Class 1 - 2 EK General

ENGINEERING KNOWLEDGE
GENERAL
VINOTH VIJAYAKUMAR
ENGINEERING KNOWLEDGE GENERAL
CONTENTS
Chapter Page No.

Steering Gear 03-26
Pump 27-42
Heat Exchanger 43-62
FWG 63-67
Refrigeration 68-84
Shafting 84-97
OWS and STP 98-117
Fire and Safety 118-143
Maritime Law 144-157
Life Boat 158-161
Materials 161-170
Dry docking 171-179
Propeller 180-184
Classification Society and Survey 184-196
Rudder 196-202
Controls 203-217
AC Motor 218-233
AC Generator 233-244
MISC 244-248
VINOTH VIJAYAKUMAR Page 2

STEERING GEAR
1. With reference to steering gears:
I. Sketch a constant speed unidirectional, fixed stroke radial type rotary positive
displacement pump for hydraulic applications.(4)
II. Explain how it meets an infinitely variable demand in both directions.(4)
III. Give one important advantage it possesses over its variable stroke counterpart.(2)
Answer
II) The constant speed hele-shaw pump delivery can be controlled by a simple push/ pull
rod attached to the floating ring of the pump without stopping the pump the output can be
varied from zero to maximum in either direction.

Operation:
If the floating ring is moved to left, the piston will move on suction stroke in the lower
half and discharge stroke on the upper half.
If the floating ring is moved to right, the piston will move on suction stroke in the upper
half and discharge stroke on the lower half.
Thus by moving the position of floating ring relative to the centre line of the pump, the
direction of flow can be reversed without changing the direction of rotation of the pump.
Thus variable demand in both directions can be achieved by hele-shaw pump.
III) In hele-shaw pump the buildup in fluid pressure taking place, without shock loading
of pipe lines for supplying fluid to the main steering unit.
The pump usually provide with an odd number of cylinders, which produces more even
hydraulic flow and a better balanced pump.
I. Sketch a constant speed unidirectional, variable stroke axial type, rotary positive
pump for hydraulic power applications.
II. Explain how it meets an infinitely variable demand in both directions.
III. Give one important advantage it possesses over its radial stroke counterpart
Answer:
II) In a swash plate type pump, tilting of the swash plate causes the piston to move in and out
axially, for each revolution of the motor. The length of the stroke depends on the tilting
angle.
When tilting angle is zero, there is no pumping action, piston stroke also becomes
zero. When tilting angle is reversed on either right to left or left to right, the pumping
direction changes, as suction port becomes discharge port and vise-versa.
When tilting angle is maximum (18~190 both side) the pumping rate is maximum.

Thus variable demand in both directions can be achieved for swash plate pump, by
changing the tilting angle of the swash plate.
III) The piston of the swash plate type pump has a centre of gravity close to the centre of
rotation, compare to the radial piston type pump (Hele-shaw pump).
As a result, relatively small centrifugal forces will produce and therefore swash plate
pump can be run at much higher speed with smaller size, while doing the same work as the
heleshaw pump.
I. Draw a line diagram of the hydraulic system for a ram steering gear, labeling the
principal items.
II. Describe how the cushioning and relief arrangements function
III. State with reasons how piston and cylinder wear in the pump effect the action of the
steering gear.
Answer:
II) Cushioning arrangement:
In bad weather the shock loading on rudder is transmitted to the vane through the
rudder stock and tiller. Then the sudden increase in oil pressure in one cylinder is relieved
through a shock relief valve to other cylinder. Therefore allowing the rudder to yield without
any damage to the steering gear.
Each cylinder is provided with a shock relief valve and the operating pressure of the
Shock relief valve is 15 ~ 20% More than the Normal Working Pressure. Shock Relief Valve
can handle less Volume of Oil.
Relief Arrangement:-
# By Pass valve:
Each Pair of cylinder is provided with a Double Acting By-Pass Valve, Which acts as
a by-Pass Valve in open Position and acts as an isolating valve in closed position. This by-
Pass Valve can handle larger Volume of Oil.
# Line Relief Valve:-
The Line Relief Value takes care of only Excessive Pressure in the line caused by
over running of the pump or sudden shut off of line isolating valve. Line Relief valve is
situated in the valve block of the hydraulic pump and communicates between two main
hydraulic lines. The Opening pressure of line relief valve is usually 40-50% more than the
Working Pressure of the System.
III) Effects of piston and cylinder liner wear in the pump are as follows:
Sluggish action/operation the system:
Due to wear of piston and liner, leakage of oil will take place during pressure build up
stroke of the piston. So, the pump will take long time to build up pressure for required torque
for turning the rudder & thus the steering operation become sluggish.
1. Hunting:

