching and recovery arrangements are
functioning as intended.
8. During drill, the boat must be lowered with only the minimum persons required for operating the
boat
MAINTENANCE OF RELEASE HOOKS
1. Check length of Push-Pull cable and compare with initial installation values
2. Check security and condition of push-pull cable throughout their length
3. Each PIVOT BEARING to be well lubricated with Sea water resistant oil
4. Check tightness of all bolts, nuts and screws
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5. Check ends of Control cable outer sleeves – may slacken due to ship vibrations and are critical to
ensure simultaneous release of hooks
6. Check Hook locking indicator is in LOCKING position
7. Check Release lever is in LOCKING position
8. Check Interlock lever is in CORRECT position
9. Check condition of hydrostatic unit
10. 6 MONTHLY – Check wear between HOOK TAIL and LOCKING PLATE – Max. Allowed R 5mm
11. 5-YEARLY – Hook release system to be overhauled and tested by qualified personnel
12. When AFLOAT – Check simultaneous operation of release system. Hooks must begin to rotate at
the same time. This check is to be carried out WITHOUT falls attached
LSA CODE AMENDMENT – MSC RESOLUTION 320(89)
With reference to MGN-445 – Fitting of Fall preventer devices – based on NEW SOLAS
REGULATION: Chapter III/1.5 Entering in force on 1st Jan 2013 – MSC Circular 1392 (27 may
2011)
All ships with ON-LOAD RELEASE mechanisms NOT COMPLYING with below LSA CODE regs. 4.4.7.6.4
to
4.4.7.6.6 to be REPLACED or MODIFIED no later than next scheduled dry docking after 1st July 2014,
but no
later than 1st July 2019
Requires (No later than July 2013):
1. MANUFACTURER to carry out a Self-assessment of lifeboat release and retrieval systems
2. ADMINISTRATION (Flag state) to carry out a DESIGN REVIEW of the existing system to check for
compliance
Chapter 4 – SURVIVAL CRAFTS
4.4.7.6.4 – Release mechanism is designed so that in FULLY RESET, CLOSED position, the Weight of
the lifeboat does not cause any FORCE to be transmitted to the Release mechanism – To
provide HOOK STABILITY
4.4.7.6.5 – LOCKING DEVICES designed such that they cannot turn open due to forces from the
hook load
4.4.7.6.6 –HYDROSTATIC INTERLOCK shall be automatically reset after lifting boat out of water
FALL PREVENTIVE DEVICES (FPD’s)
1. LOCKING PINS – on release hooks
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2. SYNTHETIC STROPS or SLINGS – attached to the hook from Davit falls block
_ Used to minimise risk of injury or death
_ Provides a SECOND ALTERNATIVE LOAD PATH in the event of a failure of ON-LOAD release
mechanism (or) accidental release of hook
_ It is NOT a substitute for ON-LOAD release mechanism
DRY DOCKING
PURPOSE:
_ Required for Ship’s to be operational, ensure seaworthiness and to maintain CLASS
_ To enable Docking surveys and renewal surveys to be carried out
_ If the Ship has sustained damage to the underwater structure which affects the water tight
integrity of the hull
PREPARATION FOR DOCKING:
3 MONTHS PRIOR TO DOCKING
1. DRY DOCK SPECS have to be prepared which contains:
a. List of items to be overhauled in dock in conjunction with PMS
b. List of items to be repaired – Repair specifications with drawing and dimensions submitted in
given time to estimate cost of repairs
c. List of jobs to be done by Dock personnel as per dry dock specs
d. List of special jobs to be done by the Ship’s crew with assistance of local repairman arranged
by the company – Piston pulls, Preparing boiler for survey etc.,
e. List of pipeline works – to be carried out by Ship’s crew
f. List of the rest of the CSM surveys to be completed during Docking period
g. A Purchase requisition is sent to the company for:
_ List of spare parts required during the docking period for Routine maintenance and
repairs
_ Special orders like anodes, stern tube seals
_ Quantity and grade of Paint required
2. It must be ensured that the SPARE PARTS are received onboard well in advance, prior to dry
docking and that they have been checked to be correctly delivered
3. Ensure all special tools and templates are in place or it must be ordered on an URGENT basis
ONE MONTH BEFORE DRY DOCK
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4. Check Spare parts and special tools inventory again. Inform technical superintendent of the status
5. SPECIFICATIONS to be sent to Dry dock MASTER: (Normally by TVO in liason with the Ship)
_ Repair/Defects list
_ Ship’s General particulars
_ Docking plan
_ Shell Expansion plan
_ General Arrangement plan
_ Fire Plans
_ Tank arrangement plan
_ Stability information – Hydrostatic particulars, Capacity plan, Notes on Free Surface
movements
_ Damage reports
_ Detailed drawings of:
· Rudder arrangement
· Anode arrangement
· Sea suction compartments
· Mid-ship section
_ Shore supply specifications – Voltage, Frequency, Current rating of cables
6. SPECIAL MAINTENANCE TEAMS TO BE ORDERED FOR SPECIAL JOBS such as:
_ CO2 5 yearly
_ Lifeboats
_ Turbochargers
7. Go through the Dry dock plan sent by the Dock Master. Ensure 3 points:
· Should not be in same keel blocks area
· Should not be on the echo sounder sensor area
· Should not be on Doppler speed FWD, AFT draft sensors
14 DAYS PRIOR TO DRY DOCKING
8. Ensure all documentation is kept ready:
· Previous docking reports
· Previous survey reports and certificates
9. Special tools and templates kept ready – poker gauge, fuel pump removal tools etc.,
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10. Prepare all relevant DOCUMENTATION for forth coming surveys
11. Keep all plans and diagrams required for the various dry dock jobs ready
12. Check if all spare parts to be used are kept standby and sorted out according to Machinery
13. Check and prepare special tools and templates required for various jobs in dock
14. Ensure all Engine room personnel are thoroughly conversant regarding the dry dock and special
repair jobs
15. Ensure that the Ship’s safety aspects are not compromised by checking:
_ Fire detection systems
_ Test of Emergency manoeuvring, Steering and Emergency generator
_ Escape routes to be clearly marked and free of obstructions
_ Emergency lighting
_ Exhaust and ventilation systems
_ Quick closing valves operation
_ Remote stops
_ Fire fighting appliances in place and are good for operation
16. Ensure all personnel have clearly understood that fire fighting is the responsibility of the Dock
personnel and hence CO2 system to be blanked, secured and locked in dock
17. All overboard valves to be removed must be CLEARLY marked so they can be identified by the
dock personnel
18. Ensure Engine room overhead cranes and all lifting appliances are checked to be in good
condition and that certificates are avalable
19. MANHOLE doors for the tanks to be inspected to be clearly marked
20. A SPECIAL LOG to be created for any change of parameters in any Engine room equipment such
that it is the same before and after dry dock. Hence, any settings changed during dry dock period
has to be entered
FEW DAYS LEFT
21. Remind company of de bunkering of fuel, oil, FW, sludge, bilge, sewage
22. Ensure chemist has been arranged
23. Gas freeing of tanks done before entering LAY-BERTH
24. Meeting with ER STAFF before arrival in LAY BERTH and issue following STANDING ORDERS for
dry
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dock
_ Fire detection systems to be monitored at all times
_ Fire fighting systems to be ready at all times
_ CO2 room to be locked and ensure restricted access for unauthorised personnel
_ Engine room to be manned at all times until further notice
_ Cleanliness of Engine room maintained at all times. Any spills cleaned at sight and rags
disposed off in closed bins
_ No pumping of bilges, internal transfers of Fuel, lube, sludge, ballasting, blowing down of
boilers to take place
_ NO turning of Main engine
_ Sewage to be discharged via the sewage plant through the shore connection
_ Bilges from cleaning jobs to be discharged through approved means by dock
_ No welding/hot work to take place in engine room
_ Oxygen and acetylene gas bottles to be isolated and hoses disconnected. Rooms locked
from access
_ In case of fire, follow the fire fighting plan for dry dock – thoroughly familiarised
_ PTW to be used at all times for all jobs done by ship’s staff. Same applies for ENCLOSED
SPACE entry
_ Welding by dry dock personnel to be monitored at all times
_ NO work on electrical installations to be commenced prior to CE approval and that he has
confirmed the equipment to be dead and properly isolated
_ NO manholes or drain plugs to be removed without authorisation of Chief engineer or
Chief officer
_ Ship’s crew member must be present while opening manhole covers
_ NO unauthorised entry into Enclosed spaces
_ NO pipes to be dismantled without CE approval
_ NO Chemical cleaning/ Painting to be carried out in the vicinity of a hot work
_ Any violations must be immediately brought to the notice of the chief engineer
_ Second Engineer to brief Engine room staff everyday regarding the Dry dock meeting
which takes place every morning in dock so that all personnel are aware of the jobs being
carried out
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_ Safety debriefing to be carried out on a daily basis
_ Any doubts regarding safety or operational aspects, immediately contact chief engineer
IN LAY UP BERTH
25. Dry dock personnel come onboard and carry out the verification process
26. Chemist attends and issues Gas free certificates for tanks to be repaired
27. ER tank top and bilges to be cleaned
28. All sludge and bilge tanks, Sewage to be discharged to a port facility. Bilge and sludge lines to be
flushed
29. All tanks and cofferdams to be sounded and recorded
30. All heavy parts must be WELL SECURED from any movement
31. MINIMUM bunkers, Fresh water and Ballast carried – rest de-bunkered to facility
32. If possible, Main engine crankshaft deflection measurements taken with the ship in Lightship
condition
33. Shore connections for Cooling water and Fire line made ready
34. ME, Generators and boiler must be changed over to Diesel oil and the system flushed off any
residual Heavy fuel – Time of changeover and quantity remaining in tanks recorded in Engine
logbook
ENTRY CONDITIONS INTO DRY DOCK
1. Ship in minimum lightweight condition and draught as agreed with Dry dock Master
2. Ship should enter with a trim by stern
UPON ARRIVAL IN SHIPYARD WHEN THE SHIP IS LAID ON BLOCKS:
Before the water is pumped out of the dock,
_ Emergency generator in MANUAL
_ Ensure MINIMUM MACHINERY RUNNING.
