FAQ's on ePariksha, Online MEO class 4 exam for engineers

Frequently Asked Questions on ePariksha 


1. I am not able to access the Application Form URL. What should I do?
Ans: Please write an email to eparikshasupport@radixlearning.com with your name, email ID, contact number and specify the issue you are facing with the application form. The support team will get back to you with next steps as needed.

2. I have clicked on register now and filled in the details, I have not received the activation link. What should I do?
Ans: Please check the ‘SPAM’ folder or a ‘JUNK’ folder of your mailbox to see if you have an email from E-Pariksha@radixlearning.com . If not, please write to eparkishasupport@radixlearning.com as mentioned in Question 1 above

3. My password is not working, or I have forgotten my password. How do I proceed?
Ans: Please click ‘Forget Password’ link to retrieve the password

4. I have questions regarding the application form, whom do I contact?
Ans: Please contact your concerned MMD or DGS Engineering Branch to help answer queries on the application form.

5. Can I save my application form and come back and submit it later?
Ans: The system allows saving of application form. Till the application form is not submitted, a form can be saved and edited any number of times.

6. I have submitted my application, what are the next steps?
Ans: You would be informed through email a date when you would need to visit the MMD office with your original documents for verification and to pay the assessment and exam fees.

What is SOPEP and its purpose onboard a ship?

 SOPEP: - Shipboard Oil Pollution Emergency Plan
As per MARPOL Annex 1, Regulation 37: 
Every oil tanker of 150GRT and above and every ship other than oil tanker of 400GRT & above shall carry onboard a SOPEP approved by the administration.
The SOPEP consists of: -
1. The procedure to be followed by Master & other person having charge of the ship to report an Oil Pollution incident.
2. The list of authorities or persons to be contacted in event of Oil Pollution incident.
3. A detailed description of the action to be taken immediately by persons onboard to reduce or control the discharge of oil.
4. The procedures & point of contact on the ship for coordinating ship board action with national & local authorities.

Checks to be done for Purifier over flowing

* Size of gravity disc.
* High throughput.
* Temperature of the oil.
* Operating water level in tank.
* Sealing water is not present in purifier.
* Bowl is not closed properly.
* Seal ring is damaged.
* By mistake if bowl opening water is feeded.
* Increasing the specific gravity of the oil will tend to push the interface outlet and cause overflow from the heavy phase outlet until the equilibrium is restored.

Methods for measuring tappet clearance in an engine

Dial Gauge Method: -
In this method the fuel injector is taken out and from the opening a dial gauge is put inside. Then the turning gear is engaged and the engine turned over. The pointer of the dial gauge will move in one direction and then stop and start in opposite direction. The moment the pointer of the dial gauge stops and changes its direction of movement is the TDC of the unit. This method is not normally used in day-to-day practice, but may be used in the calibration of the flywheel if it is not calibrated, or after some repairs


Camshaft Method: -
The camshaft window of the engine can be opened up and the camshaft inspected. The cam of the engine has a base circle, and acceleration and dwell periods. If the roller of the follower is at the base circle, then the particular valve is closed by spring action. When both the exhaust valve and the inlet valve follower are on the base circle, then the unit is also at TDC. It must be remembered that as a four-stroke engine has two rotations of the crankshaft there is one injection TDC where the injection and the combustion take place. The second time the piston is at TDC is when the exhausting of the flue gases takes place. It is very important to identify the combustion TDC, as tappets have to be adjusted at that point.

Cam Profile


Crankcase Method: -
In this method the crankcase doors are opened up and the piston is visually checked whether is going up or down. This is the surest method, but a bit cumbersome. It should be used when you have a strong doubt about the other methods.

Valve Spring Method: -
This is not an independent method but is used in conjunction with the flywheel method. In this method if the flywheel is indicating two units, you can check the springs of both the units. The unit in which the springs are loose is the one at TDC. The caution is that this method is useful for an engine in use. If you have removed the rocker arms during the overhaul and thereafter you want to use this method then it can cause errors.

What is the effect of less and more tappet clearances in an engine

If tappet clearance is less:
I. Valve will open early & close late
ii. Air induced through inlet valve may leak out. So less air for combustion.
iii. Power will be reduced.
iv. Fuel consumption will increase, engine may become unbalanced, exhaust temp. will be very high.
v. In worst condition, valve may remain open, resulting in loss of compression pressure, burning of exhaust valve, T/C fouling will increase.

