Air Circuit Breaker

This type of circuit breakers, is those kind of circuit breaker which operates in air at atmospheric pressure. After development of oil circuit breaker, the medium voltage air circuit breaker (ACB) is replaced completely by oil circuit breaker in different countries. But in countries like France and Italy, ACBs are still preferable choice up to voltage 15 KV. It is also good choice to avoid the risk of oil fire, in case of oil circuit breaker. In America ACBs were exclusively used for the system up to 15 KV until the development of new vacuum and SF₆ circuit breakers.

Working Principle of Air Circuit Breaker

The working principle of this breaker is rather different from those in any other types of circuit breakers. The main aim of all kind of circuit breaker is to prevent the reestablishment of arcing after current zero by creating a situation where in the contact gap will withstand the system recovery voltage. The air circuit breaker does the same but in different manner. For interrupting arc it creates an arc voltage in excess of the supply voltage. Arc voltage is defined as the minimum voltage required maintaining the arc. This circuit breaker increases the arc voltage by mainly three different ways,

1. It may increase the arc voltage by cooling the arc plasma. As the temperature of arc plasma is decreased, the mobility of the particle in arc plasma is reduced, hence more voltage gradient is required to maintain the arc.
2. It may increase the arc voltage by lengthening the arc path. As the length of arc path is increased, the resistance of the path is increased, and hence to maintain the same arc current more voltage is required to be applied across the arc path. That means arc voltage is increased.
3. Splitting up the arc into a number of series arcs also increases the arc voltage.

Types of ACB

There are mainly two types of ACB are available.

1. Plain air circuit breaker.
2. Air blast Circuit Breaker.

Operation of ACB

The first objective is usually achieved by forcing the arc into contact with as large an area as possible of insulating material. Every air circuit breaker is fitted with a chamber surrounding the contact. This chamber is called 'arc chute'. The arc is driven into it. If inside of the arc chute is suitably shaped, and if the arc can be made conform to the shape, the arc chute wall will help to achieve cooling. This type of arc chute should be made from some kind of refractory material. High temperature plastics reinforced with glass fiber and ceramics are preferable materials for making arc chute.

The second objective that is lengthening the arc path, is achieved concurrently with fist objective. If the inner walls of the arc chute is shaped in such a way that the arc is not only forced into close proximity with it but also driven into a serpentine channel projected on the arc chute wall. The lengthening of the arc path increases the arc resistance.

The third technique is achieved by using metal arc slitter inside the arc chute. The main arc chute is divided into numbers of small compartments by using metallic separation plates. These metallic separation plates are actually the arc splitters and each of the small compartments behaves as individual mini arc chute. In this system the initial arc is split into a number of series arcs, each of which will have its won mini arc chute. So each of the split arcs has its won cooling and lengthening effect due to its won mini arc chute and hence individual split arc voltage becomes high. These collectively, make the over all arc voltage, much higher than the system voltage.

This was working principle of air circuit breaker now we will discuss in details the operation of ACB in practice. The air circuit breaker, operated within the voltage level 1 KV, does not require any arc control device. Mainly for heavy fault current on low voltages (low voltage level above 1 KV) ABCs with appropriate arc control device, are good choice. These breakers normally have two pairs of contacts. The main pair of contacts carries the current at normal load and these contacts are made of copper. The additional pair is the arcing contact and is made of carbon. When circuit breaker is being opened, the main contacts open first and during opening of main contacts the arcing contacts are still in touch with each other. As the current gets, a parallel low resistive path through the arcing contact during opening of main contacts, there will not be any arcing in the main contact. The arcing is only initiated when finally the arcing contacts are separated. The each of the arc contacts is fitted with an arc runner which helps, the arc discharge to move upward due to both thermal and electromagnetic effects as shown in the figure. As the arc is driven upward it enters in the arc chute, consisting of splitters. The arc in chute will become colder, lengthen and split hence arc voltage becomes much larger than system voltage at the time of operation of air circuit breaker, and therefore the arc is quenched finally during the current zero. Although this type of circuit breakers have become obsolete for medium voltage application, but they are still preferable choice for high >current rating in low voltage application.

Air Blast Circuit Breaker

These types of air circuit breaker were used for the system voltage of 245 KV, 420 KV and even more, especially where faster breaker operation was required. Air blast circuit breaker has some specific advantages over oil circuit breaker which are listed as follows,

1. There is no chance of fire hazard caused by oil.
2. The breaking speed of circuit breaker is much higher during operation of air blast circuit breaker.
3. Arc quenching is much faster during operation of air blast circuit breaker.
4. The duration of arc is same for all values of small as well as high currents interruptions.
5. As the duration of arc is smaller, so lesser amount of heat realized from arc to current carrying contacts hence the service life of the contacts becomes longer.
6. The stability of the system can be well maintained as it depends on the speed of operation of circuit breaker.
7. Requires much less maintenance compared to oil circuit breaker.