_ Shore supply connection to be verified and connected. Ensure:
· Correct voltage
· Correct frequency
· Correct Phase sequence
· Correct Current rating of cables
_ The moment the vessel is blacked out, the shore power isolator switch is connected
_ All essential services to be connected
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_ Bonding cables to be connected to shore and ensure proper earthing
_ Shore fire fighting connection to be pressurised
_ CO2 flooding system to be blanked off and locked and all isolations properly documented
and recorded. Inform dry dock master of the same
IN DRY DOCK
1. Hold a meeting with Dock team, Vessel superintendent and discuss the Work and repair plans
2. Make a WRITTEN AGREEMENT with the dry dock administration regarding the Fire fighting plan
3. All ONGOING WORK must be monitored by the Chief Engineer
4. Chief engineer should verify that a DIRECT EARTH CONNECTION is established while welding on
rudders, propellers or any other machinery so that the potential is not passed onto the hull
5. Ensure following are protected before commencement of Hull cleaning, Grit blasting or Paint
application:
· Echo sounder
· Doppler speed log
· Anodes
· Draft indicator sensor holes FWD and AFT
· Rudder and propeller
SERVICES PROVIDED BY DOCK
1. Shore power
2. Cooling water connection of sufficient pressure – To central coolers. If not possible, supply to:
2 x Accommodation A/C compressors
1 x Workshop A/C compressors
2 x Engine control room A/C compressors
2 x Provision cooling plant compressors
2 x Working air compressor
3. Fresh water
4. Crane and transportation services
5. Garbage, Bilge and Sludge disposal facilities
6. Office and Bath facilities for Attending superintendent
7. Mobile phones for Vessel’s Senior crew and superintendent
8. Telephone in vessel for local calls
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REGULAR AND ROUTINE INSPECTIONS IN DRY DOCK:
1. BOTTOM SURVEY – Inspection of outside of ship’s bottom
2. HULL SURVEY
3. LOAD LINE SURVEY
4. SAFCON SURVEY
5. TAIL SHAFT SURVEY
6. RUDDER & PROPELLER SURVEY
TAIL SHAFT SURVEY
PREPARATIONS:
1. ME CYLINDER 1 in TDC – Reference mark
2. Drain lube oil from stern tube to maximum possible extent
3. Stern bearing Wear down is measured using POKER GAUGE
4. Scaffoldings are rigged and chain blocks suspended for removing the propeller
5. Propeller removed and landed in Dock bottom
6. Removal of rope guards
7. Dismantle and remove outboard seals and seal carrier
8. Remove outer bearing
9. The Inboard seals are accessible from the Stern tube cooling water tank
10. The tank has to be emptied and ventilated. Enclosed space entry procedure followed. COSWP
chapter 17. PTW required for entry
11. The inboard seals and seal carrier can be removed
12. The intermediate shaft coupled to tail shaft is disconnected
13. Intermediate bearing holding down bolts are released and top half removed
14. The intermediate shaft is now lifted and removed
15. The tail shaft is now drawn inboard carefully without damaging the bearing sleeves
16. The tail shaft is now carefully landed and thoroughly examined
EXAMNIATION OF TAIL SHAFT
1. Measurement of Tail shaft diameter and bearings in way of all journal surfaces
2. Crack detection – particularly in areas of tail shaft taper and keyways
3. Condition of Chrome steel liner for severe grooving or corrosion
4. Measurement of Chrome steel sleeve
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Oral Question set:
ISM CODE
Revised ISM Code
Effective as from 1 January 2015
INTERNATIONAL MANAGEMENT CODE FOR THE SAFE OPERATION OF SHIPS
AND FOR POLLUTION PREVENTION
(INTERNATIONAL SAFETY MANAGEMENT (ISM) CODE)
PART A: IMPLEMENTATION
1. GENERAL
1.1 Definitions
The following definitions apply to parts A and B of this Code.
1.1.1 International Safety Management (ISM) Code means the International Management Code for
the Safe Operation of Ships and for Pollution Prevention as adopted by the Assembly, as may be
amended by the Organization.
1.1.2 Company means the owner of the ship or any other organization or person such as the
manager, or the bareboat charterer, who has assumed the responsibility for operation of the ship
from the shipowner and who, on assuming such responsibility, has agreed to take over all the duties
and responsibility imposed by the Code.
1.1.3 Administration means the Government of the State whose flag the ship is entitled to fly.
1.1.4 Safety Management System means a structured and documented system enabling Company
personnel to implement effectively the Company safety and environmental protection policy.
1.1.5 Document of Compliance means a document issued to a Company which complies with the
requirements of this Code.
1.1.6 Safety Management Certificate means a document issued to a ship which signifies that the
Company and its shipboard management operate in accordance with the approved safety
management system.
1.1.7 Objective evidence means quantitative or qualitative information, records or statements of
fact pertaining of safety or to the existence and implementation of a safety management system
element, which is based on observation, measurement or test and which can be verified.
1.1.8 Observation means a statement of fact made during a safety management audit and
substantiated by objective evidence.
1.1.9 Non-conformity means an observed situation where objective evidence indicates the nonfulfillment
of a specified requirement.
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1.1.10Major non-conformity means an identifiable deviation that poses a serious threat to the safety
of personnel or the ship or a serious risk to the environment that requires immediate corrective
action or the lack of effective and systematic implementation of a requirement of this Code.
1.1.11 Anniversary date means the day and month of each year that corresponds to the date of
expiry of the relevant document or certificate.
1.1.12Convention means the International Convention for the Safety of Life at Sea, 1974 as
amended.
1.2 Objectives
1.2.1 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.
1.2.2 Safety-management objectives of the Company should, inter alia:
.1 provide for safe practices in ship operation and a safe working environment;
.2 assess all identified risks to its ships, personnel and the environment and establish appropriate
safeguards; and
.3 continuously improve safety-management skills of personnel ashore and aboard ships, including
preparing for emergencies related both to safety and environmental protection.
1.2.3 The safety-management system should ensure:
.1 compliance with mandatory rules and regulations; and
.2 that applicable codes, guidelines and standards recommended by the Organization,
Administrations, classification societies and maritime industry organizations are taken into account.
1.3 Application
The requirements of this Code may be applied to all ships.
1.4 Functional requirements for a safety-management system
Every Company should develop, implement and maintain a safety management system (SMS) which
includes the following functional requirements:
.1 a safety and environmental-protection policy;
.2 instructions and procedures to ensure safe operation of ships and protection of the environment
in compliance with relevant international and flag State legislation;
.3 defined levels of authority and lines of communication between, and amongst, shore and
shipboard personnel;
.4 procedures for reporting accidents and non- conformities with the provisions of this Code;
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.5 procedures to prepare for and respond to emergency situations ;and
.6 procedures for internal audits and management reviews.
2. SAFETY AND ENVIRONMENTAL PROTECTION POLICY
2.1 The Company should establish a safety and environmental-protection policy which describes
how the objectives given in paragraph 1.2 will be achieved.
2.2 The Company should ensure that the policy is implemented and maintained at all levels of the
organization both, ship-based and shore-based
3. COMPANY RESPONSIBILITIES AND AUTHORITY
3.1 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.
3.2 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.
3.3 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 ensuring that adequate resources and shore-based support are applied,
as required.
5. MASTER’S RESPONSIBILITY AND AUTHORITY
5.1 The Company should clearly define and document the master’s responsibility with regard to:
.1 implementing the safety and environmental-protection policy of the Company;
.2 motivating the crew in the observation of that policy;
.3 issuing appropriate orders and instructions in a clear and simple manner;
.4 verifying that specified requirements are observed; and
.5 periodically reviewing the SMS and reporting its deficiencies to the shore-based management.
5.2 The Company should ensure that the SMS operating on board the ship contains a clear
statement emphasizing the master’s authority. The Company should establish in the SMS that the
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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
6.1 The Company should ensure that the master is:
.1 properly qualified for command;
.2 fully conversant with the Company’s SMS; and
.3 given the necessary support so that the master’s duties can be safely performed.
6.2 The Company should ensure that each ship is:
.1 manned with qualified, certificated and medically fit seafarers in accordance with national and
international requirements; and
.2 appropriately manned in order to encompass all aspects of maintaining safe operation on board.*
* Refer to the Principles of minimum safe manning, adopted by the Organization by Resolution
A.1047(27)
6.3 The Company should establish procedures to ensure that new personnel and personnel
transferred to new assignments related to safety and protection of the environment are given
proper familiarization with their duties. Instructions which are essential to be provided prior to
sailing should be identified, documented and given.
6.4 The Company should ensure that all personnel involved in the Company’s SMS have an adequate
understanding of relevant rules, regulations, codes and guidelines.
6.5 The Company should establish and maintain procedures for identifying any training which may
be required in support of the SMS and ensure that such training is provided for all personnel
concerned.
6.6 The Company should establish procedures by which the ship’s personnel receive relevant
information on the SMS in a working language or languages understood by them.
6.7 The Company should ensure that the ship’s personnel are able to communicate effectively in the
execution of their duties related to the SMS.
7. SHIPBOARD OPERATIONS
The Company should establish procedures, plans and instructions, , including checklist 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
8.1 The Company should identify potential emergency shipboard situations, and establish
procedures to respond to them.
8.2 The Company should establish programmes for drills and exercises to prepare for emergency
actions.
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8.3 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
9.1 The SMS should include procedures ensuring that non- conformities, accidents and hazardous
situations are reported to the Company, investigated and analysed with the objective of improving
safety and pollution prevention.
9.2 The Company should establish procedures for the implementation of corrective action, including
measures intended to prevent recurrence.