If tappet clearance is more:
I. Valve will open late & close early.
ii. Lesser heat energy to T/C, so reduction in scavenge air & hence power.
iii. No proper removal of gases.
iv. Hammering of valve stem-may cause damage to valve stem.

How aft peak tank is sealed from stern tube?

The propeller enters the shaft outside from the ship, acting as its barrier. In case of water-cooled Stern Tube, Gland packing is used to prevent water ingress inside. But incase of Lignum vitae bearing, some water is allowed to go.
In case of Oil cooled Stern tube, the rubber seals fitted with springs are used.

Importance and precautions during fuel oil bunkering ?

1) Sawdust is a great absorbent and hence ample amount of sawdust should be kept in sacks on deck so that if any leakage takes place during the bunkering procedure, it can be easily controlled by putting sawdust on it.
2) Proper means of communication with the use of hand held radio sets or other means should be established between the ships crew and the staff at the bunkering installation to avoid misunderstandings.
3) The scuppers should be closed to make sure that no oil goes overboard.
4) Drips trays should be closed off.
5) The bunkering lines should be properly checked and fuel tank valves should be carefully checked before commencing bunkering.
6) Valves not in operation should be effectively sealed off.
7) A sounding of all the ship tanks should be done before starting the bunkering operation.
8) Sounding equipment should be checked properly before the bunkering starts.
9) A marker to indicate the filling up of a particular tank should be used.
10) Port authorities should be immediately contacted in case of a major oil spill.
11) There should be no damage to the hose and it should be of a sufficient length. The couplings should also be checked for any damage.
12) High level alarms of bunker tanks should be properly checked for their functioning.
13) The SOPEP lockers should be checked whether they have sufficient supplies.
14) Oil absorbing apparatus like oil absorbing pads should be kept at important areas to reduce any oil leaks.
15) Make sure the bunkering plans are agreed upon by all officers onboard the ship.
16) Discuss the procedures to be undertaken in case of an emergency with the supplier.
17) A proper system of signals for communication should be established between the shipboard crew and suppliers.
18) Fire extinguishers and other fire fighting apparatus should be readily available.

Action in case of Purifier room fire

A purifier room is one of the most probable places in the engine room to catch fire. Purifier room fire has been the reason for several major accidents on various ships in the past. In this article we will learn about everything related to purifier room fires. 
As we all know, for a fire to happen, three things are needed and in the purifier room all these things are present. These three things are – fuel oil which is present in abundant (lubricating oil in lube oil separator and fuel oil or diesel oil in fuel oil separator), air for combustion, and a heat source such as extremely hot oil, electrical short circuit etc.
When all these things are present together and lie within the flammable limit, a fire can take place.Therefore, if a spray of oil takes place through a leaking pipe over a hot surface or over an electrical point, a fire can immediately take place.

Prevention of Purifier Fire
The following points are to be followed in order to prevent purifier room fire:
1) All the pipes leading to the separator are to be double sheathed; the reason for this is that if inner pipe leaks, then it will not spray all over the place but instead it will leak into outer pipe.
2) Drip trays should be provided below the purifier or separator, so that in case of oil spill the oil will not flow and spread in the purifier room and contact with any hot material and catch fire.
3) All the pipes with flanges or connections are to be covered with anti spill tapes which can prevent spill from the flanges in case of a leakage.
4) Fire fighting system such as water mist and CO2 system should be installed.
5) Quick closing valves and remote stopping of pumps and purifier should be provided.
6) Fire detection and alarm system are to be provided so that quick action can be taken.
How to fight purifier room fire

A small purifier fire can be easily stopped with the help of small fire extinguisher. In case of a bigger fire, the following steps should be taken:
1) As soon as fire alarm is sounded, call the chief engineer and locate the fire.
2) Close the quick closing valves from which the oil is leaking.
3) Stop the transfer pump.

4) Both transfer and quick closing valves can be closed from remote location like ship control center or from the engine control room. 
5) Stop all the motors and electrical equipments, which can be stopped from emergency stop button outside the purifier room.
6) The fire can be stopped with the help of fire extinguisher.
7) In case of a big fire, close the air supply pump and exhaust from the purifier room.
8 )The fire can be stopped by releasing water mist system if present on the ship.
9) Entry in the purifier room is made putting on the fire fighter suit, along with self contained breathing apparatus (SCBA) and fire hose.
10) The fire can be extinguished with the help of spraying water.
11) In case the fire is still not extinguished then the chief engineer will decide about using the carbon dioxide bottles for fighting fire.
12) When these bottles are to be used, there should not be any person present inside the Purifier space as Co2 can cause suffocation due to displacement of air and the person involved may die.