There are also some disadvantages of air blast circuit breakers-

1. In order to have frequent operations, it is necessary to have sufficiently high capacity air compressor.
2. Frequent maintenance of compressor, associated air pipes and automatic control equipments is also required.
3. Due to high speed current interruption there is always a chance of high rate of rise of re-striking voltage and current chopping.
4. There also a chance of air pressure leakage from air pipes junctions.

As we said earlier that there are mainly two types of ACB, plain air circuit breaker and air blast circuit breaker. But the later can be sub divided further into three different categories.

1. Axial Blast ACB.
2. Axial Blast ACB with side moving contact.
3. Cross Blast ACB.

Axial Blast Air Circuit Breaker

In axial blast ACB the moving contact is in contact with fixed contact with the help of a spring pressure as shown in the figure. There is a nozzle orifice in the fixed contact which is blocked by tip of the moving contact at normal closed condition of the breaker. When fault occurs, the high pressure air is introduced into the arcing chamber. The air pressure will counter the spring pressure and deforms the spring hence the moving contact is withdrawn from the fixed contact and nozzle hole becomes open. At the same time the high pressure air starts flowing along the arc through the fixed contact nozzle orifice. This axial flow of air along the arc through the nozzle orifice will make the arc lengthen and colder hence arc voltage become much higher than system voltage that means system voltage is insufficient to sustain the arc consequently the arc is quenched. circuit breaker with side moving contact" title="Axial Blast Air Circuit Breaker with side moving contact" class="alignleft"/>

Axial Blast ACB with Side Moving Contact

In this type of axial blast air circuit breaker the moving contact is fitted over a piston supported over a spring. In order to open the circuit breaker the air is admitted into the arcing chamber when pressure reaches to a predetermined value, it presses down the moving contact; an arc is drawn between the fixed and moving contacts. The air blast immediately transfers the arc to the arcing electrode and is consequently quenched by the axial flow of air.

Cross Blast Air Circuit Breaker

The working principle of cross blast air circuit breaker is quite simple. In this system of air blast circuit breaker the blast pipe is fixed in perpendicular to the movement of moving contact in the arcing chamber and on the opposite side of the arcing chamber one exhaust chamber is also fitted at the same alignment of blast pipe, so that the air comes from blast pipe can straightly enter into exhaust chamber through the contact gap of the breaker. The exhaust chamber is spit with arc splitters. When moving contact is withdrawn from fixed contact, an arc is established in between the contact, and at the same time high pressure air coming from blast pipe will pass through the contact gap and will forcefully take the arc into exhaust chamber where the arc is split with the help of arc splitters and ultimately arc is quenched.

temperature sensor

The Seven Basic Types of Temperature Sensors

PT 100 ohm Temperature sensor with a range of 50 - 700 deg

Temperature is defined as the energy level of matter which can be evidenced by some change in that matter. Temperature sensors come in a wide variety and have one thing in common: they all measure temperature by sensing some change in a physical characteristic.

The seven basic types of temperature sensors to be discussed here are

1. Thermocouples
2. Resistive temperature devices (RTDs, thermistors)
3. Infrared radiators
4. Bimetallic devices
5. Liquid expansion devices
6. Molecular change-of-state and
7. Silicon diodes.

Thermocouples

Thermocouples are voltage devices that indicate temperature by measuring a change in voltage. As temperature goes up, the
output voltage of the thermocouple rises - not necessarily linearly.

Often the thermocouple is located inside a metal or ceramic shield that protects it from exposure to a variety of environments.
Metal-sheathed thermocouples also are available with many types of outer coatings, such as Teflon, for trouble-free use in acids and strong caustic solutions.

Resistive Temperature Devices

Resistive temperature devices also are electrical. Rather than using a voltage as the thermocouple does, they take advantage of
another characteristic of matter which changes with temperature - its resistance. The two types of resistive devices are metallic, resistive temperature devices (RTDs) and thermistors.

In general, RTDs are more linear than are thermocouples. They increase in a positive direction, with resistance going up as temperature rises. On the other hand, the thermistors has an entirely different type of construction. It is an extremely nonlinear semi conductive device that will decrease in resistance as temperature rises.

Infrared Sensors

Infrared sensors are noncontacting sensors. As an example, if you hold up a typical infrared sensor to the front of your desk without contact, the sensor will tell you the temperature of the desk by virtue of its radiation - probably 68°F at normal room temperature.

In a noncontacting measurement of ice water, it will measure slightly under 0°C because of evaporation, which slightly lowers
the expected temperature reading.

Bimetallic Devices

Bimetallic devices take advantage of the expansion of metals when they are heated. In these devices, two metals are bonded
together and mechanically linked to a pointer. When heated, one side of the bimetallic strip will expand more than the other. And when geared properly to a pointer, the temperature is indicated.

Advantages of bimetallic devices are portability and independence from a power supply. However, they are not usually quite as
accurate as are electrical devices, and you cannot easily record the temperature value as with electrical devices like thermocouples or RTDs; but portability is a definite advantage for the right application.