10. MAINTENANCE OF THE SHIP AND EQUIPMENT
10.1 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.
10.2 In meeting these requirements the Company should ensure that:
.1 inspections are held at appropriate intervals;
.2 any non-conformity is reported, with its possible cause, if known;
.3 appropriate corrective action is taken; and
.4 records of these activities are maintained.
10.3 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.
10.4 The inspections mentioned in 10.2 as well as the measures referred to in 10.3 should be
integrated into the ship’s operational maintenance routine.
11. DOCUMENTATION
11.1 The Company should establish and maintain procedures to control all documents and data
which are relevant to the SMS
11.2 The Company should ensure that:
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.1 valid documents are available at all relevant locations;
.2 changes to documents are reviewed and approved by authorized personnel; and
.3 obsolete documents are promptly removed.
11.3 The documents used to describe and implement the SMS may be referred to as the Safety
Management Manual. Documentation should be kept in a form that the Company considers most
effective. Each ship should carry on board all documentation relevant to that ship.
12. COMPANY VERIFICATION, REVIEW AND EVALUATION
12.1 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 SMS. In exceptional circumstances, this interval may be exceeded by not more than three
months.
12.2 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.
12.3 The Company should periodically evaluate the effectiveness of the SMS in accordance with
procedures established by the Company
12.4 The audits and possible corrective actions should be carried out in accordance with
documented procedures.
12.5 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.
12.6 The results of the audits and reviews should be brought to the attention of all personnel having
responsibility in the area involved.
12.7 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
13.1 The ship should be operated by a Company which has been issued with a Document of
Compliance or with an Interim Document of Compliance in accordance with paragraph 14.1, relevant
to that ship.
13.2 The Document of Compliance should be issued by the Administration, by an organization
recognized by the Administration or, at the request of the Administration, by another Contracting
Government to the Convention to any Company complying with the requirements of this Code for a
period specified by the Administration which should not exceed five years. Such a document should
be accepted as evidence that the Company is capable of complying with the requirements of this
Code.
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13.3 The Document of Compliance is only valid for the ship types explicitly indicated in the
document. Such indication should be based on the types of ships on which the initial verification was
based. Other ship types should only be added after verification of the Company’s capability to
comply with the requirements of this Code applicable to such ship types. In this context, ship types
are those referred to in regulation IX/1 of the Convention.
13.4 The validity of a Document of Compliance should be subject to annual verification by the
Administration or by an organization recognized by the Administration or, at the request of the
Administration by another Contracting Government within three months before or after the
anniversary date.
13.5 The Document of Compliance should be withdrawn by the Administration or, at its request, by
the Contracting Government which issued the document, when the annual verification required in
paragraph 13.4 is not requested or if there is evidence of major non-conformities with this Code.
13.5.1 All associated Safety Management Certificates and/or Interim Safety Management
Certificates should also be withdrawn if the Document of Compliance is withdrawn.
13.6 A copy of the Document of Compliance should be placed on board in order that the master of
the ship, if so requested, may produce it for verification by the Administration or by an organization
recognized by the Administration or for the purposes of the control referred to in regulation IX/6.2
of the Convention. The copy of the document is not required to be authenticated or certified.
13.7 The Safety Management Certificate should be issued to a ship for a period which should not
exceed five years by the Administration or an organization recognized by the Administration or, at
the request of the Administration, by another Contracting Government. The Safety Management
Certificate should be issued after verifying that the Company and its shipboard management operate
in accordance with the approved safety management system. Such a certificate should be accepted
as evidence that the ship is complying with the requirements of this Code.
13.8 The validity of the Safety Management Certificate should be subject to at least one
intermediate verification by the Administration or an organization recognized by the Administration
or, at the request of the Administration, by another Contracting Government. If only one
intermediate verification is to be carried out and the period of validity of the Safety Management
Certificate is five years, it should take place between the second and third anniversary date of the
Safety Management Certificate.
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13.9 In addition to the requirements of paragraph 13.5.1, the Safety Management Certificate should
be withdrawn by the Administration or, at the request of the Administration, by the Contracting
Government which has issued it when the intermediate verification required in paragraph 13.8 is not
requested or if there is evidence of major non-conformities with this Code.
13.10 Notwithstanding the requirements of paragraphs 13.2 and 13.7, when the renewal verification
is completed within three months before the expiry date of the existing Document of Compliance or
Safety Management Certificate, the new Document of Compliance or the new Safety Management
Certificate should be valid from the date of completion of the renewal verification for a period not
exceeding five years from the date of expiry of the existing Document of Compliance or Safety
Management Certificate.
13.11 When the renewal verification is completed more than three months before the expiry date of
the existing Document of Compliance or Safety Management Certificate, the new Document of
Compliance or the new Safety Management Certificate should be valid from the date of completion
of the renewal verification for a period not exceeding five years from the date of completion the
renewal verification.
13.12 When the renewal verification is completed after the expiry date of the existing Safety
Management Certificate, the new Safety Management Certificate should be valid from the date of
completion of the renewal verification to a date not exceeding five years from the date of expiry of
the existing Safety Management Certificate.
13.13 If a renewal verification has been completed and a new Safety Management Certificate cannot
be issued or placed on board the ship before the expiry date of the existing certificate, the
Administration or organization recognized by the Administration may endorse the existing certificate
and such a certificate should be accepted as valid for a further period which should not exceed five
months from the expiry date.
13.14 If a ship at the time when a Safety Management Certificate expires is not in a port in which it is
to be verified, the Administration may extend the period of validity of the Safety Management
Certificate but this extension should be granted only for the purpose of allowing the ship to
complete its voyage to the port in which it is to be verified, and then only in cases where it appears
proper and reasonable to do so. No Safety Management Certificate should be extended for a period
of longer than three months, and the ship to which an extension is granted should not, on its arrival
in the port in which it is to be verified, be entitled by virtue of such extension to leave that port
without having a new Safety Management Certificate. When the renewal verification is completed,
the new Safety Management Certificate should be valid to a date not exceeding five years from the
expiry date of the existing Safety Management Certificate before the extension was granted.
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14 INTERIM CERTIFICATION
14.1An Interim Document of Compliance may be issued to facilitate initial implementation of this
Code when:
.1 a Company is newly established; or
.2 new ship types are to be added to an existing Document of Compliance,
following verification that the Company has a safety management system that meets the objectives
of paragraph 1.2.3 of this Code, provided the Company demonstrates plans to implement a safety
management system meeting the full requirements of this Code within the period of validity of the
Interim Document of Compliance. Such an Interim Document of Compliance should be issued for a
period not exceeding 12 months by the Administration or by an organization recognized by the
Administration or, at the request of the Administration, by another Contracting Government. A copy
of the Interim Document of Compliance should be placed on board in order that the master of the
ship, if so requested, may produce it for verification by the Administration or by an organization
recognized by the Administration or for the purposes of the control referred to in regulation IX/6.2
of the Convention. The copy of the document is not required to be authenticated or certified.
14.2An Interim Safety Management Certificate may be issued:
.1 to new ships on delivery;
.2 when a Company takes on responsibility for the operation of a ship which is new to the Company;
or
.3 when a ship changes flag.
Such an Interim Safety Management Certificate should be issued for a period not exceeding 6
months by the Administration or an organization recognized by the Administration or, at the request
of the Administration, by another Contracting Government.
14.3An Administration or, at the request of the Administration, another Contracting Government
may, in special cases, extend the validity of an Interim Safety Management Certificate for a further
period which should not exceed 6 months from the date of expiry.
14.4An Interim Safety Management Certificate may be issued following verification that:
.1the Document of Compliance, or the Interim Document of Compliance, is relevant to the ship
concerned;
.2 the safety management system provided by the Company for the ship concerned includes key
elements of this Code and has been assessed during the audit for issuance of the Document of
Compliance or demonstrated for issuance of the Interim Document of Compliance;
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.3 the Company has planned the internal audit of the ship within three months;
.4 the master and officers are familiar with the safety management system and the planned
arrangements for its implementation;
.5 instructions, which have been identified as being essential, are provided prior to sailing; and
.6 relevant information on the safety management system has been given in a working language or
languages understood by the ship’s personnel.
15 VERIFICATION
15.1 All verifications required by the provisions of this Code should be carried out in accordance with
procedures acceptable to the Administration, taking into account the guidelines developed by the
Organization*.
*: Refer to the Revised Guidelines on implementation of the International Safety Management (ISM)
Code by Administrations adopted by the Organization by resolution A.1071 (28)
16 FORMS OF CERTIFICATES
16.1 The Document of Compliance, the Safety Management Certificate, the Interim Document of
Compliance and the Interim Safety Management Certificate should be drawn up in a form
corresponding to the models given in the appendix to this Code. If the language used is neither
English nor French, the text should include a translation into one of these languages.
16.2 In addition to the requirements of paragraph 13.3 the ship types indicated on the Document of
Compliance and the Interim Document of Compliance may be endorsed to reflect any limitations in
the operations of the ships described in the safety managing system.
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General Engineering Knowledge:
Survey:
Authorised independent examination, investigation, and inspection, measuring or testing of ship
structure, machinery and equipment, done and supervised by Surveyors appointed by regulatory or
commercial organisations.
Classification Societies:
They are third party independent bodies.
Their functions:
» To ensure that ship is soundly constructed and the standard of construction is maintained.
» Carried out Statutory Survey on behalf of the Administration regarding the ship safety and
prevention of pollution of marine environment.
Classed ship:
» A ship, which is built in standard and maintained under rules and regulations of
Classification
» For a ship to be entitled to a class, Classification Society issues a Classification Certificate
after carrying out Classification Surveys.
» Classification Certificate confirms that the ship has both structural and mechanical fitness
for their intended services.
Maintaining the class:
To maintain a ship in the class:
» The owner must carry out regular surveys of hull, machinery and equipment.
