DEFINITIONS 1) LOA 2) LBP 3) BREADTH MOULDED 4) BREADTH EXTREME 5) DEPTH MOULDED 6) DEPTH EXTREME 7) FREBOARD 8) CAMBER 9) SHEER 10)

RISE OF FLOR 11) BILGE RADIUS 12) TUMBLE HOME 13) DISPLACEMENT 14) LIGHTWEIGHT 15) DEADWEIGHT CONSTRUCTION COMPONENTS 16) SHEAR STRAKE 17) GARBOARD STRAKE 18) DECK STRINGER 19) COFFIN PLATE 20) FLOOR 21) INTERCOASTAL 22) DECK BEAM 23) DECK GIRDER 24) GUSSETT 25) STAUNCHION 26) BULWARK 27) FREEING PORT 28) HATCH COAMING 29) HATCH & HOLD 30) CELLULAR DOUBLE BOTTOM 31) TRANSOM FLOOR , WHERE IS IT FITTED ? FORCES 32) WHAT IS HOGGING ? 33) WHAT IS SAGGING ? 34) WHAT ARE THE COMPONTS OF SHIPS STRUCTURE THAT RESIST BENDING ? 35) WHAT IS SHEAR FORCES AND BENDING MOMENT ? 36) WHAT IS RAKING? 37) WHAT IS POUNDING AND WHERE DOES IT OCCUR ? COMPONENTS THAT RESIST THESE FORCES ? 38) WHAT IS PANTING AND WHERE DOES IT OCCUR ? COMPONENTS THAT RESIST THESE FORCES ? 39) WHAT ARE THE STRUCTURAL COMPONENTS WITHIN A DOUBLE BOTOM TANK? 40) TYPES OF INTERCOASTAL & FLOORS WITHIN A DB TANK? 41) WHAT IS A TRANSOM BEAM AND WHERE IS IT FITTED ? 42) NAME DIFFERENT TYPES OF STEEL HATCH COVERS USED IN DRY CARGO SHIPS? 43) WHAT IS MEANT BY DYNAMICAL STABILITY? 44) WHY IS THE RANGE OF STABILITY DRAWN AND FOR WHAT CONDITIONS ARE THEY DRAWN? 45) NAME VARIOUS HYRDOSTATIC CURVES USED FOR SHIPS STABILITY? 46) WHAT ARE THE CROSS CURVES OF STABILITY, HOW ARE THEY USED? 47) WHY IS INCLINING EXPERIMENT CARRIED OUT ON A NEW SHIP AND WHAT IS ITS PURPOSE? HOW IS IT CARRIED OUT? 48) WHAT ARE THE SAFETY CONDITIONS FOR STABILITY, WHEN SHIP IS BEING

DRYDOCKED? 49) WHAT PARTICULAR JOBS ARE REQUIRED WHEN THE SHIP IS IN DRYDOCK? 50) DUTIES OF 2/E WHEN SHIP IS BEING DRYDOCKED BEFORE SHE SITS ON THE BLOCKS, DURING DRYDOCK WHEN SHIP IS ABOUT TO UNDOCK . 51) STATE THE SCOPE OF SURVEY FOR PROPELLER SHAFT & PROPELLER? 52) WHAT ARE THE CHECKS CARIED OUT IN THIS SURVEY? 53) WHAT CHECKS ARE CARRIED OUT ON THE RUDDER? 54) DIFFERENCE BETWEEN IMPRESSED CURRENT SYSTEM AND CATHODIC PROTECTION SYSTEM? 55) WHAT DETERMINES THE QUANTUM OF SACRIFICIAL ANODES ON THE SHIP? LOADLINE 56) OBJECTIVE OF ASSIGNING A LOADLINE TO THE SHIP? 57) WHICH SHIP HAS A LARGER FREEBOARD,A BULK CARRIER OR A TANKER? WHAT ARE THE REASONS FOR THAT DIFFERENCE 58) WHEN CONDITIONS OF AASSIGNMENT HAVE BEEN MET HOW IS THE SUMMER LOADLINE FREEBOARD COMPUTED? 59) SKETCH THE LOADLINE MARKINGS OF A SHIP. INDICATING THE VARIOUS FREEBOARDS? 60) IN A LPG OR LNG SHIPS -- ON WHAT BASIS IS THE LOADLINE ASSIGNED? 61) STRUCTUTRAL REQUIREMENT FOR A SHIP ASIGNED A TIMBER LOADLINE 62) EQUIPMENTS REQUIRED FOR A SHIP ASSIGNED A TIMBER LOADLINE 63) STRUCTURAL PECULIARITY / SPECIALITY OF A CONTAINER MARPOL 64) NAME THE VARIOUS ANNEX OF MARPOL WHICH FORMS OF POLLUTION DO THEY APPLY? 65) AS PER ANNEXE 1, HOW MUCH OIL FROM CARGO SIDE CAN BE THROWN INTO THE OPEN SEA. WHAT ARE THE CONDITIONS THAT ARE REQUIRED TO BE FULLFILLED? 66) WHAT ARE THE CONDITIONS REQ FOR PUMPING OUT BILGE WATER FROM MACHINERY SPACE IN THE OPEN SEA? 67) WHAT IS A SPECIAL AREA & HOW DO YOU DEFINE A SPECIAL AREA? 68) CONDITIONS FOR PUMPING OUT ENGINE ROOM BILGES IN SPECIAL AREA? 69) CAN OIL FROM CARGO SIDE BE PUMPED OUT IN SPECIAL AREA, IF SO WHAT ARE THE CONDITIONS? 70) WHAT SHOULD BE THE CAPACITY OF SLUDGE TANKS IN E/R M/C SPACE? 71) WHAT IS THE SLOP TANK CAPACITY IN A TANKER? 72) IS IT COMPULSORY FOR A CHEMICAL TANKER TO HAVE SLOP TANKS? 73) NAME CATEGORIES OF NOXIOUS LIQUID SUBSTANCES AN HOW ARE THEY CATEGORISED? HOW SHOULD THEY BE DISPOSED? 74) REQUIREMENT FOR CRUDE OIL WASHING INA VLCC? 75) METHOD OF WASHING TANKS FOR PRODUCT TANKERS? 76) WHAT IS THE AVERAGE COMPOSITION OF INERT GAS? 77) CAN WE USE EXHAUST GAS FORM MAIN ENGINE, IF NOT WHAT IS THE REASON? 78) WHAT ARE THE DETAILS GIVEN IN THE ANNEXURE ATTACHED TO THE IOPP CERTIFICATE FOR TANKERS OR A DRY CARGO SHIPS? 79) WHAT IS THE MEANING OF CBT AND SBT? 80) WHAT ARE THE ENTRIES TO BE MADE IN ORB PART1 AND PART 2 81) TYPES OF SEWAGE TREATMENT EQUIPMENT AVAILABLE AND HOW IS THE DISPOSAL OF SEWAGE TAKING PLACE? 82) WHAT ARE THE CATEGORIES OF GARBAGE, HOW ARE THEY CATEGORISED ? 83) WHAT ARE THE SOURCES OF GARBAGE IN A SHIP? 84) WHAT SI THE DOCUMENTATION TO BE MADE FOR GARBAGE DISPOSALAND RETENTION. WHAT IS THE METHOD OF GARBAGE DISPOSAL? 85) WHAT IS THE LIMITATION OF SULPHER IN FUEL OIL AND LIMITATION OF SULPHER IN SECA AREAS?