Thermometers

Thermometers are well-known liquid expansion devices. Generally speaking, they come in two main classifications: the mercury
type and the organic, usually red, liquid type. The distinction between the two is notable, because mercury devices have certain limitations when it comes to how they can be safely transported or shipped.

For example, mercury is considered an environmental contaminant, so breakage can be hazardous. Be sure to check the current
restrictions for air transportation of mercury products before shipping.

Change-of-state Sensors

Change-of-state temperature sensors measure just that - a change in the state of a material brought about by a change in temperature, as in a change from ice to water and then to steam. Commercially available devices of this type are in the form of labels, pellets, crayons, or lacquers.

For example, labels may be used on steam traps. When the trap needs adjustment, it becomes hot; then, the white dot on the label will indicate the temperature rise by turning black. The dot remainsblack, even if the temperature returns to normal.

Change-of-state labels indicate temperature in °F and °C. With these types of devices, the white dot turns black when exceeding
the temperature shown; and it is a non-reversible sensor which remains black once it changes color. Temperature labels are useful when you need confirmation that temperature did not exceed a certain level, perhaps for engineering or legal reasons during shipment. Because change-of-state devices arenonelectrical like the bimetallic strip, they have an advantage in certain applications. Some forms of this family of sensors (lacquer, crayons) do not change color; the marks made by them simply disappear. The pellet version becomes visually deformed or melts away completely.

Limitations include a relatively slow response time. Therefore, if you have a temperature spike going up and then down very quickly, there may be no visible response. Accuracy also is not as high as with most of the other devices more commonly used in industry. However, within their realm of application where you need a nonreversing indication that does not require electrical power, they are very practical.

Other labels which are reversible operate on quite a different principle using a liquid crystal display. The display changes from black colour to a tint of brown or blue or green, depending on the temperature achieved.

For example, a typical label is all black when below the temperatures that are sensed. As the temperature rises, a colour will appear at, say, the 33°F spot - first as blue, then green, and finally brown as it passes through the designated temperature. In any particular liquid crystal device, you usually will see two colour spots adjacent to each other - the blue one slightly below the temp indicator, and the brown one slightly above. This lets you estimate the temperature as being, say, between 85° and 90°F.

Although it is not perfectly precise, it does have the advantages of being a small, rugged, nonelectrical indicator that continuously updates temperature.

Silicon Diode

The silicon diode sensor is a device that has been developed specifically for the cryogenic temperature range. Essentially, they
are linear devices where the conductivity of the diode increases linearly in the low cryogenic regions.

Whatever sensor you select, it will not likely be operating by itself. Since most sensor choices overlap in temperature range and accuracy, selection of the sensor will depend on how it will be integrated into a system.
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how to identify ship pipe lines

Identifying Pipelines On Ship

Whichever part you go on a ship, one thing you would always find is a pipeline.Pipelines are an integral part of a ship and no function or machinery can perform without their use. But in this jungle of pipelines, how to identify which pipeline goes where and what does it carry? Let's find out.

Introduction

Pipelines and pumps are an important part of a ship's design. Ships use some form of liquids or gases for all its functions, whether it is related to ship's operations or cargo handling. All these liquids and gases are stored it tanks or compressed chambers and from they are supplied to different equipments with the help of pumps. It is not necessary that the pumps are located near the tanks. Sometimes the pump rooms are on a totally different deck. To connect the pumps to the tanks and the tanks to the equipments lengthy pipe lines are used. Also, most of the machinery on the ship use a closed circuit system. This means that the liquid or gases goes back to the chamber from where it came from. For this reason too, pipe lines are used.

The main problem is this jungle of pipelines is to identify which pipeline carries what material. As all the pipelines pass through different bulkheads and decks and are entangled in such a way that it is often difficult to trace a pipe line during fault finding or mainteance. Also the pipelines being non transparent, the content or direction of flow cannot be determined. Hence there arises a need to mark the pipelines by keeping universal color codes in order to identify them easily at times of emergencies. Let me also tell you that the trainee engineer is the untitled pipeline locator in the ship's engine room

Identifying Pipelines

Pipelines can be distinguished from eachother by marking them on the basis of the content they carry. Marking not only helps to identify the content of the pipeline but also the direction of the flow. Marking should be done in universally accepted color codes so that identification becomes easy whichever country the ship may belong.

Marking is done in mainly two ways :

1)By coloring the whole pipe with the universally accepted codes.

2)By using marking tapes with specific color patterns at strategic locations.

Coloring The Whole Pipe

Both the type of marking systems are equally famous. In the first type of method the whole pipe line is colored on the basis of the content it carries. The coloring is done mainly during the time of machinery installation of immediately after that. The color codes are accepted universally, thus making it easy during the time of emergency and maintenance work which not only ensures safety of the crew but also faster work.Pipelines are coded according to the codes given in the diagram.