As the pump could not provide effective hydraulic locking, so the position of the rudder will
be easily changed from the required position by the wave action. For this reason hunting will
be observed in the steering operation.
2. Air Lock:
If the pump remains stopped for a long time, then the oil will be drain off due to leakage
and at the next starting time air lock problem may occur.
4. With reference to ram steering gear, explain:
I. The Purpose of the Rapson slide.(4)

II. Why the minimum Number of rams is two.(1)
III. How a four-ram gear can be operated on two rams only.(2)
IV. What precautions are to be observed under conditions in(III)? (3)
Answer
Purpose of the rapson slide:
1. To covert the linear Motion of the Ram to a Angular Motion of the tiller.
2. To Provide a Cross-head Arrangement used in Ram type Steering gear.
3. To Provide Mechanical Advantage (Friction loss) for pinned Actuator which increases
with the angle of turn and is 1.53 at 36o. In Case if rotary vane type Mechanical
Advantage is unity for all angles.
When tiller radius is 0o.
Torque = Force x Distance
= Pa (Ram Force) x r (Tiller Radius)
= Par

II. the Minimum Number of ram is two, because:
1. One piston will not be able to produce enough torque.

2. Difference in area due to piston rod will produce unequal fore.
3. With Symmetrical loading good turning Movement will not be achieved.
4. Gland will not be able to withstand against high pressure.
III. The Four Ram Gear can be operated on two Ram only by the following Procedure:
1. Close the isolating valve of one Pair Cylinder required to isolate.

2. Open the by-pass Valve in between two isolating Cylinder.
3. Thus one Pair Cylinder Can be isolated and another Pair Can Continue the Steering
Operating with 50% torque without any obstruction.
V. The Precautions are to be observed when four-Ram gear is operating on two Rams
are as follows:

1. Only one Pump should be used at all times. Because if two pumps run and supply oil
to the two cylinders at a time, it may generate overload and damage to the gear.
2. Ship’s Speed Should be reduced up to 70% of the Normal Condition if large angles
are expected. i.e., in case of heavy weather on ship changing course.
3. Monitor steering gear operating closely.
4. Inform bridge about the limitation of steering gear.
5. Locking Arrangement of all valves which have been handled should be checked.
5. With reference to hydraulic Steering gears Explain Why:
I. Relief Valves are provided as well as shock valves.

II. The Pump is of Constant Speed, Variable Stroke.
III. The Ram glands are fitted with soft Mounded Packing.
Answer
I) In bad weather the shock loading on rudder is transmitted to the vane through the
Relief Arrangement:-
# By Pass valve:
Each Pair of cylinder is provided with a Double Acting By-Pass Valve, Which acts as
a by-Pass Valve in open Position and acts as an isolating valve in closed position. This by-
Pass Valve can handle larger Volume of Oil.
# Line Relief Valve:-
The Line Relief Value takes care of only Excessive Pressure in the line caused by
over running of the pump or sudden shut off of line isolating valve. Line Relief valve is
situated in the valve block of the hydraulic pump and communicates between two main
hydraulic lines. The Opening pressure of line relief valve is usually 40-50% more than the
Working Pressure of the System.
II).The Pump is of Constant Speed, Variable Stroke. Because:
1. Higher Output Pressure (0~300 bar) with higher rate of change in demand.
2. Quick and accurate response with pressure demand
3. Quick and step less reversal of pumping action over the full pressure range.
4. Less prone to wear and tear as pumps run continuously.
5. Provision for motor reversing and speed control is not required.
6. Compact and cost saving.
III. The Rams are made to be sliding fit in the Cylinder. So, the Clearance between the Ram
and the Cylinder is very small and thus the tendency of oil leakage through the gland is vey
less. The purpose of gland packing is not only to prevent the oil leakage, but to prevent
ingress of dust and air during low pressure performance. And the soft Mounded Packing can
fulfill all above Requirements, without inducing restriction to Ram Movement, Which causes
power loss to overcome friction.
6. With Reference to steering gears:
I. Sketch a hunting gear as fitted to a hydraulic steering gear labeling the principal
items.(4)
II. Explain the Purpose of the hunting gear. (3)
III. State how worn Pins in the hunting gear affect steering gear operation.
Answer:
III) The effects of worn pins in the hunting gear are as follows:-
1. Sluggish Response to Steering gear operation.

2. Rudder will tend to hunt at the desired angle.
3. Actual Position of rudder is very difficult to get because of too much play in the
linkage.