» Carry out repairs necessary from time to time, under the supervision of Class Surveyors.
Statutory Survey:
» Carried out by Administration regarding the safety of the ship, sea worthiness and pollution,
in accordance with national and international rules.
» Issued a certificate, this is essential to the ship’s ability to trade.
» If Statutory Survey is not certified, the ship can be detained.
Statutory Surveys are:
» International tonnage survey
» International load line survey 5 years interval
» Cargo ship safety construction survey 5 years –
» Cargo ship safety equipment survey 2 years –
» Cargo ship safety radio survey 1 year –
» Marpol IOPP survey 5 years –
» Carriage of grain cargo, etc:
Classification Survey.
» Carried out by Classification Surveyor, to ensure that the ship has both structural and
mechanical fitness, for intended voyage, in accordance with the class requirements.
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Difference bet: Statutory Survey and Classification Survey:
» Statutory surveys are not assessing or measuring something for a client.
» Statutory survey will inspect something against a set standard or law.
» On completion of this survey, the ship is issued with a certificate, which is essential to the
ship’s ability to trade.
» Class cannot go to the ship unless requested by the owner, or unless the ship is detained by
the Port State Control.
Why Classification Societies sometimes issue the Statutory Certificate?
» Sometimes Administration delegates the authority, to the Classification Society to inspect
and issue Certificates, on their behalf, regarding statutory requirements.
Port State Control:
Port State Inspection is a particular form of Statutory Survey.
Intention of Survey is to check that, ships flying the Flags of States comply with the
Requirements of the Conventions.
When these ships are in Ports of States, Port State Authority has control over the ships in port,
and has rights to inspect the followings, in order to avoid Substandard Ships:
Safety Equipment.
IOPP Certificate.
Oil Record Book.
Sewage Treatment Plant.
MARPOL Equipment.
For PSC purposes, Port Authorities will apply in general, the following Instruments.
ILL 66, SOLAS 74, MARPOL 73/78, STCW 78, COLARG 72 and ILO 76.
A Surveyor representing the Authority of the Government carries out the Port State Inspection.
Preparation for Port State Control Inspection: [As a CE]
» IOPP Certificate
» Load Line Certificate
» SOLAS Certificates
» STCW Certificates, kept ready.
» Safety Equipment prepared for testing and inspection.
» MARPOL Equipment prepared for testing and inspection, such as:
– OWS operation and alarm test.
– Incinerator tested and kept ready for demonstration, and alarm test.
– Sewage Treatment Plant, in good order, and dose chemicals.
– Tank top near OWS and Bilge Pumping Station kept clean.
– Bilge overboard discharge valve, tightly closed and kept under lock and key.
– Update and attach ORB, with photocopies of MARPOL Certificates, original Oil Disposal
Receipts, and Dirty Oil and Sludge Piping Diagram.
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Flag State control:
Flag State or Administration has responsibilities that the ships built to their flag, comply with
the Requirements of the Conventions, in construction and upkeep afterwards.
Government body carried out Surveys and issued Certificates relating to safety of the ship,
sea worthiness and pollution.
Flag State Control is limited to ensure that valid Certificates are onboard.
Passenger ship safety certificate Validity 1 year.
Cargo ship safety construction certificate 5 years
Cargo ship safety equipment certificate 2 years
Cargo ship safety radio certificate 1 year
International load line certificate 5 years
MARPOL IOPP certificate 5 years
International sewage pollution prevention certificate, ISPP. etc: 5 year.
Preparation for Entering a Stringent Port:
» In Port State Control system, inspections are done at the port, in order to avoid Substandard
Ships.
» For PSC purposes, Port Authorities will apply in general the following Instruments.
International Convention of Load Line. ILL 66
International Convention for Safety of Life at Sea. SOLAS 1974.
International Convention for the Prevention of Pollution from Ships.
MARPOL 1973/78
International Convention on Standard of Training,
Certification and Watch Keeping for Seafarers. STCW 1978.
Convention or the International Regulation for Prevention of Collision at Sea.
COLARG 72
Merchant Shipping (minimum standard) Convention. ILO 1976
Before entering the port, prepare the following in general:
Certificates and Documents prepared.
ORB properly entered and updated.
Sludge formation should be compared with 1% of voyage fuel consumption.
Receipt for sludge and waste oil disposal to shore facility, attached to ORB.
ORBs retained for 3 years after date of last entry should be onboard.
IOPP Certificate has validity.
OWS alarm tested, discharge valve closed, spare filter onboard, tank top near OWS cleaned.
ODM tested for 15ppm alarm, and automatic stopping device.
USCG Notice posted especially near OWS and bilge pumping station.
Boiler not to emit black smoke.
Incinerator prepared for demonstration:
a) Waste oil tank, drained-off water and heated up to 80 – 90˙C.
b) Photocell, pilot burner and waste oil burner of incinerator removed and cleaned.
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c) Flame failure, high flue gases temperature, and force draught fan failure alarms tested.
d) Line filter for waste oil line, cleaned.
e) Incinerated ash collected to show to Surveyor, or if disposed to shore facility, receipt
attached to ORB.
Fire extinguishers and fire detection system, CO₂ alarms system, tested.
Check Sewage plant.
Periodical Survey: Mainly consists of Annual Survey and Special Survey.
Annual Survey (machinery):
» General Inspection of conditions of the whole machinery and equipment.
» At each Annual Survey between Special Surveys, main and auxiliary machinery are generally
examined, and placed in satisfactory running condition.
» If necessary, some of the machinery or parts are to be opened-up for the surveyor to examine.
» Survey items include steering arrangement, windlass, weather decks, watertight bulkheads,
doors, fire equipment, hatch ways, etc: (hull survey items).
Special Surveys (machinery):
» Thorough Inspection of the whole machinery and equipment
» Including open-up inspection of machinery and equipment, their performance tests and
inspection of electrical installation.
» Main and auxiliary machinery are subjected to Special Survey, at intervals similar to those
for special surveys of the hull, i.e. every 4 years, in order that both may be recorded
approximately at the same time at each Special Survey.
All openings to sea, including sanitary and all overboard discharges together with cocks
and valves to be examined internally and externally.
Fastenings to the shell plating are to be renewed, if surveyor recommends.
Pumps and pumping systems including valves, cocks, pipes and strainers are to be
examined.
Shafts, except propeller shaft, bearings and line shafts to be examined.
Foundations of main and auxiliary machinery to be examined.
Cylinders, cylinder heads, valves and gears, fuel pumps, scavenging pumps,
superchargers, pistons, crossheads, connecting rods, crankshaft, clutch, reversing
gears, air compressors, intercoolers, and such other items covered by CMS system.
CMS/ CSM:
» A Special Survey carried out on a planned schedule, within a circle of 5 years, at the request
of the owner, and upon approval of the proposed arrangement.
» Approximately 20% of the surveyable machinery items shall be examined each year.
» Completion of circle implies that all essential machinery parts have been examined within a
previous 5 years.
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Items covered by CMS:
Main propulsion machinery, steam turbine.
Power transmission and main shafting.
Auxiliary engine.
Air compressors, air receiver and blowers.
CW, FO, LO, feed water, condensate, bilge, ballast and fire pumps, etc:
Condenser and feed water heaters, coolers, oil heaters, and evaporators.
Fuel tanks (more than 1 m³), cargo oil pumping installation.
Deck machinery.
Steering gear including operational test and checking of relief valve setting.
Reduction gears; to check the gear teeth, pinions, etc.
Other items of machinery and equipment, which the Society considers to be covered by CMS.
Items not covered by CSM:
Propeller and shaft.
Sea valves below load water line.
Boiler, EGE.
Cargo handling gears
Measurement of crank shaft deflections for ME.
Measurement of clearance at the aft end of stern tube.
Items of machinery and equipment which are not required open-up inspection at Periodical
Surveys, e.g. foundation bolts, refer installation, electrical installation, incinerators, etc.
Performance tests, pressure tests required at Periodical Surveys.
Machinery and equipment of small capacity or low frequency operation, e.g. emergency air
compressor, hand pump for bilge, FO tanks less than 1 m3
Machinery and equipment of special type or newly developed type.
Other items which the society considers not to be included in CMS system.
Planed Maintenance:
Planed maintenance should be flexible, and following items should be considered.
1. Weather Condition.
2. Length of voyage, trade.
3. Maintenance of Safety Equipment, and Emergency Team Training.
4. Optimum conditions for Statutory and Classification Surveys.
5. Dry Docking.
6. Manufacturer’s advises.
7. Breakdown maintenance.
8. Replacing of spares.
9. Controlling and recording of maintenance up-to-date.
Planed Maintenance should include:
Short term maintenance, weekly, fortnightly, and monthly.
Long term maintenance, 3 monthly, 6 monthly, yearly.
Operational maintenance, to be carried out if necessary.
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Construction of a Planed Maintenance Schedule:
1. Plan must be flexible, so that changes, orders, or cargoes do not upset it unduly.
2. Adaptable to various weather conditions.
3. Length of voyage, routes and trades, that vessel is involved must be considered.
4. Maintenance of Safety Equipment and Emergency Team Training should be integrated
with overall maintenance plan.
5. Appropriate equipment is brought-up to optimum condition for Statutory and Class
Surveys, such as ‘Safety Equipment’, ‘Load Line’, and ‘Lifting Apparatus’.
6. Dry-docking and repair period should be integrated with the plan.
7. Manufacturer’s advises, to be complied with, and all Manufacturer’s Maintenance Logs
to be completed.
8. Plan should include availability of appropriate equipment, for breakdown maintenance,
due to unforeseen circumstances.
9. Provisions made for spare part replacements for wear and tear maintenance.
10. Plan must be carefully thought-out, well controlled, and efficient recording system must
be kept up-to-date.
Classification Surveys:
– Annual Survey of hull and machinery.
– Special Survey of hull and machinery: the first special survey becomes due 4 years after the date
of built. Special Survey can be extended up to 5 years if not completed at one time. [S/S 4+1 year.]