Using Marking Tapes

On many ships marking tapes are used to reduce the labor involved with painting the whole pipeline. But there are certain guidelines that needs to be followed in order to make the marking system beneficial for use.

There are two types of tapes that are available for marking:

1) Multi color tapes - These tapes are pre-colored according to the universal codes and just needs to be installed on the pipelines. It is the most easiest way for marking.

2) Single Color System - These are narrow single colored strips that can be used in creating the combination that is needed. Though cheap and flexible to use, the installation process might take a very longer time.

Installation Guidelines

To make the whole marking system beneficial for use there are some guidelines that needs to be followed.

• Each pipe line should be marked at least once in all the rooms that it passes through.

• The pipelines should be marked mainly near valves, pumps, filters, tanks and close to room entrances so that they are easily visible.

• The should overlap every 3-4 cm during installation.
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Thordon COMPAC Bearing System

Thordon COMPAC Bearing System

Thordon COMPAC bearing system is a " Blue water propeller shaf bearing system "

The COMPAC bearing system uses seawater as the lubrication medium in place of oil. Seawater is taken from the sea, pumped through non-metallic COMPAC propeller shaft bearings and returned to the sea. To ensure that abrasives are removed from the seawater supply, a Thordon Water Quality Package is used.  Use of seawater lubricated bearings eliminates the aft seal, as well as the storage, sampling and disposal of oil. The COMPAC shaft bearing system is currently installed on 600 vessels worldwide.

Thordon Bearing is a non metallic bearing made from elastomeric polymer alloys, which enables it to get lubricated by sea water so that there is no friction between the rotating propeller shaft and bearings.

To promote early formation of a hydrodynamic film between the shaft and bearing, the lower (loaded) portion of the bearing is smooth, while the upper half of the bearing incorporates grooves for flow of the water lubricant/coolant. The COMPAC system typically includes COMPAC bearings, shaft liners, a Water Quality Package, Thor-Coat shaft coating and a forward seal.

The Thordon Water Quality Package is a self-contained pumping unit which removes suspended solids with a specific gravity of 1.2 or higher and greater than 80 microns (0.003”). As water enters the forward seal, it flows through the COMPAC bearings and exits at the stern. Flow rate is monitored by low flow alarms.

The Thor-Coat propeller shaft coating provides 10-year corrosion protection against seawater. This toughened, 2-part epoxy coating is up to nine times more flexible than existing shaft coating products.

Advantages os Thordon COMPAC Bearing System

• Zero pollution risk (no oil required)
• 15-Year Wear Life Guarantee for COMPAC in bluewater  operation
• Easy fitting
• Reduced seal maintenance costs
• Inspections without shaft withdrawal
• Resistance to shock and edge loading
• link reference

Top 13 Things a Junior Engineer Should Learn As Fast As He Can When New To Ship

A Junior Engineer when new to ship is surrounded by doubts, confusion, and fear. When new to ship, it is very normal for any marine engineering professional to make mistakes. For this reason, senior engineers in the engine room keep themselves a bit lenient and give the fresher space and time to absorb and learn things. However, a junior engineer shouldn’t expect unlimited time to learn and grasp things. After the very first month, or probably after 15 days, the new engineer would be expected to carry out his or her duties independently without making mistakes.

It is therefore important that a junior engineer, though officially on a training period should know and learn as fast he or she can. The faster the engineer grasps and learns things; the better would be the future learning process. In this article we bring you the top 13 things that a Junior engineer should do when new to a ship.

1. Ship Familiarisation

Familiarise yourself with the ship as soon as possible. Don’t have a mindset that you are going to be there on the ship for several months and thus have ample of time to do so later. The sooner you familiarize with the ship, the better and easier it would be for you.

2. Know the Escape Routes Thoroughly

While familiarizing yourself with the ship, make sure you remember ship’s emergency escape routes and doors like the back of your hand. This is the first lesson of safety on ship, especially for new crew members.

3. Know the location of Muster Stations

Find and remember the way and location of muster stations. You don’t want yourself you get lost during an emergency or a drill.

4. Should know who the DPA is

Junior engineer should find out who the designated person ashore (DPA) of the ship is. This is important according to the International Safety Management Code (ISM).

5. Segregation of garbage

Junior Engineer should know what garbage to throw in which designated coloured garbage box. This would be the same for all the ships and thus would be helpful for him throughout his sailing life.

 6. Company rules and policies

In order to save himself and the ship from any trouble, the junior engineer should know the company rules and policies thoroughly. This would give him a clear idea as to what he can do and what he cannot when on ship.

7. How to Use Emergency Equipments

Personal safety comes first for any crew member new to the ship. Junior engineer should learn how to use emergency equipments such as emergency generator, life saving appliances, fire fighting appliances etc. along with their locations.

8. Learn About Various Alarms

Learn about identifying various alarms such as Co2 alarm, general alarm, engine room alarm, and fire alarm, along with actions to take in case of such situations.