II) Purpose of Hunting Gear:-
1. To provide a feedback mechanism to the steering gear system.

2. To reposition the floating Lever of the Hydraulic Pump as tiller Moves to the Desired
Position.

R = Receiver Transmitting Point P = Pump Controlling Point T = Tiller Arm feedback Point
The Sequence of Operation is as Follows.
1. Wheel midship, Receiver midship, pump Control Zero and tiller feedback Zero.
2. Wheel Turned to Starboard, Receiver Point R to R’, Pump Control P to P’, Pivoting
about T. Pumping starts, Ram Moves Left, turns the rudder to starboard direction.
3. Rudder turns, tiller feedback pushes T to T’ Pump Control Zero, Pumping stops,
Rudder stops for starboard position.
4. Wheel brought to midship, Receiver midship point pump Control Moves to P”,
Pivoting about T’ Pumping Stats Ram Move to right , Turns rudder to port.
5. Tiller feedback pushed T’ to T Pump Control Zero Pumping Stops, rudder at midship
7. With Reference to steering gears:
I. Sketch a Rotary Vane Steering gear. (5/3/4)

II. Describe how it operates.(3/3/4)
III. Give one Advantage and one Disadvantage it Possesses Compared to the ram
Type.(2)
IV. Show how it is protected against Shock.(2)
V. Give one reason why More than Six Chambers Are rarely used.(2)
VI. State how the vanes and chambers are Sealed.(2)
Answer
III) Advantage:-
1. Compact and Space Saving.

2. Simple design and effective (according to the requirements).
3. Smaller Size and light weight compare to Ram Type.
4. Large Turning Angle Can be Achieved.
Disadvantage:
1. Limitations on Working Pressure due to sealic difficulties. It is Normally designed

for a pressure of 90 bar, Which is about half of the ram Type.
2. Not Suitable where higher turning torque is required.

II Operation:
1. With No.1 Pump running when there is no signal from Wheel house, Pump will take
suction from the tank and oil will return back to the tank through the pressure relief
valve.
2. When the Wheel House gives any Movement of the helm (Port or Starboard) the
solenoid valve will actuate accordingly.
3. Now Oil will Pass through the orifice, Solenoid V/V Adjustable orifice and finally
activate the directional Valve.
4. So, the oil will Pressurize (about 80 bar) from the main pump, will pass through the
directional V/V and activate the both pressure activated check V/V to enter into the
actuating system.
5. Now the vane will rotate accordingly to the Signal given and turn the rudder to the
desired angle.
6. When the rudder angel is achieved, the rudder angle repeater sends signal to wheel
house and wheel house gives Signal to the solenoid V/V to reenergize and return back
to its neutral position.
7. Thus the rudder is hydraulically locked to its new position.
IV In bad weather the shock loading on rudder is transmitted to the vane through the
V. More than Six Chambers are rarely used in rotary vane steering gear, because:-
1. When Number of Chamber increased, the rudder turning angle will reduced.
a.
For Three vanes it is 700.
b.
For Two vanes it is more than 700.
2. The vanes become thinner and weaker.
3. Possibility of Seal Lost with high Pressure.

VI) The Sealing between the chambers
1. The Sealing between the chambers is achieved by synthetic rubber backed steel
sealing strips at the sliding vane tips
2. Rotor and stator space is sealed at the top and bottom by a stuffing box and gland,
using a Pre-formed lip type packing. The gland being shimmed to ensure an even
tightening down.
8. I. Compare the difference between a ‘Follow-up’ and a ‘Non Follow-up’ Steering gear
system.
II. Explain the Working of a non follow-up system. Which uses a fixed delivery pump,
with the help of a simple labeled line diagram?
Answer
I. Follow-up System:-
1. In this System when the helmsman in the bridge operates the Steering gear, the
Movement of the rudder follows the Movement of the steering gear controller.
2. When the desired angle is reached, the hunting gear neutralizes the pump action.
Non Follow-up System;-
In This System, the steering gear Pump will run and rudder will continue to turn,
while the steering wheel or other controller is mode from its neutral position. The rudder
Movement is stopped only when the steering control is returned to the neutral position. In this
system hunting gear action is not used.
II) Working Procedure of non follow-up System:-
4 ram steering drawing
1. The Solenoid Operated Pilot Valve Operates by the Lever according to the direction
of Movement required.
2. Now the main Control Valve Will Operate by the control Oil pressure comes through
the silence Operated Pilot Valve.