– Continuous Survey or running survey of hull and machinery.
Automation Survey :
Carried-out at 1 year from the date of installations and periodical Special Surveys are to be carried
out at 4 years intervals. ( 1 + 4 )
At 1 year from the date of installation, during this Survey:
1. General examination of automatic and control system.
2. Examination of ship service generator in operation and control system.
3. Random checking of function indicators, alarms and control actuators.
4. Examination of machinery records to ensure that the performance of the control system
are in good order through the period since last survey.
5. Machinery space fire detection and bilge alarms.
At interval of 4 years, during this Special Survey:
1. All requirements of Annual Survey are done.
2. Examination of control actuator,
3. Insulation resistance of all electrical equipment and circuits.
4. Control system of UMS for proper operation.
5. Automatic alarms and safety systems.
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.
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» 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’s satisfaction.
Tail shaft Survey includes:
Complete withdrawal of tail shaft.
Propeller nut and tail shaft threaded end to be checked.
Cone, key and keyway to be checked, and forward part of the taper to be checked for crack with
approved crack detecting method.
Tail shaft bearing wear, to be checked.
Stern bush and bearings, to be checked.
Shaft sealing arrangement, including oil system, to be checked.
Boiler Survey:
The Class Surveyor shall survey every boiler of working pressure 3.5 bar and heating surface area
4.65 m² and above.
Survey interval:
DNV & LLOYDS: Every 2-years interval until 8 years old, and every 1-year interval after 8 years
old.
GL: Every 2½ years interval until 10 years old and every 1-year interval after 10 years old.
Annual Boiler Survey includes:
1. Hydraulic testing ( 1.25 x approved working pressure for not more than 10 minutes ).
2. Pressure testing of main steam piping at 15% in excess of approved working pressure
for not more than 10 minutes.
3. Internal inspection, hammer test to furnace, stays bolts, fire and stay tubes, brickwork,
baffles and casing.
4. Inspection of alarm and control system, fuel system, feed system, all steam piping and
lagging arrangement, foundation and chocking system.
5. Checking of pressure gauge and water level gauges.
6. Testing of safety valves to blow off at the pressure not greater than 3% above w.p.
7. After 10 years old or at any time, if surveyor demands, drill test near the water line
should be done to determine actual thickness of boiler shell. If found necessary, lower
working pressure may be reassigned
At 4 years interval :
In addition to above Annual inspection procedure, all valves on boiler required to open-up and
inspected, every 4 years at the time of Annual Survey, or at the next regular dry docking period
thereafter.
Preparation for survey:
1. Clean water and fire sides.
2. Gags or clamps must be prepared for safety valves.
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3. Boiler must be filled with water at a temperature not more than 38˙C for fire tube boiler
and not more than 82˙C for water tube boiler.
4. Drip pan placed under all burners.
5. Tank top and bilges cleaned.
6. Pump for pressure test to be kept ready.
7. Blanks must be installed at steam valves and water level gauge.
Damage Survey:
1. It has to do with causalities and accidents, repairs, causes and remedies.
2. Damage to hull, machinery and equipment, which effects seaworthiness or
classification, is to be submitted by owner and representative, for examination by
Surveyor.
3. All repairs to be carried out to surveyor’s satisfaction.
When damage occurs:
If the vessel is classed, and the port has facilities of Classification Society, and Underwriter
Surveyors and repairs firm:
1. Invite Classification Surveyor
2. Invite Underwriter Surveyor (appointed by Insurers)
3. Both Surveyors to survey the damage
4. Repairs to be carried out as per Class Requirements.
5. Quotation of repairer and repair cost to be submitted to Underwriter Surveyor to
negotiate any reduction that may appears necessary.
6. Both Surveyors to survey the repairs when completed.
7. Repair bills must be endorsed by the Underwriter Surveyor so as to claim insurance.
8. Underwriter Surveyor does not accept bills for transportation.
9. Class Surveyor must confirm class of machinery (Interim Certificate of Class)
10. Log Abstracts and damage reports must be submitted to the Class Surveyor and owner.
If the vessel is classed, but the port is very small, and duly appointed Surveyor may not be available:
1. Call the next best surveyor.
2. If no surveyor is available, Damage Survey may be carried out by two Chief Engineers
of same Flag (Port of Registry), but should not be from same company, to avoid biased
report.
Actions taken by C/E when ME breakdown, fire / explosion occurred:
1. Find out extent of damage or breakdown.
2. Find out whether the damage can be repaired or not by ship crew.
3. Consider that vessel can resume the voyage or not.
4. Inform present situation to HO and take instruction.
5. Record exact times and position of ship.
6. Take pictures of damage for evidence.
7. After temporary or proper repair, resume voyage under suitable speed.
8. Prepare detail damage report and submit to head office.
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CE damage report form:
1. Date, time, approximate ship position, voyage no.
2. Where damage occurs.
3. Causes and extent of damage.
4. HO confirmation and approval for major repair.
5. Actions taken.
6. Repaired condition, detail statement of clearances, measurements, etc.
7. Used and required spares to be ordered.
8. Training and instructions to prevent reoccurrence.
9. Take photos before and after repairs.
Insurance:
Ship owners insured their ships against unforeseen damage or loss such as:
∗ Actual Total Loss.
∗ Constructive Total Loss (the cost of repair being greater than the value).
∗ Presumed Total Loss.
∗ Partial Loss.
∗ Third party Liabilities (collision, injury to crew)
The rate of Insurance:
It depends on size, age and engine, and a vessel with valid Certificates of Classification is likely
to attract more favourable rate than a vessel without.
Insurance claim purpose:
Following items are necessary:
1. C/E damage report
2. Log abstracts.
3. Damage report form for insurance claim.
4. Class Surveyor recommendation.
5. Repair bills endorsed by Underwriter Surveyor.
Protecting and Indemnity Association:
» This is a P&I Club or Mutual Insurance Club or Small Damage Club.
» An association formed by Ship Owners, having certain risks to insure.
» That certain risks are not covered by the Insurance Policy.
» A Mutual Insurance Company, belonging to ship owners, which insures the damages relative to
the ship, which are not covered by Insurance Policy.
Protecting:
1. Loss of life and personal injury.
2. Hospital, medical and funeral expanses arising from injury claim.
3. Sickness and repatriation.
4. Cargo damage due to improper navigation.
5. Oil pollution.
6. Collision damage, etc.
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Indemnity:
1. Claim in respect of wrong delivery of cargo.
2. Ship’s liability to cargo, after collision, not covered by policy.
3. Fine or penalty imposed as a result of custom law, health regulations, and immigration
law including smuggling.
Interim Certificate of Class:
» Class Surveyor will issue the Certificate, when repairs have been completed to the Surveyor’s
satisfaction.
» This Certificate enables the vessel to remain in class, until the next full survey due.
» Validity is until next survey due.
Certificate of Seaworthiness:
» To enable to proceed to the next port, the Surveyor other than Class Surveyor issues it.
» If the Classification Surveyor does not carry out the survey, the requisite certificate that is issued
will be one of seaworthiness.
» This Certificate enables the vessel to proceed to her next port, where a further survey by the
Classification Surveyor will be conducted, so that Interim Certificate of Class can be issued.
Seaworthiness:
1. The fitness of the vessel in all respects for carrying cargo and crew in safe condition.
2. Important items concerned are stability, strength, freeboard, machinery and design, and
they must be entirely satisfactory.
Franchise Clauses:
~ These state certain portion of insured value, for which Insurers are not liable to pay.
~ There are two kinds of franchises:
[These state the percentage of the claim, which the Assured must bear.]
Deductible:
1. If amount of loss does not exceed the franchise amount the Insurers (Underwriters) are
not liable to pay at all.
2. But if the amount of loss exceeds the franchise amount Insurers are liable to pay that
portion which exceeds the franchise amount.
[Only claims in excess of certain percentages are paid, i.e. the Assured pays the first so much
percentage of any claim.]
Non-Deductible:
1. If amount of loss does not exceed the franchise amount the Insurers (Underwriters) are
not liable to pay at all.
2. But if the amount of loss exceeds the franchise amount Insurers are liable to pay the
whole amount.
[The Underwriter pays the whole claim if it exceeds the stipulated percentage.] 11
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Electrical Survey:
» Electrical equipment inspected and tested, during complete engine survey, at 4 years interval.
» Such a survey is prescribed, under the rules and regulations for the classification of ship.
Following survey items generally apply to all ships:
1. Generators and governors.
2. Circuit breakers
3. Switchboard and fittings (main and emergency switchboard, distributor switchboard).
4. Cables
5. Insulation resistance
6. Motors and Starters
7. Emergency power equipment
8. Parts of steering gear
9. Navigation light indicator
For UMS operation:
1. Alarms associated with ME, AE, lubricating and cooling, tested for correct operation.
2. Electrical circuits from various sensors such as pressurestat, flow switch, level switch,
temperature switch, tested.
3. Action of auto-shut down for ME and AE, auto-starting up of stand-by units, tested.
4. Auto-starting of emergency generator, demonstrated.
5. UMS requirements demand that a stand-by main generator should be automatically
started on loss of duty generator within 45 sec.
6. Bilge level alarm together with automatic bilge pumping, proved to correct action.
7. Main and stand-by electric power supply to overall alarms and monitoring system
inspected and tested.
8. Complete inspection and test of fire detection and alarm system.
9. ME control will function correctly and tested from bridge position, main control room
and emergency position alongside the engine.
For Tankers / Gas Carrier:
~ Electrical equipment in hazardous area is surveyed every year, during each Docking Survey and
Annual Survey.
Alternator Survey:
Required conditions for Surveyor:
» Main and emergency generators are cleaned.
» Show stable operation when run in parallel with other generator.
» Generator windings on stator and rotor must be free of dust, rust, oil and moisture.