9. Launching of Life Boat

It is imperative that everyone on ship knows how to launch a life boat. A junior engineer should know how to launch and operate a life boat, along with the procedure to start the life boat’s engine.

10. Know SOPEP

Know about the sopep locker and what all things are present in it.

11. Know the Automation in the Control Room

Know how to operate the basic operations and equipments in the engine room’s control room.

12. Learn About Manuals

Find out what all manuals are available in the engine room and where are they located.

13. Familiarize with Engine Room and Engine Room Workshop

This is where you would be spending most of your time on ship. Know each and every corner of these places.

SAFEMATIC steering gear

Automatic Isolation System → SAFEMATIC

1. The latest rules and regulations of SOLAS 1974 and all leading classification societies.
2. Connectible to all steering gear allowing emergency operation with two independent mechanical and hydraulic systems. In case of pipe burst or other defects involving oil leaking, the leakage can be isolated and steering capability is maintained with two cylinders and one pump unit.
3. The safematic detects, isolates and switches-off the defective system automatically within a few seconds. Steering gear remains operational with the remaining system.
4. The ship's manoeuvrability is restored immediately and loss of hydraulic fluid is kept to a minimum, due to the very short time required for automatically detecting, isolating and switching over.
5. All steering gears have still their hand operated stop valves for the same purpose.

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How to apply for meo class 4 examinations

Eligibility for MEO Class 4

Candidates, who wish to undertake this exam, should first meet the eligibility criteria as given below: Should have sailed for period of not less than 6 months, having engines more or equal to the power 750 KW. Should be above 18 years of age.

There is a concept of propelling times also, which means that actually how many days, engine has run. This can be roughly 70-80% of your total sailing period. At the time of sign off candidates should have sea service letter from the ship, stating the days you have sailed with propelling days also. Certificate should be taken with signature from master and chief signature. Better is to take sailing certificate from each master and Chief Engineer you sailed with. Proper stamp of your ship on your CDC, stating date of joining and date of sign off on it. A rank of ‘Trainee Marine Engineer’, preferable to be written on CDC. Tar Book is to be completely filled and signed by the designated people.

How to fill the TAR (Training & Assesment Record) Book ??

• All the tasks should be completed and signed by the officer incharge onboard.

• Tasks which are not applicable for your ship should be signed and commented by the officer-incharge after testing for theoretical knowledge.

• Officers weekly/monthly tables should be filled up with signature and ship's stamp at theappropriate places.

• Ship's stamp and Companies stamp should be put where ever its required.

• The project works given at the back should be completed.
• What in Sea Service Certificates ??
  
  
  
  Dont forget to get the sea service certificates from your chief engineers during their period of stay with you onboard.These sea service certificates are the proof for your sailing period.For a period of 6 months sailing which is required for appearing for Class 4 MEO exams in India there should be a minimum of 120 propulsion days which should be mensioned in the sea service certificates and your rank as ASSISTANT ENGINEER and not as Engine Cadet. 
  
  
  
  What in CDC ??
  
  
  
  Make sure your CDC is being updated with your sign-on sign-off dates with ships seal and Master's signature.This is normally done by the Master during your Sign-Off time.
  
  
  
  What are all the Courses to be done for Class 4 MEO ??
  
  
  
  • 3 Months Preparatory for Class 4 MEO Exam 
    
         Advanced Modular Courses like:
  
  
  • Medical First Aid (MFA)
  
  
  • Adanced Fire Fighting (AFF)
  
  
  • Proficiency in Survival Craft and Rescue Boats other than Fast Rescue Boats (PSCRB)
  
  
  • Engine Room Simulator Course (ERS)
  
  
  
  Where you can do your Class 4 Preparatory courses ??
  
  
  
  • Hinsustan Institute of Maritime Training (HIMT), Chennai
  
  
  • MAASA - Interface Maritime Academy, Chennai
  
  
  • Chidambaram Institute of Maritime Technology
  
  
  • Maritime Foundation, Chennai
  
  
  • National Maritime Academy, Chennai
  
  
  • Coimbature Marine College, Coimbature
  
  
  • Institute of Marine Engineers(India), Mumbai
  
  
  • Maritime Training Institute, Mumbai
  
  
  • T.S. Rahaman Academy, Mumbai
  
  
  • Lal Bahadur Shastri College (LBS), Mumbai
  
  
  • MASSA Maritime Academy, Navi Mumbai
  
  
  • Tolani Maritime Institute, Pune
  
  
  • National Ship Design & Research Centre,Vishakapatnam
  
  
  • National Ship Design & Research Centre,Vishakapatnam
  
  
  • FOSMA, Delhi
  
  
  • Applied Research International, Delhi
  
  
  • Indian Institute of Port Management, Kolkata
  
  
  • Marine Educational Charitable Trust, Kolkatta
  
  
  • Mercantile Marine Academy, Kolkatta
  
  
  • Institute of Marine Engineers, Kolkatta
  
  
  • Euro Tech Maritime Academy, Kochi
  
  
  • IMER, Patne
  
  syllabus for class iv exams- Written &Orals

Written: 
Engineering Knowledge General (EKG) - 50 questions  - 2 Hours
Engineering Knowledge Motor (EKM) - 50 questions  - 2 Hours