Safety features in marine air compressor

Every Air compressor on a ship is fitted with several safety features to avoid abnormal and dangerous operational errors of the equipment. If safety, alarms and trips are not present on the air compressor, abnormal operation may lead to breakdown of the compressor and may also injure a person working on or around it.
Relief valve: Fitted after every stage to release excess pressure developed inside it. The setting of the lifting pressure increases after every ascending stage.
Bursting disc: A bursting disc is a copper disc provided at the airside of the compressor. It is a safety disc, which bursts when the pressure exceeds over the pre-determined value.
Fusible plug: Generally located on the discharge side of the compressor, it fuses if the air temperature is higher than the operational temperature. The fusible plug is made up of material, which melts at high temperature.
Lube Oil low-pressure alarm and trip: If the lube oil pressure goes lower than the normal, the alarm is sounded followed by a cut out trip signal to avoid damage to bearings and crank shaft.
Water high temperature trip: If the intercoolers are choked or the flow of water is less, then the air compressor will get over heated. To avoid this situation high water temperature trip is activated which cut offs the compressor.
Water no-flow trip: If the attached pump is not working or the flow of water inside the intercooler is not enough to cool the compressor then moving part inside the compressor will get seized due to overheating. A no flow trip is provided which continuously monitor the flow of water and trips the compressor when there is none.
Motor Overload trip: If the current taken by motor during running or starting is very high then there is a possibility of damage to the motor. An overload trip is thus fitted to avoid such situation.
High Air Temperature Trip

How mud and water removed from ship chain locker ?

The chain moves through the chain pipe and the hawse pipe as the anchor is raised or lowered. The chain pipe connects the chain locker to the deck and the hawse pipe runs from the deck through the hull of the ship. When recovering the anchor, the anchor and chain are washed off with a fire hose to remove mud, marine organisms, and other debris picked up during anchoring. Seawater from the fire hose is directed either through the hawse pipe or directly over the side onto the chain while recovering the anchor. 
The top of the chain pipe has a canvas sleeve to keep water from entering the chain locker through the chain pipe. Under rare circumstances, like heavy weather, rain or green water (seawater that comes over the bow during heavy weather) gets under the chain pipe canvas cover and into the chain locker. A diagram of a typical chain locker is provided in Figure 2. 
Any fluid that accumulates in the chain locker sump is removed by either drainage eductor for discharge directly overboard or by draining the chain locker effluent into the bilge. 
As the fluid in the chain locker sump is being drained for overboard discharge, the locker is sprayed with firemain water to flush out sediment, mud, or silt. An eductor is a pumping device that uses a high velocity jet of seawater from the firemain system to create a suction to remove the accumulated liquids and solids.

Maintenance carried out on a portable fire fighting extinguishers

* Portable fire extinguishers are to be examined by a competent person annually. 

* Each portable fire extinguisher is to be provided with a label indicating that it has been examined and the date of the examination, or the date of next examination. 

* Containers of permanently pressurized portable fire extinguishers and propellant bottles / containers of non-pressurized portable fire extinguishers shall be hydraulically pressure tested as follows: 
a. Powder extinguishers every 10 years 
b. CO2 extinguishers every 10 years 
c. Other extinguishers every 10 years 

What all maintenance are carried out on CO2 fixed fire fighting installations

* CO2 bottles of fixed CO2 fire extinguishing installation shall be hydraulically tested 20 years after the date on which the bottles were put into use, and every 5 years thereafter. 

* The quantity of the medium in the CO2 bottles should be checked once every 4 years. This may be carried out in batches of 25% of the CO2 bottles annually, or 50% of the CO2 bottles biennially or in accordance with the ship’s maintenance so long as every CO2 bottle is checked once every 4 years. 

* All stop valves should be checked monthly to ensure that they are in their proper open or closed position. 

* The installation should be checked monthly for leakage.
* All CO2 bottle connections for cable operating clips should be checked for tightness every 3 months. 

* All control valves should be inspected annually, and internally inspected every 
5 years. 

• Air should be blown through the piping of the installation annually.

Requirements for the storage of CO2 storage room?