86) WHAT IS THE LIMITATION OF NOX ON SLOW SPEED ENGINES AND IN MDUIM SPEED ENGINES ? 87) HOW IS THE ENGINE ARRANGED TO REDUCE NOX VALUES & WHAT ARE THE METHODS? DECK MACHINERY 88) NAME OF SHIPS ANCHOR? 89) WHAT ARE THE FORCES ACTING ON THE SHIP WHEN SHE IS AT ANCHOR? 90) WHAT IS THE MATERIAL OF ANCHOR? 91) WHAT TESTS CARRIED OUT ON A ANCHOR AND WHEN ARE THEY CARRIED OUT? 92) WHAT ARE THE CONDITIONS REQ. FOR A GOOD ANCHORING GROUND? 93) WHAT SHOULD BE THE LENGTH OF ANCHOR CHAIN 94) WHAT IS THE NAME FO THE LINK OF AN ANCHOR CHAIN? IS IT DIFFERENT FROM AN ORDINAR CHAIN LINK AND WHY IS THE LINK MADE OF SUCH A SHAPE? 95) WHAT IS THE CURVE FORMED BY ANCHOR CHAIN WHEN THE SHIP IS RIDING AN ANCHOR? 96) FROM WHICH RULE BOOK DO WE GET THE INFORMATION FOR ANCHOR AND CHAINS? 97) WHAT IS A CABLE LIFTER, WHERE IS IT FITTED? 98) WHAT IS A KENTER SCHAKLE? 99) WHAT IS THE MEANING OF SHACKLE APART FROM ITS COMMON MEANING? 100) WHAT IS THE TYPE OF WINDLASS SHIPS USE? 101) WHICH TYPE OF WINDLASS IS BETTER , ELECTRICAL OR HYDRAULIC ? 102) WHAT SI THE MIN SPEED OF LIFTING THE CABLE WITH ANCHOR WHEN THE SHIP IS ANCHORED? 103) HOW IS THE POWER OF WINDLASS DETERMINED AND DOES IT REQ. TO BE ACCORDING TO ANY PRESCRIBED RULES? 104) WHAT ARE THE DIFFERENT TYPES OF CARGO GEAR USED FOR DRY CARGO SHIPS? 105) WHEN DERRICKS & WINCHES ARE USED AS CARGO GEAR, WHAT IS THE NAME OF THE METHOD OF USAGE? 106) NAME THE THREE DIFFERENT SAFETY DEVICES FITTED ON A CARGO CRANE? 107) HOW ARE THE MAIN CABLE CONVEYED TO THE CRANE FOR POWER? FIRE 108) NAME OF THE DIFFERENT TYPES OF PORTABLE FIRE EXTINGUISHERS USED ON A SHIP? 109) HOW ARE ELECTRICAL FIRES TO BE DEALT WITH? 110) NAME OF DIFF TYPES OF FIRE PROOF MATERIALS USED IN CONSTRUCTION? 111) A-0 & A-60 WHAT DOES IT MEAN? 112) WHERE IS B-TYPE MATERIAL USED IN SHIP CONSTRUCTION? 113) WHAT ARE THE ITEMS TO BE CHECKED FOR A LOADLINE SURVEY? 114) HOW IS THE WEATHER TIGHTNESS PROVED FOR HATCH COVERS? 115) HOW IS THE WEATHER TIGHTNESS PROVED FOR AIR PIPES? 116) WHAT ARE SIDE SCUTTLES? 117) WHAT IS THE DIFFERENCE BETWEEN WEATHER TIGHTNESS AND WATER TIGHTNESS? 118) WHAT IS A WATER TIGHT DOOR WHERE IS IT FITTED? 119) WHAT IS A FIR DOOR AND WHERE IS IT FITTED? 120) WHAT CAUSES FOAM TO BE MADE WHEN WATER IS MIXED WITH CHEMICAL FOAM POWDER? 121) WHY IS CHEMICAL FOAM PREFERRED TO MECHANICAL FOAM? 122) WHAT IS THE CAPACITY OF CO2 REQ AS A PERMANENT FIXED INSTALLATIO FOR MACHINERY SPACES OR ANY CARGO HOLDS? 123) EQUIVALENT QUANTITY OF CO2 REQ IN KG? 124) DIFFERENT TYPES OF FIRE SENSORS WHERE ARE THEY FITTED? LSA 125) REQUIREMENT FOR ENGINES OF A LIFEBOAT? 126) WHAT IS A GRAVITY DAVIT? 127) HOW THE BOAT IS LOWERED USING A GRAVITY DAVIT? 128) IS THERE ANY RESTRICTION ON THE SPEED OF FALL WHEN IT IS RELIEVED BY A