Marine Electro technology (MET) - 25 questions -2 Hours

Ship Construction and Stability - 25 questions - 2 Hours
Ship Safety and Environmental Protection - 50 questions 2 Hours

Marine Engineering Practice (MEP) - 50 questions- 2 Hours................................................................................................................
Orals:

Function 3 - Safety and Ship Construction (coscopol)
Function 4b - Engineering Knowledge General & Motor (MEOL)Function 5 - Marine Electro technology (EECEOL)

Function 6 - Marine Engineering Practice (MROL)

• useful link for application of meo class 4:

  
  

  seafarer-registration:

  seafarer registration user guide

  
  

  erariksha application instructions link:

  MEO CLASS 4 Epariksha application and registration user guide

  
  

  Mmd exam results :

  all mmd exam results for engine and deck examination results

  
  

  class 4 syllabus:

  
  

  in practical there is no particular syllabus for meo class 4 but for your general idea what they may ask in the orals is as following:

  
  

  SYLLABUS FOR MEO – CLASS IV – PART – B EXAMINATION

  PAPER I – MARINE ENGINEERING KNOWLEDGE (GENERAL)

  Introduction

  Introduction to marine engineering materials, its properties and uses, processes.

  Marine Engineering Materials

  Basic metallurgy, metals and processes, Iron-Carbon equilibrium diagram, Heat Treatment of Carbon Steels, Non-Ferrous alloys, non-metallic materials, welding, gas cutting, materials under load, vibrations.

  Industrial Chemistry

  Fundamentals, acidity/alkalinity, corrosion, water testing & treatment, introduction to fuels and lubricants, toxic and other ill effect of cargo on human & environment.

  Fabrication, welding, jointing and cutting

  Permanent joints, riveting, soldering, self secured joints, safety and health when welding, principles of electric arc welding, principles of gas welding, welding joints and low carbon steel, common faults in welded joints, plate working marking out, thermal cutting, mechanical cutting, forming, bending plates, inspection, pipe work, manufacture of components, gauges, deck machinery, gearing, clutches.

  Introduction to ship and ship’s routines, sensing and monitoring devices associated with marine equipments, propulsion transmission system including thrust and shaft bearing, stern tubes and propellers, steering and stabilizing system including bow thrusters. Refrigeration machinery and air conditioning systems, safe and efficient operation in the UMS Code, procedures to be adopted for operating main machinery under emergency conditions.

  Auxiliary steam boilers and auxiliary steam plant

  Steam boiler mountings and feed water systems, auxiliary steam boilers and associated equipment, boiler waste testing and conditioning, operation of auxiliary steam plant, pipelines, condenser, drain cooler, auxiliary boiler fuel and air blower system. Methods of checking water level in steam boilers and action necessary if water level us abnormal.

  Safe engineering watch keeping

  Procedure to be adopted in safe watch keeping, procedure for taking over and handling over watches, routine work during watch keeping such as soot blowing, cleaning of filters, pumping out of bilges through oily bilge separator, routine pumping operations of fuel oil, ballast water, fire pump and cargo pumping system, remote operation of pumping system and associated controls, purification and clarification of fuel oil, purification of lubricating oil, construction and characteristics of separators, purifier and clarifier, location of common faults in machinery and plant in engine and boiler rooms and action necessary to prevent damage. Interpretation of functional tests on communication and control system. Maintenance on machinery spaces, log book and the significance of reading taken.

  Ship bilge/ballast/oil pumps and pumping system, Hydrophore system.

  Various types of pumps, construction, operation and characteristics. Compressors, air system. Air bottles, construction, mountings and associated system.

  Fresh water generators and vacuum evaporators.

  Construction, characteristics and operation of fresh water generator and vacuum evaporators.

  Safety and emergency procedures

  Changeover of remote/automatic to local control of all main and auxiliary systems. Safe working practices, safe practices in carrying out hot work and welding. Procedures to be taken while handling heavy machinery parts and overhauling of engines. Cleaning, man entry and hot work in enclosed compartments. Emergency procedures such as action to be taken in case of fire including fire drill, flooding of engine room compartment, rescue operation of injured persons, actions to be taken in case of stoppage of main engine, auxiliary engine and associated system.

  
  

  
  

  PART II – MARINE ENGINEERING KNOWLEDGE (MOTOR OR STEAM)

  Marine plant operation

  Construction, characteristics and operation of large bore and medium speed diesel engine p[arts, performance, characteristics of diesel engine by taking indicator cards, steering gear, auxiliary boilers.