Carbon dioxide storage rooms 
The following requirements are applicable only for the storage rooms for fire-extinguishing media of fixed gas fire-extinguishing systems: 

1) The storage room should be used for no other purposes; 
2) If the storage space is located below deck, it should be located no more than one deck below the open deck and should be directly accessible by a stairway or ladder from the open deck; 
3) Spaces which are located below deck or spaces where access from the open deck is not provided, should be fitted with a mechanical ventilation system designed to take exhaust air from the bottom of the space and should be sized to provide at least 6 air changes per hour; and 
4) Access doors should open outwards, and bulkheads and decks including doors and other means of closing any opening therein, which form the boundaries between such rooms and adjacent enclosed spaces, should be gas tight.

What are the main components of a Ship's hull?

The main components are the framing or skeleton to which the platting or skin is attached. The backbone of the skeleton is the keel to which the frames or ribs are connected. Deck beams are fitted between the side frames across or athwart the hull and are fastened to it by brackets. The frames are shaped to the hull lines and the deck beams are given a slight curve or beam round. 

Checks during a Marine Main Engine crankcase inspection

The crankcase inspection is done every month whenever the ship is in port and there is sufficient time for inspection. Thorough inspection is required during this to analyze the condition inside and damage to the bearings.
Before inspection following procedures has to be followed: -
Permission has to be taken before reaching port to make sure that the authority is not having any problem with this. This is called Immobilization permission of the main engine.
After the permission is received the checklist has to be filled.
Safety issues have to be discussed with the people taking part in the inspection.
When the engine is in “stopped” condition, the lubricating oil pump and cross-head oil pump have to be stopped and the breaker taken out so that it doesn’t start on its own or by any other person by mistake.
Proper sign and placards to be displayed regarding men at work.
Since engine crankcase is an enclosed space, an enclosed space checklist is also to be filled.
After stopping the engine and the pumps the crankcase doors have to be opened and sufficient time is to be given to cool and ventilate the space as the temperature inside is very hot and deprived of air.
After the cooling and ventilating the space, the person entering the space should be with proper personnel protective equipments like boiler suit, safety harness, and anti slipping pads for shoes.
Make sure there are no tools, pen etc in your pockets which might drop inside and cause damage to bearing and machinery parts
Before entering, the person has to be detailed as what needs be checked inside. Special attention is also given if technical department specifies any other issue or any major problem found on other ships.

Inside Crankcase Following Checks are to be made: -
1. Check the overall quality of oil whether it is clean or dirty with carbon particles.
2. Check for any distinguished smell, if found, this could be because of bacterial contamination of oil. The smell is generally of rotten eggs.
3. Check for any metal particles near the grating in the crankcase.
4. Check the condition and damage to the gratings.
5. Check the slip marks on the web; they should be in the same line. If slip is found then report is to be made to the company and classification society regarding this.
6. Check for any bluish dark patches, this indicates that hot spots are caused by friction of insufficient lubrication.
7. Check crosshead for any damages.
8. Check crosshead guides for damages and marks.
9. Check the bedplate for any welding cracks etc.
10. Check any metal seen near the bearings coming out due to wiping.
11. Check for piping and any loose connections between them.
12. Check the locking wires and locking washers on bolts of stuffing box.
13. Make any other checks specified by technical department.
14. Before coming out make sure there is nothing left inside.

Difference between a Clarifier and a Purifier and how to change a purifier to clarifier?

The main difference between a clarifier and a purifier is the presence of a dam ring in the latter. In a purifier, the interface or the line of separation between the oil and water is created using a dam ring. The position of the dam ring plays an important role in the generation of interface and thus in the clarifying process. For example, if the diameter of dam ring is large, the interface moves out towards the periphery and as a result some oil is discharged with water from the water outlet. Also, if the diameter is small, the interface formed will be more inwards and water will be discharged with the oil from the oil outlet.
The diameter of holes in the dam rings also plays an important role in the creation of interface and purification process. If the diameter of the holes is more, the interface is formed towards the periphery and oil globules are found with water and sludge. If the diameter is less the oil-water interface moves inwards and water is released with the clean oil discharged.

However, clarifiers do not have a dam ring but have a sealing ring which seals the water outlet. This prevents the impurities and water to remain inside the bowl unless opening the cleansing bowl discharges them automatically or manually. Also, the conical discs in a clarifier usually don’t have feed holes in them but if they do, then a disc without any holes is fitted at the bottom of the stack.
Another difference between a clarifier and purifier is that a purifier needs to be filled completely with water for the generation of a seal that prevents the oil to leave from the water outlet. Whereas a clarifier doesn’t needs to be filled up with water. Purifiers are used for filtering lubricating oil whereas clarifiers are not used for the same unless the oil is completely devoid of water.