GRAVITY DAVIT? 129) HOW IS THIS SPEED TESTED? 130) WHAT ARE THE REQUIREMENT FOR LIFEBOAT FALLS? 131) IF ANY REPAIRS ARE DONE TO THE DAVIT, HOW IS THE LIFEBOAT DAVIT TESTED FOR STRENGHT? 132) HOW IS THE HAND BRAKE TESTED? 133) IS A RATCHET MECHANISM USED FOR A LIFE BOAT WINCH? WHEN IS IT USED? 134) WHAT ARE PYROTECHNIQUES? 135) WHAT IS EPIRB HOW DOES IT WORK? ISM 136) NAME DIFFERENT STATUTORY CERTIFICATES A SHIP SHOULD CARRY? 137) NAME VARIOUS CLASSIFICATION CERTIFICATES AND REPORTS? 138) IS THERE ANY CERTIFICATE FOR CARGO GEAR? IF SO UNDER WHAT CONVENTION? 139) NAME FUNCTION OF COMPANY & THEIR RESPONSIBILITY IN IMPLEMENTING ISMCODE ON THE SHIP? 140) WHAT IS MEANT BY FAMILIARISATION? HOW WILL YOU CARRY OUT FAMILIARISATION TO A WATCHKEEPING ENGINEER WHO IS SAILING FOR THE FIRST TIME INA SPECIALISED SHIP? 141) NAME THE EMERGENCY SITUATIONS ONA SHIP? 142) WHAT IS AN MOU WITH REGARD TO PSC? HOW MANY MOUS ARE THERE? 143) WHAT SI THE ROLE OF CLASSIFICATION SOCIETY IN IMPLEENTING VARIOUS CONVENTIONS? 144) DEFINE C/E, 2/E &OTHER ENGINEERS DUTIES & RESPONSIBILITIES? WHERE SI IT DEFINED? 145) IS THE MAINTENANCE OF SHIPS MACHINE AND EQUIPMENT MENTIONED IN THE ISMCODE? HOW IS IT DOCUMENTED & WHERE IS IT MENTIONED& UNDER WHICH CLAUSE IS IT MENTIONED?

FUNCTION 4B 146) WHAT IS THE TYPE OF YOUR M/E, BORE STROKE RATIO, NAME ANY PECULIARITY / ADVANTAGE OF THE ENGINE? 147) HOW DOES YOUR ENGINE BENEFIT THE SHIP OWNER? IF SO WHAT IS THE REASON? 148) EXPLAIN HOW WILL YOU JUSTIFY THIS EFFICIENCY AND ITS ADVANTAGE? 149) WHY IS THE FIRING ORDER GIVEN TO AN ENGINE AND WHAT DOES IT SIGNIFY? 150) IN CERTAIN A/E BALANCE WEIGHTS ARE FITTED TO CRANKWEBS. WHAT IS THE PURPOSE? 151) WHAT ARE THE BASIC REQUIREMENTS /QUALITIES FOR GOOD COMBUSTION IN THE CYLINDER? 152) WHAT DOES A DRAW CARD TELL US WHY IS IT TAKEN? 153) HOW IS INDICATED POWER MEASURED, WHY INDICATOR CARD IS USED? 154) WHAT IS THE PURPOSE OF A LIGHT SPRING CARD? 155) CAN WE GET INDICATED POWER USING A MECHANICAL INDICATOR IN AN A/E, IF NOT WHAT IS THE REASON? 156) FOR AN A/E WHAT IS THE PURPOSE OF INDICATOR? HOW DO WE USE IT? WATCHKEEPING SCHEDULE 157) WHEN YOU COME ON WATCH, ROUGHLY STATE YOUR ROUTE TAKEN? 158) IN THIS ROUTE WHAT ARE THE MACHINERY YOU OBSERVE FOR OPERATION? FAULTS IN M/E 159) M/E NOT TURNING ON AIR? 160) M/E TURNING ON AIR BUT NOT STARTING? 161) WHETHER STARTING TIME & CONTROL CHECK TIME WHETHER IT IS POSSIBLE TO CHECK THE STARTING AIR VALVES ARE IN GOOD CONDITION? 162) FOR WHAT CONDITIONS DO CYLINDER RELIEF VALVE OPEN? 163) WHAT ARE ALL THE CHECKS (ON AIR COMP) TO BE MADE BEFORE STARTING AIR COMP.