  Operation of marine machinery, equipments and diesel engines

  Marine diesel engines, auxiliary steam boilers, construction and details of all parts and fitting and combustion systems, marine diesel engine (trunk and cross head types), gearing systems and clutches, starting and reversing systems, cooling and lubricating systems, fuel oil preparation systems, auxiliary diesel engine and associated equipments, control and alarm system associated with automatic operation of a diesel plant. Assessment of engine power, the running adjusting to maintain performance safe and efficient operation and maintenance of marine diesel engines/steam turbines crankcase inspection, depth gauge and crankshaft deflection, UMS operations, governors, turbocharger, supercharging and scavenging system.

  (For stem candidates: - steam boilers, mountings, feed water system and lubricating oil system. Gland sealing system. Assessment of plant efficiencies. Steam turbine, gearing and lubricating system, steam distribution system and associated equipment, condenser, ejector, heat exchanger and feed heater, air heaters and economizer and draining system of turbine and plants including steam traps. Maneuvering system including astern running.)

  
  

  PAPER III – ORALS

  Oral is final assessment of paper I and paper II of part B. the assessment is on functions, marine engineering at operational levels based on competences, knowledge, understanding and proficiency under this function. Criterion for evaluating competence is to be as per Column III of above.

  
  

  
  

  PAPER IV – MARINE ELECTRO TECHNOLOGY

  The electrical circuit, units-ampere, ohm, volt. Difference between electromotive force and potential difference. Ohm’s law, Kirchoff law, simple series and parallel circuits involving e.m.f current and resistance. Non-linear resistors in parallel with constant value resistors. Power and energy, specific resistance, temperature coefficient of resistance, conductor resistance, effect of length, area, material and temperature. DC wire distribution system, types of insulation, Wheatstone network bridge, slide wire bridge, application to steering gears, resistance pyrometers, strain gauges etc.

  Electrolytic action and secondary cells, theory of electrolytic dissociation applied to common solutions, uses of electrolysis, secondary cells (acid or alkaline), construction and principles, maintenance, charging, watt-hour and ampere hour efficiency. Electromagnetism, electromagnetic induction, simple magnetic circuit, simple magnetic theory, magnetic field due to current in straight conductors, loops and coils and solenoids, relative direction of current and field, Faraday’s and Lenz’s laws, magnitude and direction of induced e.m.f produced on a current carrying conductor, flux density, effect of iron, magneto motive force (m.m.f), permeability, reluctance, simple magnetic circuit, typical B/H and β/H circuit, alternating current theory, simple continuous periodic waves, frequency, amplitude instantaneous, maximum r.m.s and average values, form factor, phases representation of alternate current quantities, phase difference. The inductor, inductance and its effect on the circuit. The capacitor, capacitance and its effects on the circuit. Simple series and parallel circuits. Relationship between resistance, reactance and impedance. Simple treatment of power factor, power in single phase alternate current circuit. Instruments, qualitative treatment of the principles and function of alternate current and direct current indicating instruments and relays. Use of shunt and series resistance to increase range. Rectifiers and transducers. Distribution systems. Systems of alternate and direct current shipboard installation. Protective devices such as fuses, circuit breakers, earth lamps, cable material and installation. Connection of shore supply, direct current machine. The principles, constructional details and protection of direct current series, shunt and compound wound motors and generator. Self excitation, e.m.f and load voltage control, paralleling procedures and load sharing for generators. Need for and types of starter, speed and torque equations and speed control of direct current motors.

  Alternate current machines, simple explanation of principles, constructional details and protection of alternators, squirrel cage induction motors and single phase transformer. Parallel running and synchronizing theory. Electronics, qualitative treatment of atomic structure and bonding. Semiconductor junction diodes, junction transistors and their operating characteristics. Simple transistor circuits. Conduction in gases, insulators, semi conductors and conductors. Photoelectric effect control systems. Simple theory of all control systems, location of common faults and action to prevent damage, single phasing of alternate current motors, auto control system control loop transmitter, controller, desired value.

  
  

  PAPER V – ORALS

  Oral is final assessment of paper IV of part B. the assessment is on function, electrical, electronics and control engineering at operational level based on competences. Criteria for evaluating competence is to be as per Column III of above.

  
  

  
  

  PAPER VI – MARINE ENGINEERING PRACTICE

  Marine engineering maintenance, fastening, preparation for work on machinery, heat exchangers etc. general maintenance procedure of centrifugal pumps fitted with a means of air extraction, reciprocating pumps, screw and gear pumps, pipes, valves, air compressors, heat exchangers. Maintenance and repair of diesel engine, auxiliary steam engine, petrol engine, turbocharger, diesel engine components, wear and tear, alignment of machinery components, correction of defects, breakdown, steering gear repairs, maintenance and repair of auxiliary boiler, maintenance and repair of deck machinery, hydraulic equipments and control systems. Hull inspection, maintenance of repairs of vessel in dry dock.