» Visual check made for any obvious deterioration, abrasion, and cracking of insulation around
winding coils in stator.
» The insulation test to earth and between stator phase windings is done while the machine is still
hot after running on load.
» Air gap between stator and rotor checked to ensure that pedestal bearings are in good condition.
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Switchboard Survey:
1. Thorough cleaning internally and externally at switchboard, when all generators are
stopped and their prime movers locked off.
2. Main bus bar and their connections checked for tightness.
3. Bus bar supports, checked for damage due to insulation material.
4. Overheating signs at connection junctions, due to loose joint.
5. Internal wiring securely fixed.
6. Cable entries at switchboard bottom, sealed with non-flammable material.
7. Earth bar, securely bonded to both frame and to the ship’s hull.
8. Hinged panel door bonded with an earth strap to main switchboard frame.
9. Insulation resistance of each terminal measured.
10. Voltmeters, Watt meters and Ammeters calibrated and tested.
11. All trips tested [Safety devices].
12. Synchronising test [load sharing] demonstrated.
13. Earth lamps checked.
14. Automatic circuit breaker (ACB) and Automatic voltage regulator (AVR) tested.
Emergency Power and Associated Equipment Survey:
1. Emergency generator started manually and automatically.
2. Electrical supplies from emergency switchboard, checked for their proper voltage,
ampere and frequency.
3. Correct functioning of emergency lighting, fire pump, and other electrical equipment.
4. Electrical interlocking arrangement between main and emergency switchboard checked.
5. Emergency battery installation and its charging rectifier checked.
6. Keep battery environment dry and well ventilated, battery tops cleaned, electrolyte at
proper level and have correct value of specific gravity by checking with hydrometer.
7. Battery charging equipment checked for dirt, overheating, loose connection and correct
functioning of indicator instruments.
8. Battery locker ventilation arrangements should be checked.
Insulation Resistance Survey:
1. Survey will require a list, which shows the results of recent insulation tests on all 440V
and 220V main circuits.
2. The list should also indicate the test date, weather condition, hot or humid etc. together
with any comment relevant to the test conditions such as machine is hot or cold.
Navigation light indicator survey:
1. Surveyor will ensure that Navigation light indicator operates correctly and has
appropriate alarm.
2. Broken wire or lamp can be simulated by pulling appropriate fuse.
3. Power source for navigation lights must be duplicated [usually alternate power supply
being used from Emergency Switchboard].
4. Changeover facility for power source, to be checked.
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5. Although the actual light fitting for Navigation is part of Safety Equipment Survey, the
Electrical Survey will naturally include a check on the supply cables to the
Navigation lights.
Load Line Survey:
1. Carried out as first Survey when a new ship is completed.
2. During this survey freeboard arrangement and conditions of assignment, are made in
accordance with International Regulations and Documentation.
3. After thorough inspection, Load Line Certificate is issued, and its validity is 5 years,
subjected to Annual Survey.
4. Load Line Renewal Survey held at 5 years interval from the date of build, and whenever
a periodical Special Survey is made.
5. Validity of Load Line Certificate extends to the end of next Special Survey.
6. During this survey, all freeboard items to be examined, and load line markings to be
verified. [With trammel gauge]
7. On satisfactory completion of the Survey, an International Load Line Certificate, valid
for 5 years is issued.
8. Load Line Annual Inspection carried out within 3 months ± anniversary date of the
Certificate.
9. Main purpose of Load Line Survey is, to examine that the ship construction complies
with Requirements of Convention.
Requirements can be grouped into 4 categories:
Structural Strength.
Watertight Integrity.
Stability.
Crew Quarter Protection.
Conditions of Freeboard Assignment: Why it is important?
1. Efficient means of protection must be provided for all openings to hull and superstructure, for
protection of crew in heavy weather, and for rapid freeing of water from weather deck.
2. Condition of Assignment must be maintained, at all times in satisfactory condition.
3. Annual Inspection to be made by assigning authorities, to ensure that they have been maintained
in satisfactory condition for continued validity of Load Line Certificate.
Preparation for Load Line / Annual Survey:
Ship Officers/Engineers should ensure, the following items are in efficient condition, prior to the
Classification Society Surveyor’s arrival on board.
1. Load line marks, verified with existing Load line Certificate.
2. Coamings and closing appliances of exposed hatchways, hatchways within superstructures, to
be examined.
3. Holding-down clips/bolts are in good order; packing and seats are watertight.
4. Watertight steel hatch covers are to be hose-tested (pressure not less than 2 kg/cm² from a
distance of 1.5m with ½ ” bore jet) for water-tightness.
5. Spring-loaded battening-down wedges between covers, and holding down cleats, to be in good
working condition.
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6. Exposed engine casing and their openings, fiddley openings, ER skylights and their closing
appliances, to be checked and tested. ER skylight to be able to close from remote position.
7. Test Ventilators, check all flap levers are free, and locking pins are in place and secured by
chain to ventilation casing.
8. Check air pipes and their closing means, flame traps for fuel oil tank’s air pipes, are in order.
9. Watertight doors and closing arrangements to be checked.
10. Scuppers and their discharge pipe and valves below the freeboard deck, checked for
corrosion/wastage.
11. Gangways and cargo ports below freeboard or superstructure deck, to be checked.
12. General condition of hull, as far as could be seen.
Load Line Certificate:
> A Certificate issued to a ship, if she is built and maintained thereafter, according to the
requirements of International Convention on Load Line (1966)
> Issued by the Administration or Classification Society.
> Validity is 5-years and subjected to Annual Survey.
FO DB Tank Survey:
Transferring, cleaning and gas freeing must be done.
Testing of atmosphere:
Toxicity
O₂ content with Oxygen Analyser
Explosive Gases with Explosimeter
Gas free certificate from Chemist.
Survey:
1. Heating coil leak test: [1.5 times working pressure.]
2. Condition and testing of level alarm
3. Condition of sounding pipe, striker plate and flame trap
4. High temp. alarm sensor
5. Internal inspection by surveyor.
Sounding pipe requirements:
Used to determine the dept of liquid in a tank.
Should be as straight as possible.
If it is not possible, pipe curvature should allow easy passage of sounding rod or chain.
Normally, bore of pipe must be not less than 32mm.
Striking pad of adequate size and thickness placed under the pipe.
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IOPP Certificate:
Issued after Survey is carried out by Administration, in accordance with International Convention
for Oil Pollution Prevention. Validity is 5 years.
Checking procedure for IOPP Certificate, When CE sign-on:
Check the validity of certificate.
Check the ORB up to date recording.
Visual inspection of plants in good order.
Check 15-ppm alarm and automatic stopping device.
Check spare filter element, at least one no.
Waste oil tank and capacity.
Compare fuel consumption and sludge formation.
Incinerator capacity and workability.
IOPP Survey preparations:
1. Validity of the IOPP Certificate checked.
2. Proper entry of ORB and, sludge disposal receipts to shore facilities attached to ORB.
3. Calculate the sludge formation, and compared with 1% of voyage fuel consumption.
4. Incinerating time, incinerated waste oil amount, remainder of waste oil in waste oil tank should
be reasonable.
5. Incinerator kept ready for demonstration, such as heating of waste oil tank, alarms, control and
functional test, done prior to survey.
6. OWS in good order, its piping free from oil leaks, overboard valve from OWS locked in closed
position. If possible, one section of discharge pipe removed and free from oil residues.
7. ODM checked for 15-ppm alarm and automatic stopping.
8. High level alarms of sludge tank, waste oil tank and bilge holding tank checked.
9. Spare filter for OWS must be onboard.
10. USCG Notice posted near OWS and bilge pumping out station
Survey by CE:
Requirements:
~ CE must have first class competency certificate or equivalent.
~ At least 3 years service as CE on owner’s vessels.
~ Should be at sea or in port with no Class Surveyor.
~ Generally cannot survey on Safety Equipment, pressure vessels, and main engine except
in unit overhaul.
~ Can survey auxiliary machinery such as, AE, pumps, and Air Compressors.
~ DNV allows half of all items covered by CMS, of which there are more than one, may be
surveyed by CE.
Confirmatory Survey:
1. When any machinery and equipment, allowed to be surveyed by CE, were opened-up and
examined by CE at sea, Confirmatory Survey of these items must be done by the Class
Surveyor at next port of call, or the first port of opportunity.
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2. During this survey, show the followings to Class Surveyor:
a) Relevant entries in log book.
b) Two copies of statement, signed by CE.
c) Description of items surveyed by CE.
d) Spare parts replaced.
e) All photos for evidence.
3. If the surveyor does not satisfied, he has right to open up the item for inspection. If he satisfy,
he will issue Interim Certificate of Class.
AE survey by CE:
Safe operation of propulsion must not be effected, when CE surveys AE.
All cylinder covers, valve gears, pistons, piston rings, liners, top and bottom end bearings, all
upper half of main bearings, gudgeon pins are to be opened up.
To withdraw at least two bottom half bearings for inspection.
Checking of all crank pin bearings, journals and gudgeon pins.
Cylinder liner gauging and recording.
L.O. cooler to be opened up for inspection.
Defective attached pumps such as LO pump, FW pump, etc. to be opened up.
Testing of all safety devices, alarm and trip.
Crankshaft deflection taken and recorded after reassembled.
Confirmatory survey by Class Surveyor:
» He has rights to open up at least two main bearings and two bottom end bearings, and crankshaft
deflections to be taken and checked with CE records.
» Run the engine and load-tested. All safety devices tested for alarms and trip for generator and
switchboard, and are to be witnessed by the surveyor. (DNV).
Generator load test:
1. After priming the AE, start and run under no load, low speed condition for about 3 to 5
min.
2. Then stop and checked externally for overheating. If no overheating, crankcase doors to
be opened and checked temperature of bearings and running gears.
3. If satisfactory, restart the engine at full speed, no load condition for about 30 min., then
stopped and recheck again.