164) HOW WILL YOU START A PURIFIER FOR FOR H.O? 165) PURPOSE OF GRAVITY DISC IN PURIFIER? 166) HOW ARE CATALYTIC FINES ARE REMOVED FROM H.O? 167) HOW IS CENTRIFUGING BETTER THAN SEPERATION? 168) WHY IS IT NECESSARY TO HEAT THE OIL BEFORE PURIFICATION? 169) WHEN DEALING WITH OIL WHOSE DENSITY IS MORE THAN THAT OF WATER, WHAT IS THE PURPOSE OF HEATING THE OIL? 170) HOW IS BUMPING CLEARANCE MEASURED IN A COMPRESSOR? 171) NAME DIFF METHODS BY WHICH VOL EFFICIENCY IS REDUCED IN AIR COMP? 172) WHY INTERCOOLER OF COMP FITTED WITH BURSTING DISC? WHEN DOES IT COME INTO OPERATION? 173) HOW DO YOU CHECK THE PERFORMANCE OF CENTRIFUGAL PUMP ORGEAR PUMP AFTER OVERHAUL? 174) HOW IS MATCHING OF CENTRIFUGAL PUMP DONE WITH MOTOR WHEN IT IS AMNUFACTURED? 175) DURING CONTROL TESTING WHAT ARE THE CEHECKS TO EB CARRIED OUT ON STEERING GEAR? 176) WHERE IS EFFECTIVE JUMPING CLEARANCE IN RAM TYPE STEERING & VANE TYPE STEERING? 177) WHAT IS PEDESTAL BEARING CONSTANT, WHAT IS THE LUBRICATING FLUID THERE? 178) IF A PURIFIER WHILE RUNNIGN CAUSES VIBRATIONS WHAT WILL BE THE CAUSE? BOILERS 179) HOW DO YOU BLOW DOWN THE GAUGE GLASS? 180) WHAT ARE THE CHECKS YOU CARRY OUT ON WATCH ON THE BOILERS? 181) HOW DO YOU KNOW THE OIL BURNING SYSTEM IS ON OR OFF? IF IT IS ON WHAT CHECKS YOU MAKE ON THE COMBUSTION SYSTEM? 182) HOW DO YOU KNOW IF ONE OR TWO BOILER TUBES ARE LEAKING IN AUX. BLR? 183) HOW DO YOU FIND OUT IF MANY TUBES ARE LEAKING IN THE A/B? 184) NAME THE TYPE OF BOILER YOUR LAST SHIP HAD? 185) DOES THE BOILER HAS STAYS IF SO WHERE ARE THEY FITTEDAND WHAT IS THE PURPOSE? 186) WHAT SI THE SIZE OF MANHOLE DOOR AND ITS SHAPE? IN WHICH DIRECTION IS THE MAJOR AXIS PLACED AND IN WHICH DIRECTION IS THE MINOR AXIS PLACED? 187) HOW IS THE MANHOLE COMPENSATED FOR LOSS OF STRENGTH? 188) IF MANHOLE IS ON END PLATE OF BOILER WHAT COMPENSATION IS PROVIDED? 189) HOW DO YOU STOP OR PREVENT, LEAKAGE OF BOILER TUBE TEMPORARILY? 190) WHAT IS THE METHOD OF FIXING A TUBE IN TUBE PLATE OR DRUM? 191) WHAT SI THE MATERIAL COMPOSITION OF BOILER TUBES? 192) WHAT ARE THE QUALITIES OF BOILER TUBES? 193) HOW WILL YOU RAISE STEAM IN A BOILER FROM COLD CONDITION? 194) WHAT IS THE DIFFERENCE BETWEEN ORDINARY HIGH LIFT SAFETY VALVE AND IMPROVED HIGH LIFT SAFETY VALVE? 195) WHY IS THE LIP PROVIDED ON THE SAFETY VALVE? 196) WHAT IS THE STANDARD LIP CLEARANCE? 197) ON WHAT OCCASIONS WILL YOU USE THE EASING GEAR OF THE SAFETY VALVE? 198) WHAT IS MEATN BY ACCUMULATION OF PRESSURE? 199) STATE THE VARIOUS DEFECTS THAT COULD BE ENCOUNTERED IN A BOILER WHEN IT IS INSPECTED FOR SURVEY? 200) HOW DO YOU PREPARE THE BOILER FOR SURVEY? 201) WHEN IS A HYDRAULIC TEST NECESSARY IN A BOILER? 202) HOW IS THE TEST CARRIED OUT? 203) NAME THE DIFFERENT CHEMICALS USED FOR BOILER WATER TREATMENT AND THEIR PURPOSE? 204) IF TDS VALVE IS DECREASING REGULARLY WHAT IS THE CAUSE? 205) IF ONLY ALKALINITY IS REDUCING WHAT IS THE CAUSE? 206) WHAT IS THE DIFFERENCE BETWEEN OPEN FEED SYSTEM AND CLOSED FEED