  Maintenance and repair of main boiler, turbines and steam plants. (For steam candidate)

  Safety and emergency procedures, safe isolation of all main and auxiliary machineries, electrical plants and equipment required before personnel are permitted to work on such plant and equipment, safe trials and commissioning after repair and trials.

  
  

  PAPER VII – ORALS

  Oral is final assessment of paper VI of part B. the assessment is on function maintenance and repair at operational level based on competences.

  
  

  
  

  PAPER VII – SHIP CONSTRUCTION AND STABILITY

  General displacement, wetted surface, block midsection, prismatic and water plane area coefficient. Tonnage per centimeter immersion. Application of Simpson’s rules to areas, moment of areas, volumes and moment of volumes, draught due to change in density of water, buoyancy and reserve buoyancy. Effect of bilging amidships compartment. Transverse stability, center of gravity, center of buoyancy. Meta center, shift of center of gravity due to addition or removal of mass, transverse movement of mass, stability at small angle of heel(give second moment of area of water plane or formulae). The inclining experiment, resistance and propulsion. Comparison of skin frictional resistance of hull with model at different speeds (R=F.svⁿ) and residual resistance. Admiralty and fuel co-efficient. Relation between speed of vessel and fuel consumption with constant displacement and assuming that resistance varies as (speed)ⁿ. elementary treatment of propeller and simple problems on pitch, pitch ration, apparent slip, wake thrust and power.

  Structural strength, simple problems on strength of structural members to resist liquid pressure. Loading due to head of loading.

  Ship construction: - common terms used in measurement of steel ships example length between perpendicular, breadth, overall, moulded, depth, draught, free-board. Definitions of ship building terms in general use. Description and sketches of structural members in ordinary types of steel ships. Watertight doors, hatches, rudders, bow thrusters, propellers, watertight bullheads, double bottoms, anchor and cables. Descriptive treatment of effected of free surface of liquids on stability. Arrangement for the carriage of dangerous goods in bulk. Ventilation arrangements (natural and mechanical) for pump rooms in tankers and for holds and oil fuel tanks.

  Fore and aft peak tanks, double bottom and deep tank filling and pumping arrangement, compartmental drainage. Leveling arrangement for damaged side compartments.

  Ship dimensions and form. General arrangement of general cargo, tankers, bulk carriers, combination cambers, containers, RORO and passenger ships, definition of camber, rise of floor flare, sheer strake etc.

  Ship stresses:- hogging, sagging, sawing, panting, pounding, slamming etc. hull structure: - popper names of various parts, standard steel section etc. bow and stern, stem frame, structural arrangement, forward and aft to with stand panting and pounding etc. fitting, water tightness to hatches, opening in oil tankers, chain lockers and attachment of cables, bilge piping system, ballast system, sounding and air pipes etc. rudders and propellers, construction of rudders and propellers, controllable pitch propeller, stern tube arrangement etc. load lines and draught mark, deck line, freeboard, plimsoll line etc.

  Naval architecture: -

  Displacement TPC, coefficient of form, calculation of area, volume and moment. Stability of ships. Working knowledge and application of stability, trim and stress tables, diagrams and stress calculating equipment. Fundamentals of water tight integrity, actions to be taken in event of partial loss of intact stability, structural strength, draught and buoyancy.

  
  

  
  

  PAPER IX – SHIP SAFETY AND ENVIRONMENTAL PROTECTION

  Demonstrates the knowledge of the precaution to be taken to prevent pollution of marine environment, tank cleaning, pumping out bilge, knowledge of construction and operation of oil pollution equipment in engine room and on tankers.

  Legislation with regard pollution prevention. MARPOL 73/78 and other national legislation like OPA – 90. MARPOL equipments knowledge of codes of safe working practices as published, knowledge of type of information issued by D.G. Shipping with regard to safety at sea, safe working practices, oil record book and SOPEP manual.

  Precaution against fire and explosion, fire prevention, detection and extinction in all parts of a ship personal survival technique and LSA on ship, medical care, theory of fire, fire control aborad ship, ship fire fighting organizations, training of sea farer in fire fighting, procedures for fire fighting, inspection and servicing of fire appliances and equipment, fire fighting process hazards, first aid, fire investigation and reporting, case studies, introduction and safety, emergency situation, survival craft and rescue boat, method of helicopter rescue, launching arrangements, lifeboat engine and accessories. Evaluation, signaling equipment and pyro-techniques. First aid, radio equipment. Launching and handling survival craft in rough weather. Understand practical applications of medical advice, demonstrates knowledge of action to be taken in case of accidents or illness that are likely to occur on-board ships.

  Legislation: - Knowledge of nation and international legislation, IMO and conventions, Indian Merchant Shipping act and rules, classification society, characters, personal relationship on-board ship. Statutory survey and classification, port state control, flag state inspection, ISM Code.

  
  

  PAPER X – ORALS

  Oral is final assessment of paper VIII and IX of part B. the assessment is on function controlling operational of ship and care for persons on-board at operational level based on competences, knowledge, understanding and proficiency of function.