4. If satisfactory, restart and load-shared with running generator engine. Load sharing should
be gradually increased in small steps, taking about 6 to 10 hours to reach at full load
condition. While running in full load, another generator to be run in stand-by for possible
emergency use. Synchronising or load sharing steps: 25%, 50%, 75%, and 100% within 6
to 10 hrs.
5. All necessary items checked, during load increasing steps.
6. Then peak pressure indicator and other performance data, taken for each cylinder and
compare with test results.
7. Load test should be done, until preferential trip initiates.
A/E Damage Insurance Claim:
Items necessary to submit to Superintendent Engineer are:
» CE damage report.
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» Log abstracts.
» Damage report form for insurance claim.
» Class surveyor recommendation.
» Repair bills endorsed by Underwriter Surveyor.
If A/E damage occurred at sea:
Date, time, position, voyage no., where the damage occurred, extent of damage, causes of
damage, are reported to Head Office in detail.
Take HO confirmation and approval for major repair.
Take required damage photos.
When at nearest port, repair condition, photos before and after repair are submitted to
Surveyor for Confirmatory Survey.
If Surveyor does not satisfy, he has right to open-up for inspection.
If Surveyor is satisfied, he will issue Interim Certificate of Class, and give recommendation.
If A/E damage occurred in Port:
Invite Class and Underwriter Surveyors through Master or Agent to make surveys.
Negotiate with shipyard repair firm, about cost and prices.
After completion of shipyard repair firm’s work, Surveyor will inspect the AE, and issue Interim
Certificate of Class, and Underwriter Surveyor will inspect and give repair cost and
certified endorsement.
Repaired condition with photos, and used spares, reported to HO and required spares ordered.
Surveys, requested by owners, charterers, underwriters and authorities:
1. Damage Survey
2. On and Off Hire Survey
3. Lay-up Survey
4. IMCO Survey (Inter-governmental Maritime Consultative Organisation.)
5. Pre-loading Survey
6. Draught Survey
7. Ullage Survey
8. Conditional Survey: [the ships over 15 years of age may be subjected to survey, annually,
so as to ensure their seaworthiness, only upon request by owners and underwriters.]
On and Off Hire Survey:
1. The most time-consuming survey and must be done in daylight, with the hatches fully open,
empty and clean.
2. Two Surveyors will have to carry out this Survey.
3. One representing the owner, may be the Master, and the other representing the Charterers.
The areas of Survey include:
1. Portside Bulwark/rails and Deck. [Bulwark is the part of ship’s side, above Upper Deck.]
2. Starboard side Bulwark/rails and Deck.
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3. Deck houses and cargo gears.
4. Hatch coamings and hatches.
5. Shipsides, Tank tops, Bulkheads fore and aft.
6. Bunker Survey.
In Water Survey:
Due to increasing in size of oil tankers and bulk carriers and consequently, small numbers and
size of docks incapable of docking these vessels, In Water Survey is permitted by Class.
This survey includes visual examination of hull, rudder, propeller, sea inlets and measuring the
wearing of rudder bearings and cleaning of hull by suitable methods.
Limitation:
Not periodical special survey.
For less than 10 years old of vessels.
Must have Class notation to suit for in water survey.
Hull painted with high resistance paint and fitted with impressed current system for hull
protection.
Class must approve Diver Firms.
Ship draught not more than 10 meters.
Requirements:
Hand held closed circuit TV camera that can be controlled remotely from surface monitoring
system.
Communication between Diver Party and Surveyor.
Water is clean and clear.
Carried out in daylight.
Docking Survey:
The ship must be examined in dry dock preferably at 1-year intervals, but new Class Regulations
allowed intervals of up to 2 years.
The vessel is to be placed in dry dock or upon a slip way and the keel, stern frame post, rudder and
outside plating, propeller, exposed part of stern bearing assembly, rudder pintle and gudgeon
securing arrangements, sea chest, strainers and other fastenings are to be cleaned and
examined.
The stern bearing clearance and rudder bearing clearance are to be ascertained.
Underwater [Bottom] Survey on Dry Dock:
Shell plating washed and brushed down, checked for distortion, bulging, roughness and
corrosion.
Welding seams inspected for cracks.
Zinc anodes checked for replacement.
Shipside valves and cocks removed, overhauled and refitted.
Shell box or Sea Chest wire brushed and applied anti-fouling paint.
Remove drain plug of rudder to determine the present of water.
Measure wear down of rudder and jumping clearance.
Bearing metal of gudgeon pin of rudder checked and clearance
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must not exceed 6 mm.
Pintle nuts with locking device checked.
Propeller carefully examined especially near the tip on the driving face and fore side for
cavitation. Damaged propeller blades repaired.
Wear down of tail shaft measured. For oil lubricated: 2 x original clearance.
For water lubricated: maximum 10 mm.
Stern tube checked for tightness.
For CPP, checked for good working order.
Anchor and chain cable, lay up and measured.
Dry Docking:
Required Plans and Arrangements for Docking:
Docking plan.
General arrangement plan.
Capacity plan.
Shell expansion plan.
Shell painting area plan.
Mid ship section plan.
Longitudinal section plan.
Anode plan.
Shafting and propeller arrangement.
Rudder, to check.
Docking plan:
▭ Provides the positions of frame spacing, watertight bulkheads, docking plugs, etc.
▭ Determine the positioning of keel blocks, bilge blocks, bilge shore, breast shore
when the ship is on dock.
Preparation for Dry Docking: [As a CE.]
Take all information from HO and dockyard.
Sent Docking Plan to Dockyard.
Prepare dockyard and ship staff repair lists and survey items.
Prepare necessary spares and store, drawings, Manuals, Certificates, special tools and measuring
equipment.
2/E should be instructed to perform the followings:
a) Label all sea valves, all shipside valves and cocks. Mark the positions of items to be
repaired, with tags or colour code.
b) Keep Emergency Fire Pump, Emergency Generator, Air Compressors, Emergency Air
Bottle, and portable Fire Extinguishers in good order.
c) Lock Fixed Fire Fighting Installation, as per shipyard rules.
d) Shut down Boiler, OWS, Sewage Plant if dockyard does not allow.
e) Lock overboard discharge valve in closed position.
f) Fill up Settling and Service Tanks.
g) Press up Air Bottles and Emergency Air Bottle, and shut the valves tightly.
h) ME crankshaft deflections to be taken and recorded.
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i) Hose down tank tops, and empty Bilge Holding Tank, Sludge Tank, Waste Oil Tank.
j) Prepare for receiving of Shore Power Supply, International Shore Connection, cooling
arrangement for Air Conditioning and Provision Plants.
k) Provide fire watch in ER at all times, and follow Dockyard Fire and Safety Regulations.
l) Adjust required trim and draught, with deck officer.
m) Take soundings of DB tanks and cofferdam.
During Docking:
Discuss with the superintendent and dockyard repair manager about repair jobs.
Assist Surveyor and record the survey items.
Witness all alignment works and clearance measurements.
Take and record propeller shaft wear down, rudder wear down and jumping clearance.
Check oil tightness of stern tube.
Check all completed underwater jobs, done by dockyard.
Check all sea valves, shipside valves and cocks, after overhauling.
Check all repaired jobs done by ship staff, and used spares and store.
Make daily records.
Undocking:
Check all repair and underwater jobs in accordance with repair list.
Check all measurement data are correct and completed.
Make price negotiation.
When sea water level covers the sea chest, each sea valve should be opened and checked
for any leakage.
Purge air from cooling seawater pumps, run the pumps and check pressure.
Test run the ship generators, until satisfactory, and cut out shore supply, cut in ship
generator, disconnect the shore connection, restart seawater pump, record the time and
read watt meter.
All sea valves, shipside valves, repaired pipes, repaired jobs must be finally checked, before
leaving the dock.
Prepared for ME.
All DB tank soundings checked.
After Leaving the Dock.
Checked ME crankshaft deflection and compare with former record.
Prepare for Docking Report.
Cargo ship Safety Construction Certificate:
» Issued after survey to every cargo ship of 500 GRT and over, by the government of Flag State.
» Validity is 5 years, subjected to survey at specified intervals.
» During survey, following items must be in accordance with the requirements of SOLAS 1974
Convention.
1. Ship structure, including structural fire protection.
2. External examination of ship’s bottom.
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3. Electrical installation.
4. Steering gear.
5. Pressure vessels and fitting.
6. Main and auxiliary machinery.
Cargo ship Safety Equipment Certificate:
» Issued after survey to every cargo ship of 500 GRT and above, by the government of flag state.
» Validity is 2 years and annual inspection of ± 3 months.
» Safety Equipment Survey, consists of inspection and demonstration:
1. Fire fighting appliance, FFA
2. Life saving appliance, LSA
3. Navigation equipment
4. Vessel documentation
5. Alarm system.
Concerning items for CE:
1. All portable and semi-portable fire extinguishers
2. Fixed installation of fire fighting
3. Fixed fire detection and alarm system
4. Fire man’s outfit
5. Emergency fire pump, main fire pump
6. Emergency stop switches, remote quick closing valves, skylight, watertight doors
7. Emergency generator and lighting system
8. Escape ways in ER.
9. Steering gear and communication system
10. Life boat engines and launching system.
11. All the items required by SOLAS must be prepared.
Some government administrators publish checklist for survey. This is an essential tool for preparing
for a survey, so that one surveyor should be able to complete the survey in ½ day.
Safety Equipment Survey:
» Government body carried out at every 2-year interval, and annual inspection of its validity.
» At every port, where the ship called on, Government body concerned has a right to inspect
Safety Equipment, IOPP Certificate, Sewage treatment plant, Marpol equipment, and ORB
for Port State Control measures.
To inspect Fire hoses, Nozzles and container box.
Fireman’s outfits: Breathing apparatus.
All portable extinguishers.
Emergency and Main fire pumps.
Emergency generator.
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Fixed installation [gas level, cleared lines and nozzles, operating mechanism and alarm system].