SYSTEM? 207) IS IT NECESSARY TO TAKE A FRESH SAMPLE WHEN WE CARRY OUT A CHORIDE TEST? WHAT DOES THE CHLORIDE TEST TELL US? 208) PURPOSE OF HARDNESS TEST? WHAT DOES IT TELL US? 209) WHY IS IT NECESSARY TO HAVE AN ALKALINITY AND PHOSPHATE RESERVE IN BOILERS? 210) IN WHAT SYSTEM O2 TREATMENT IS NECESSARY? WHAT CHEMICAL IS USED FOR REMOVING O2 IN L.P & H.P BOILERS? 211) WHAT IS THE DANGER OF EXCESS USAGE OF HYDRAZINE? 212) IF SODIUM SULPHITE IS USED IN EXCESS WHAT IS THE DANGER? 213) HOW DO YOU PRESERVE A BOILER WHEN IS LAID UP WHEN IT IS USED FOR A LONG TIME AND NOT USED? 214) WHAT IS FLATTENING TEST FOR A TUBE PLATE? MEP 215) HOW DO YOU OPEN UP MAIN ENGINE MAIN BEARING FOR SURVEY? 216) PRECAUTIONS TO BE TAKEN BEFORE OPENING? 217) HOW DO YOU OPEN UP X HEAD BEARING FOR SURVEY? 218) WHAT DEFECTS WILL YOU LOOK FOR? 219) HOW DO YOU OPEN UP A BOTTOM END BEARING FOR SURVEY ? WHAT PREACUTIONS AND DEFECTS WILL YOU OBSERVE? 220) WHEN DO YOU DO CHAIN TENSION TEST? 221) HOW DO YOU CHECK THE SLACKNESS OF THE CHAIN? 222) HOW IS THE CHAIN TENSIONING CARRIED OUT? 223) WHEN THE CHAIN IS CORRECTLY ADJUSTED, IS THERE ANY ALTERATION IN THE CAM POSITION? IF SO HOW IS IT CORRECTED? 224) HOW IS THE A/E LINER REMOVED? SKETCH THE ARRANGEMENT? 225) WHAT ARE THE PRECAUTIONS TO BE TAKEN WHILE FITTING/ DURING FITTING/ AFTER FITTING NEW LINER OF A/E? 226) HOW DO YOU CHECK THE VERTICAL ALIGNMENTOF A UNIT? 227) HOW IS THE PROPELLER WITHDRAWN FROM PROPELLER SHAFT IN DRYDOCK? 228) PROCEDURE FOR CHANGING OIL SEALS WITHOUT REMOVING PROPELLER IN DRYDOCK? 229) HOW WILL YOU FIND THE TDC OF A UNIT , THE FLYWHEEL HAS ALL THE DEGREES MARKED . HOW WILL YOU DETERMINE TDC IF TDC IS NOT MARKED? 230) HOW DO YOU KNOW WHETHR TIE ROD IS BROKEN OR NOT? IT IT IS BROKEN HOW WILL YOU RENEW IT? WHAT PRECAUTIONS WILL YOU TAKE? 231) E/R IS FLOODING (IT IS AN OLD SHIP), HOW WILL YOU DETERMINE THE SOURCE OF FLOODING WHAT FURTHER ACTION YOU WILL TAKE? WHAT STATUTOY CONDITION YOU HAVE TO FULFILL. ELECTRICAL 232) NAME THE DIFFERENT TYPES OF MOTOR USED ON SHIPS? 233) WHAT PROVISION PROVIDED ON SWITCH BOARD FOR MONITORING VARIOUS CIRCUITS? 234) WHAT DEVICE USED TO SPEED UP GENY? WHAT TYPE OF MOTOR IS IT? 235) WHAT ARE THE VARIOUS RELAYS WHICH ARE PROVIDED ON THE SWITCH GEAR? 236) CAN WE GET 220V FROM 440V GENY WITHOUT TRANSFORMER? IT IT IS POSSIBLE WHY WE HAVE LIGHTINING TRANSFORMER? 237) HOW IS LIGHTINING TRANSFORMER CONNECTED? 238) HOW IS SINGLE PHASE MOTOR CAPABLE OF SELF STARTING? 239) DESCRIBE THE PROCEDURE FOR OVERHAUL OF SQUIRREL CAGE INDUCTION MOTOR? 240) HOW WILL YOU CHECK THE INSULATION OF THE ROTOR? 241) E/R BLOWER WHICH CAN BE REVERSED DOES NOT REVERSE IF SWITCH IS IMMEDIATELY CHANGED, WHY? 242) WHAT IS WATTLESS CURRENT IN MOTOR? WHT IS THE PURPOSE IT SERVES IN DC MOTOR? 243) HOW CAN THE POWER SUPPLY BE IMPROVED IN THE SUPPLY?

244) WHAT IS DYNAMIC BRAKING INA CRANE , HOW IT IS ACCOMPLISHED? 245) DIFFERENCE BETWEEN SQUIRREL CAGE AND WOUND ROTOR IN CONSTRUCTION? 246) WHAT ARE THE SAFETY DEVICES ON HEAVY DUTY MOTOR FOR SINGLE PHASING? 247) GIVE SOME EXAMPLES OF WAD LEONARD CONTROL? 248) IN AN ELECTRICAL STEERING GEAR WHAT IS EQUVALENT TO THE SHOCK VALVE OF A HYD SYSTEM?