Precautions before starting Auxiliary engine after overhaul

* Turn engine through flywheel for checking any restrictions.
*Water tightness to be checked.
* Air to be removed from jacket water outlet line.
* Priming lube oil pump to run before starting the engine.
* Check the lube oil level.
* Check the flow of lube oil.
* Blow through the engine before starting.

What all safety trips are present in Marine Auxiliary Engine ?

The various trips and alarms are mentioned as follows
Alternator bearing low oil level alarm & trip
Alternator bearing high temperature lube oil alarm &trip
Low sump oil level alarm and trip
Lube low oil pressure alarm and trip
Reverse current trip
Over speed trip
Over load trip
High and low frequency trip
Jacket cooling water low-pressure alarm

Latest Notice on e- Pariksha online exam for class 4 marine engineers

In continuation to the NOTICE issued in the month of April 2012 regarding  conduct of on-line examination for MEO Class IV from June 2012, all candidates desirous for appearing for MEO Class IV, Part ‘B’ written examinations are hereby informed that:

A)    Online examinations for MEO Class IV, Part B written examinations have been tentatively scheduled to commence from 6th June 2012 at Mumbai, Kolkata, Chennai, Kochi, Vishakhapatnam and New Delhi Centres.

B)    Candidates opting for New Delhi centres for written examination need to appear for “oral” examination at Mumbai.

C)    Videos demonstrating a) filling of online examination application form, b) taking of online examination; are displayed on DGS Website www.dgshipping.com along with answers to some frequently asked questions regarding online examination.

D)   Candidates can apply online for MEO CL IV June 2012 examination from 7th May 2012 till 20th May 2012 from anywhere without visiting any MMD examination centre. Link for online examination application will be displayed on DGS website on 7th May 2012

E)    Candidates will be sent an e mail asking them to come to concerned MMD examination centres for verification of their original documents on appointed dates on first come first served basis.

F)     On satisfactory verification of documents and payment of fees candidates can book date and time slot of examination.

G)   Admit card can be printed on line indicating date, time slot and venue of examination.

H)   On the appointed date the candidate reports to designated examination centre one hour in advance of dedicated time slot for taking examination with their passport and CDC.

I)       These examinations are based on multiple choice questions, fill up the blanks, match the columns, etc.

J)      The examinations will be held in “six working days” starting first Wednesday of every month except Tuesdays, Saturdays and Sundays.

K)   These examinations will be conducted in the test centres of APTECH through the epariksha system of the Directorate. The address of the APTECH where the candidates will have to take the examination will be communicated to the candidate’s e-mail address on their successful assessment and finding them eligible for the examination.

L)    The timing for the regular slots on each day of the examination to be conducted at the centres of APTECH will be from 0930-1130, 1230-1430 and 1530-1730 hrs. There will also be a slot from 1800-2000 hrs available on the same day of examination to accommodate only those candidates who fail to take examination due to malfunctioning of the system.

M)  Candidates who are repeaters for the MEO Class IV, Part ‘B’ Examination also need to take on-line examination through epariksha system of the Directorate. They need to register into the system and fill in the ‘Historic Data’ which includes details of previous attempts and results. However, the repeaters do not have to pay any assessment fees if it has been paid before. Further, the repeaters original document verification will not be verified again, unless required for specific reasons

N)   The existing procedure being followed at MMD’s will continue for slot booking for all those candidates who are only appearing for “oral” examinations for MEO Class IV, Part B examinations.

E Pariksha demo for class 4 engineering - Multiple choice questions

The DG Shipping of India has published the demo video of the the latest online e-pariksha programme for the class 4 engineering in the Indian MMD system. The video shows that the question paper includes multiple choice questions, fills in the blanks and true or false.

All the candidates can check the demo video released by the MMD on the format of the new online e pariksha system. We have to wait and see whether this new system will help the candidates or put more burden on them.  But the greatest advantage is that candidates dont have to wait for the result. They can know the result of the exam soon after the exam.

Guys, comment your opinion on the latest e pariksha system. Whether it will help the candidates or the other way around? Discuss

To check the demo video, Click Here