Audible Fire alarms, Fire detection system, Abandon ship warning, and Ship Siren and Muster
list.
Stop switches outside ER, for fans, fuel pumps, fuel tank valves, Skylight doors, Watertight
doors, Fire dampers.
Inert gas system of cargo ships, 500 tons Gross Tonnage and above.
Life raft Certificate.
Life buoys, Smoke floats, Buoyancy lines.
Lifeboat internally and externally.
Condition of Buoyancy tanks inside lifeboat.
Illuminating power sources, for launching of Lifeboat and Rafts
Latest Nautical Publications.
To run Lifeboat Engine, ahead and astern in water.
To swing out all lifeboats at least 50% lowered into the water.
To lower Davit span ropes and Boarding ladders.
To lay out and survey all lifeboat equipment.
To survey Life jackets.
To check Navigation lighting.
To check pilot ladder with lighting.
To inspect fall release mechanism [free fall or float free].
Certificates onboard:
1. Certificate of Registry
2. International Tonnage Certificate
3. International Load Line Certificate
4. International Load Line Exemption Certificate
5. Certificates for Master, Officers and Ratings
6. Derating or Derating Exemption Certificate
7. International Oil Pollution Prevention Certificate
8. International Sewage Pollution Prevention Certificate
9. International Safety Management Certificate, SMC
10. International Medical Certificate
11. Passenger Ship Safety Certificate
12. Cargo Ship Safety Construction Certificate, SAFCON
13. Cargo Ship Safety Equipment Certificate, SEC
14. Cargo Ship Safety Radio Certificate
15. Exemption Certificates for SAFCON, SEC and Radio Certificate
16. Certificate of Classification
17. Certificate of Insurance or other financial security
in respect of civil liability for oil pollution damage.
18. International Pollution Prevention Certificate
for the Carriage of Noxious Liquid Substances in Bulk. [NLS Certificate]
19. Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
(Chemical Tanker)
20. Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
(Gas Carrier) 23
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SOLAS Certificates:
1. Passenger Ship Safety Certificate
2. Cargo Ship Safety Construction Certificate, SAFCON
3. Cargo Ship Safety Equipment Certificate, SEC
4. Cargo Ship Safety Radio Certificate
5. Exemption Certificates for SAFCON, SEC and Radio Certificate
MARPOL Certificates:
1. International Oil Pollution Prevention Certificate, IOPP
2. International Sewage Pollution Prevention Certificate, ISPP
3. Certificate of Insurance or other financial security
in respect of civil liability for oil pollution damage.
4. International Pollution Prevention Certificate
for the Carriage of Noxious Liquid Substances in Bulk. [NLS Certificate]
5. Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
(Chemical Tanker)
6. Certificate of Fitness for the Carriage of Liquefied Gases in Bulk (Gas Carrier)
Oil Record Book: I
» Operations involving oil and oily mixtures recorded in ORB.
» Dates, geographical position, quantity, tank identification, and duration of operation entered.
» Port State Authority may take copies of entries, and if so requested, the master is required to
state that it is a true copy.
» ORB retained onboard for 3 years after date of last entry.
To be recorded:
1. Ballasting and cleaning of fuel oil tanks. (Code a.)
2. Discharge of dirty ballast or cleaning water from oil fuel tanks. ( b.)
3. Disposal of oil residues (sludge). ( c.)
4. Non-automatic discharge overboard or disposal otherwise, of bilge water accumulated in
machinery spaces ( d.)
5. Automatic discharge overboard or disposal otherwise, of bilge water accumulated in
machinery spaces ( e.) (e.g. transfer of bilge water to slop tank) (identify tank)
6. Conditions of ODM and Control System. ( f.)
7. Accidental or other exceptional discharge of oil. ( g.)
8. Bunkering of fuel or bulk of LO. (h.)
9. Additional operational procedures and general remarks. ( i.)
Oil Record Book: II
To be recorded:
1. Loading and unloading of oil cargo.
2. Internal transfer of oil cargo during voyage.
3. Cleaning of cargo tanks.
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4. Crude Oil Washing (COW System only)
5. Ballasting of cargo tanks.
6. Ballasting of Segregated Clean Ballast Tanks (CBT Tankers only)
7. Discharge of dirty ballast.
8. Discharge of clean ballast contained in cargo tanks.
9. Discharge of ballast from Segregated CBTs. (CBT Tankers only)
10. Discharge of water from Slop Tanks into the sea.
11. Condition of ODM and Control System.
12. Accidental or other exceptional discharge of oil.
13. Additional operational procedures and general remarks.
14. Loading of ballast water. (Tankers engaged in specific trades)
15. Re-allocation of ballast water within the ship. (do)
16. Ballast water discharged to reception facilities. (do)
CE hand over / take over:
Discuss with outgoing CE about machinery condition and standing order from HO.
To read, hand over note / maintenance record.
Check logbook at least for last 3-months, CMS quarterly list, Survey items, previous voyage
report ORB up-to-date filling, garbage book, sludge formation compared with 1% of
voyage fuel consumption, sludge remaining onboard, all certificates, documents, and
validity such as IOPP, ISPP etc:
Take all FO, LO tank soundings, calculate ROB, based on API gravity method, and check
with log entry. Ensure fuel consumption is enough for next port or next bunker port.
Check all running machinery, MARPOL equipment, OWS, incinerator, sewage plant, FFA,
emergency generator, quick closing arrangement and lifeboat engine.
Check standard spares and store, special tools and measuring equipment.
If everything is OK, sign the hand over note.
CE’s Routine Works:
Every morning: Round check of operating machinery and engine room,
Discuss with 2/E, about ER repair and maintenance jobs.
Discuss with master, about ship situation and company instruction.
At noon: To check ER logbook, FO, LO, DO consumption and ROB,
Performance and running hours of machinery.
Prepare Noon Report.
Once a month: Fuel and LO onboard.
Store and spare inventory.
Maintenance report and breakdown report.
Every voyage: Voyage Report.
CE reports: includes confidential report, voyage report, LO and FO consumption report,
maintenance report, repair list, store and spare report and vouchers. 25
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Joining a vessel, which is not commissioned. (New ship delivery)
Check Specifications and Class Requirements thoroughly.
Inspect the works of shipyard staff for final acceptance. Unsatisfactory works should be
informed to company representatives and dockyard manager.
All alignment and clearance measurement works, witnessed by CE.
Before closing the tank manholes, make final inspection.
Before undocking, all underwater jobs must be completed and checked by CE.
Check the list of spares to be supplied, and inform if necessary items are missing.
Received spares properly stored and recorded.
Make familiar with all the layout of machinery, piping, cooling arrangement, etc.
Check fire fighting system, and location of remote stops and shut-off devices.
When other engineers arrived, CE must explain the layout and operations of machinery.
All initial records, ideal conditions, shop test records, trial test records must be kept for the
whole life of ship.
Marpol, Annexs
I. Regulation for the Prevention of Pollution by Oil.
II. Regulation for Control of Pollution by Noxious Liquid Substance in bulk
carrying by sea.
III. Regulation for Prevention of Pollution by Harmful Substance
carrying by sea in package form.
IV. Regulation for Prevention of Pollution by Sewage.
V. Regulation for Prevention of Pollution by Garbage from ship.
VI Regulation for Prevention of Pollution of Air from ship.
Shipboard Oil Pollution Emergency Plan: SOPEP.
Every oil tanker of 150GRT and above, and every ship of 400GRT and above, shall carry onboard
a Shipboard Oil Pollution Emergency Plan.
The plan shall consist at least of:
Procedures to be followed by Master, or other person having charged of the ship, to report
an oil pollution incident.
List of authorities or persons to be contacted, in the event of oil pollution incident.
Detailed description of actions to be taken immediately by persons onboard, to reduce or
control the discharge of oil.
Procedures and point of contact onboard, for co-ordinating shipboard action with local
authorities in combating the pollution.
Procedures, when accidental oil overflow occurs:
Notify Harbour/Terminal Authority immediately through the Master.
Actions immediately taken by persons onboard to stop, reduce or control the oil discharge.
Co-ordinate shipboard actions with local Authorities.
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Inform owner, agent, P&I Club, Flag State Authorities, and vessels in vicinity.
Invite P&I (Protection and indemnity) correspondents.
Record in ORB, time & place of occurrence, approximate amount & type of oil, circumstances
of discharge or escape.
Oil Pollution Prevention:
Regulations of Oil or Oily Water discharge:
Any discharge into the sea of oil or oily mixtures, prohibited except when all the following
conditions are satisfied:
For oil tanker:
[ 150 gross tonnage and above.]
Tanker is outside Special Areas.
More than 50 NM from nearest land.
Proceeding en-route.
Instantaneous rate of oil discharge does not exceed 30 litres per NM.
Total quantity of oil discharged does not exceed;
– 1/15,000 of total quantity of particular cargo for exiting tankers, and
– 1/30,000 of total quantity of particular cargo, for new tankers.
Tanker has in operation, an ODM and Control system, and Slop Tank Arrangement.
For cargo ship:
[ 400 gross tonnage and above.]
The ship is outside Special Areas.
More than 12 NM from nearest land
Proceeding en-route.
Oil content of the effluent is less than 15 PPM.
The ship has in operation, an ODM and Control system, Oily Water Separating Equipment
and Oil Filtering Equipment.
For within Special Areas: [ for Annex: I.]
Such as: 1) Mediterranean Sea 2) Baltic Sea 3) Black Sea 4) Red Sea
5) Persian Gulf Area 6) Gulf of Aden 7) Antarctic Area
Bilge water does not originate from cargo pump room. (on oil tankers)
Bilge water is not mixed with oil cargo residues. (on oil tankers)
Ship is proceeding en-route.
Oil content of effluent without dilution does not exceed 15 PPM.
The ship has in operation Oil Filtering Equipment with an automatic 15 PPM Stopping
Device.