Thank you sir for the reply. Going through marpol book annex 1 chapter 4- requirement for the cargo area of oil tankers.Part AConstruction all regulations are in dwt. Whereas every other regulstion say machinary space or other is in gross tonnage even for tankers. So i my openion i feel that when it comes to regulations pertaining to cargo and cargo tanks dead weight is taken in case of tankers. Because if gt taken it gives volume ,multiply by density of cargo will give dead weight but then dead weight will keep changing since density will keep changing though volume remaining constan, so for ease of making a regulation which will be standard dead weight is taken. Kindly assist if what i am thinking could be correct. Thanks Ajay sanga

-----------------------------On Sat 25 Feb, 2012 6:46 PM IST imsgoa wrote: >Dear Ajay: >1. Marpol reads:{FOR OIL TANKER = OR > 150GRT AND OTHER SHIPS = OR > 400 GRT} >SOLAS reads: cargo ships = or < 500 GRT >All references are in GRT as DWT calculations has certain exclusions and these requirements are intended to cover complete structure and spaces on ship. >2.Pl see in online SOLAS copy in this site - I also need to refer to it >Rgds >Moderator > >--- In imsgoa1@yahoogroups.com, ajay sanga <ajaysanga@...> wrote: >> >> >> respected sir and dear friends >> Plz help me with this questions >> 1)why solas and marpol regulations for tankers are in dwt and for othership its in gt. >> 2)solas requirements fof fitting transverse girders in db. >> Thanks >> Ajay sanga >> > > __._,_.___ Reply to sender | Reply to group | Reply via web post | Start a New Topic Messages in this topic (1)
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ajay sanga

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Feb 26

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Thank you sir for the reply. Going through marpol book annex 1 chapter 4- requirement for the cargo area of oil tankers.Part AConstruction all regulations are in dwt. Whereas every other regulstion say machinary space or other is in gross tonnage even for tankers. So i my openion i feel that when it comes to regulations pertaining to cargo and cargo tanks dead weight is taken in case of tankers. Because if gt taken it gives volume ,multiply by density of cargo will give dead weight but then dead weight will keep changing since density will keep changing though volume remaining constan, so for ease of making a regulation which will be standard dead weight is taken. Kindly assist if what i am thinking could be correct. Thanks Ajay sanga

-----------------------------On Sat 25 Feb, 2012 6:46 PM IST imsgoa wrote: >Dear Ajay: >1. Marpol reads:{FOR OIL TANKER = OR > 150GRT AND OTHER SHIPS = OR > 400 GRT} >SOLAS reads: cargo ships = or < 500 GRT >All references are in GRT as DWT calculations has certain exclusions and these requirements are intended to cover complete structure and spaces on ship. >2.Pl see in online SOLAS copy in this site - I also need to refer to it >Rgds >Moderator > >--- In imsgoa1@yahoogroups.com, ajay sanga <ajaysanga@...> wrote: >> >> >> respected sir and dear friends >> Plz help me with this questions >> 1)why solas and marpol regulations for tankers are in dwt and for othership its in gt. >> 2)solas requirements fof fitting transverse girders in db. >> Thanks >> Ajay sanga >> > > __._,_.___ Reply to sender | Reply to group | Reply via web post | Start a New Topic Messages in this topic (2)

RECENT ACTIVITY:

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ajay sanga

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Feb 26

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Thank you sir for the reply. Going through marpol book annex 1 chapter 4- requirement for the cargo area of oil tankers.Part AConstruction all regulations are in dwt. Whereas every other regulstion say machinary space or other is in gross tonnage even for tankers. So i my openion i feel that when it comes to regulations pertaining to cargo and cargo tanks dead weight is taken in case of tankers. Because if gt taken it gives volume ,multiply by density of cargo will give dead weight but then dead weight will keep changing since density will keep changing though volume remaining constan, so for ease of making a regulation which will be standard dead weight is taken. Kindly assist if what i am thinking could be correct. Thanks Ajay sanga

-----------------------------On Sat 25 Feb, 2012 6:46 PM IST imsgoa wrote: >Dear Ajay: >1. Marpol reads:{FOR OIL TANKER = OR > 150GRT AND OTHER SHIPS = OR > 400 GRT} >SOLAS reads: cargo ships = or < 500 GRT >All references are in GRT as DWT calculations has certain exclusions and these requirements are intended to cover complete structure and spaces on ship. >2.Pl see in online SOLAS copy in this site - I also need to refer to it >Rgds >Moderator > >--- In imsgoa1@yahoogroups.com, ajay sanga <ajaysanga@...> wrote: >>

>> >> respected sir and dear friends >> Plz help me with this questions >> 1)why solas and marpol regulations for tankers are in dwt and for othership its in gt. >> 2)solas requirements fof fitting transverse girders in db. >> Thanks >> Ajay sanga >> > > __._,_.___ Reply to sender | Reply to group | Reply via web post | Start a New Topic Messages in this topic (3)
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ajay sanga

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Thank you sir for the reply. Going through marpol book annex 1 chapter 4- requirement for the cargo area of oil tankers.Part AConstruction all regulations are in dwt. Whereas every other regulstion say machinary space or other is in gross tonnage even for tankers. So i my openion i feel that when it comes to regulations pertaining to cargo and cargo tanks dead weight is taken in case of tankers. Because if gt taken it gives volume ,multiply by density of cargo will give dead weight but then dead weight will keep changing since density will keep changing though volume remaining constan, so for ease of making a regulation which will be standard dead weight is taken. Kindly assist if what i am thinking could be correct. Thanks Ajay sanga

-----------------------------On Sat 25 Feb, 2012 6:46 PM IST imsgoa wrote: >Dear Ajay: >1. Marpol reads:{FOR OIL TANKER = OR > 150GRT AND OTHER SHIPS = OR > 400 GRT} >SOLAS reads: cargo ships = or < 500 GRT >All references are in GRT as DWT calculations has certain exclusions and these requirements are intended to cover complete structure and spaces on ship. >2.Pl see in online SOLAS copy in this site - I also need to refer to it >Rgds >Moderator > >--- In imsgoa1@yahoogroups.com, ajay sanga <ajaysanga@...> wrote: >> >> >> respected sir and dear friends >> Plz help me with this questions >> 1)why solas and marpol regulations for tankers are in dwt and for othership its in gt. >> 2)solas requirements fof fitting transverse girders in db. >> Thanks >> Ajay sanga >> > > __._,_.___ Reply to sender | Reply to group | Reply via web post | Start a New Topic Messages in this topic (4)
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Thank you sir for the reply. Going through marpol book annex 1 chapter 4- requirement for the cargo area of oil tankers.Part AConstruction all regulations are in dwt. Whereas every other regulstion say machinary space or other is in gross tonnage even for tankers. So i my openion i feel that when it comes to regulations pertaining to cargo and cargo tanks dead weight is taken in case of tankers. Because if gt taken it gives volume ,multiply by density of cargo will give dead weight but then dead weight will keep changing since density will keep changing though volume remaining constan, so for ease of making a regulation which will be standard dead weight is taken. Kindly assist if what i am thinking could be correct. Thanks Ajay sanga

-----------------------------On Sat 25 Feb, 2012 6:46 PM IST imsgoa wrote: >Dear Ajay: >1. Marpol reads:{FOR OIL TANKER = OR > 150GRT AND OTHER SHIPS = OR > 400 GRT} >SOLAS reads: cargo ships = or < 500 GRT >All references are in GRT as DWT calculations has certain exclusions and these requirements are intended to cover complete structure and spaces on ship. >2.Pl see in online SOLAS copy in this site - I also need to refer to it >Rgds >Moderator > >--- In imsgoa1@yahoogroups.com, ajay sanga <ajaysanga@...> wrote: >> >> >> respected sir and dear friends >> Plz help me with this questions >> 1)why solas and marpol regulations for tankers are in dwt and for othership its in gt. >> 2)solas requirements fof fitting transverse girders in db. >> Thanks >> Ajay sanga >> > > __._,_.___ Reply to sender | Reply to group | Reply via web post | Start a New Topic Messages in this topic (5)
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ajay sanga

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Thank you sir for the reply. Going through marpol book annex 1 chapter 4- requirement for the cargo area of oil tankers.Part AConstruction all regulations are in dwt. Whereas every other regulstion say machinary space or other is in gross tonnage even for tankers. So i my openion i feel that when it comes to regulations pertaining to cargo and cargo tanks dead weight is taken in case of tankers. Because if gt taken it gives volume ,multiply by density of cargo will give dead weight but then dead weight will keep changing since density will keep changing though volume remaining constan, so for ease of making a regulation which will be standard dead weight is taken. Kindly assist if what i am thinking could be correct. Thanks Ajay sanga

-----------------------------On Sat 25 Feb, 2012 6:46 PM IST imsgoa wrote: >Dear Ajay: >1. Marpol reads:{FOR OIL TANKER = OR > 150GRT AND OTHER SHIPS = OR > 400 GRT} >SOLAS reads: cargo ships = or < 500 GRT >All references are in GRT as DWT calculations has certain exclusions and these requirements are intended to cover complete structure and spaces on ship. >2.Pl see in online SOLAS copy in this site - I also need to refer to it >Rgds >Moderator > >--- In imsgoa1@yahoogroups.com, ajay sanga <ajaysanga@...> wrote: >> >> >> respected sir and dear friends >> Plz help me with this questions >> 1)why solas and marpol regulations for tankers are in dwt and for othership its in gt. >> 2)solas requirements fof fitting transverse girders in db. >> Thanks >> Ajay sanga >> > >

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Dear Ajay: Some information on strenghthening of DB,s: Regulation 6(page315) Structural and other requirements for bulk carriers 1 Bulk carriers of 150 m in length and upwards of single-side skin construction, carrying solid bulk cargoes having a density of 1,780 kg/m3 and above, constructed before 1 July 1999, shall comply with the following requirements in accordance with the implementation schedule specified in regulation 3: .1 The transverse watertight bulkhead between the two foremost cargo holds and the double bottom of the foremost cargo hold shall have sufficient strength to withstand flooding of the foremost cargo hold, taking also into account dynamic effects resulting from the presence of water in the hold, in compliance with the bulk carrier bulkhead and double bottom strength standards. For the purpose of this regulation, the bulk carrier bulkhead and double bottom strength standards shall be treated as mandatory. [It means that db should not collapse if cago hold is flooded] Will look up tonnage calculation process and reply.

Rgds Moderator --- In imsgoa1@yahoogroups.com, ajay sanga <ajaysanga@...> wrote: > >

> > Thank you sir for the reply. > Going through marpol book annex 1 chapter 4- requirement for the cargo area of oil tankers.Part AConstruction all regulations are in dwt. Whereas every other regulstion say machinary space or other is in gross tonnage even for tankers. So i my openion i feel that when it comes to regulations pertaining to cargo and cargo tanks dead weight is taken in case of tankers. Because if gt taken it gives volume ,multiply by density of cargo will give dead weight but then dead weight will keep changing since density will keep changing though volume remaining constan, so for ease of making a regulation which will be standard dead weight is taken. Kindly assist if what i am thinking could be correct. > Thanks > Ajay sanga > > > > > -----------------------------> On Sat 25 Feb, 2012 6:46 PM IST imsgoa wrote: > > >Dear Ajay: > >1. Marpol reads:{FOR OIL TANKER = OR > 150GRT AND OTHER SHIPS = OR > 400 GRT} > >SOLAS reads: cargo ships = or < 500 GRT > >All references are in GRT as DWT calculations has certain exclusions and these requirements are intended to cover complete structure and spaces on ship. > >2.Pl see in online SOLAS copy in this site - I also need to refer to it > >Rgds > >Moderator >> > >--- In imsgoa1@yahoogroups.com, ajay sanga <ajaysanga@> wrote: > >> > >> > >> respected sir and dear friends > >> Plz help me with this questions > >> 1)why solas and marpol regulations for tankers are in dwt and for othership its in gt. > >> 2)solas requirements fof fitting transverse girders in db. > >> Thanks > >> Ajay sanga > >> >> >> > __._,_.___ Reply to sender | Reply to group | Reply via web post | Start a New Topic Messages in this topic (7)
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ar All: Mayank, thanks for sending us the link. Following Notice by IMO on applicability of STCW 2010 and relevant dates are highlighted:

STCW Manila seafarer training amendments enter into force on 1 January 2012
Briefing: 67, December 23, 2011 48 Page Content Major revisions to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (the STCW Convention), and its associated Code enter into force on 1 January 2012, with a five-year transitional period until 1 January 2017. The Manila Amendments were adopted at a Diplomatic Conference in Manila, the Philippines, held in June 2010, and are aimed at ensuring that the necessary global standards will be in place to train and certify seafarers to operate technologically-advanced ships for some time to come. The important changes to each chapter of the Convention and Code include the following: Improved measures to prevent fraudulent practices associated with certificates of competency and strengthen the evaluation process (monitoring of Parties' compliance with the Convention). Revised requirements on hours of work and rest and new requirements for the prevention of drug and alcohol abuse, as well as updated standards relating to medical fitness standards for seafarers. New certification requirements for able seafarers. New requirements relating to training in modern technology such as electronic charts and information systems (ECDIS). New requirements for marine environment awareness training and training in leadership and teamwork. New training and certification requirements for electro-technical officers. Updating of competence requirements for personnel serving on board all types of tankers, including new requirements for personnel serving on liquefied gas tankers. New requirements for security training, as well as provisions to ensure that seafarers are properly trained to cope if their ship comes under attack by pirates. Introduction of modern training methodology including distance learning and web-based learning. New training guidance for personnel serving on board ships operating in polar waters. New training guidance for personnel operating Dynamic Positioning Systems.

Transitional provisions Regulation I/15 Transitional provisions of the amended STCW Convention states that: .1. Until 1 January 2017, a Party may continue to issue, recognize and endorse certificates in accordance with the provisions of the Convention which applied immediately prior to 1 January 2012 in respect of those seafarers who commenced approved seagoing service, an approved education and training programme or an approved training course before 1 July 2013. .2. Until 1 January 2017, a Party may continue to renew and revalidate certificates and endorsements in accordance with the provisions of the Convention which applied immediately prior to 1 January 2012. STCW.7/Circ.16 Clarification of transitional provisions relating to the 2010 Manila Amendments to the STCW Convention and Code Publication available The 2011 edition of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), and the STCW Code, including the 2010 Manila Amendments, is available from IMO publications. Technical details: STCW 2011: 368 pages, A4, Sales number: IC938E ISBN: 978-92-801-1528-4 Also available in Arabic, Chinese, French, Russian and Spanish Available online as a downloadable e-book. Further details wrt DGS notices will be highlighted as available Rgds M.C.ASTHANA Dy. Director, Institute of Maritime Studies, I.S.B.T. Complex, Bogda, Vasco-da-Gama, Goa - 403802 Mob : +91 98230 44890 Dir : +91 832 2520614 Board : +91 832 2520986 Fax : +91 832 2524063 The information transmitted in this email is solely for the addressee. It is confidential and may be legally privileged.Access to this email by anyone else is unauthorized. Any disclosure, copying, distribution or any action taken by anyone other than by the intended recipient is prohibited and may be unlawful. If you are not the intended recipient then kindly delete the mail from your system and notify us by e-mail at dydirector@imsgoa.org. IMS Goa considers unencrypted email as an insecure mode of communication. WARNING: Internet communications cannot be guaranteed to be timely secure,e