3. When the lever is released, it springs back to the neutral position and de energized the
pump delivery due to spring force.
4. Control Valve will move to a Position Where it by pass the pump delivery due to
spring force.
5. Control Valve also hydraulically locks the rudder by sealing of the pipe to the main
Cylinder.
6. In this System there is no telemotor, transmitter & receiver.
9. 1. Explain the single failure concept as applied to Steering gear Systems for
Tankers over 100000 dwt.
2. Under Emergency steering conditions state the requirements for:
a). Rudder Actuation. b). Electrical Power.
Answer
Single Failure Concept:-
I. According to SOLAS Regulation:-
At least two identical Power actuating System with 50% Torque. Or two independent
and separate Power actuating systems with 100% Torque which are Capable of turning the
rudder from 350 on one side to 300 on the other side in normal operation within 28 seconds
should be available on board.
Two ideal layouts which could satisfy requirement are as follows:
1. In the two identical Power actuating systems and inter-connection of hydraulic power.
Actuating system is provided, so that in case of oil loss in one system, the another
System can continue to operate by isolating the affected system automatically.
2. In the two independent and separate power actuating system, the faulty System will
stop automatically and another system will continue steering operating without any
interruption. In this system, there is no inter-connection between the two independent
power actuating system.
II Under emergency steering conditions the requirements for steering gear according to
SOLAS Regulation are:-
a). Rudder Actuation:
1. The Main Steering shall be capable of turning the rudder from 350 on one side to 300
on the other side, with the ship at its deepest sea-going draft and running ached at
maximum speed within 28 seconds.
2. The Auxiliary steering shall be capable of turning the rudder form 150on side to 150
on the other side, with the ship at its deepest sea-going draft and running ahead at one
half of the maximum speed or 7 knots whichever is greater, within 60 seconds.
b). Electrical Power:-
An alternative source of electric power shall be provided to the steering gear unit within 45
seconds and shall have a capacity for at least 30 minutes of continuous operation
10. 1. State the ‘Single Failure Requirement’ in SOLAS Regulations for steering gears.
2. Explain briefly-the two ideal layouts that could be used to satisfy this requirement.
Answer
I. Same as Ques-9 (II)
II. Same as ques-9 (I)
11. Suggest with reasons the most likely causes of the trouble if temperature of the Oil in a
Steering gear System rises to a pronounced degree under the following simultaneous
Prevailing conditions: (10)
1. Pumps running at correct speed

2. Shock and relief Valves tightly shut
3. Ammeter reading Normal
4. No air in system.
Answer
1. From all the given Prevailing condition it can be seen that, the pump-unit is in good
working condition. The steering gear System is air tight and there is no leakage
anywhere external or internal.

2. The Pronounced rise in temperature in the system is due to the hele-shaw pump of
Old design, Which is not fitted with gear pump for Oil circulation or failure of gear
pump if fitted or any obstruction in the circulation system.
3. If the rudder is in mid position for a long time and system Oil remain stagnant then
the hele-shaw pump will run continuously in neutral position and Oil will be churned
within the cylinder in the pump casing.
4. It will generate a great amount of heat in the Oil. Due to conduction heat will transfer
to the rest of the system to rise to a pronounced degree.
5. Because of heat generation within a pump in neutral position for a long time, it would
be advisable to move the telemotor system and actuating the steering system in either
position at regular interval.
12. Suggest with reasons which one or combination of the following courses of action is
likely to be most appropriate upon failure of a pipe connection to a cylinder in a four ram
hydraulic steering gear:
1. Change Over Power Pumps

2. Isolate faulty pair of cylinders and continue to operate on remaining pair.
3. Stops ship and repair connection
4. Keep Leeway on ship with engines, isolate all cylinders, repair connection.
Answer
1. In a four ram hydraulic steering gear system a standby Power pump is provided to supply
all four cylinders with isolating and by-pass valve arrangement.
Any one pump would be able to operate all four cylinders at normal steering operation. Extra
pump can be run in parallel with the existing pump when increased responses and extra
power is needed for steering the vessel during maneuvering.
Thus, Changing over power pump has no relation with existing problem
2. Isolate faulty pair of cylinder and continue to operate on remaining pair at reduced speed
is more appropriate. Because after isolation, the faulty pipe line can be blanked off to stop Oil
leakage or faulty pair of cylinder can be bypassed or drained off oil.
Besides this, some precautions to be taken

 Only one pump should be used at all times, because if two pumps run and supply Oil
to the two cylinders at a time, it may generate Overload and damage to the gear.
 Ship’s speed should be reduced up to 70 of the normal condition if large angles are
expected. i.e., in case of heavy weather or ship changing course.
 Monitor steering gear Operation closely.
 Locking Arrangement of all valves which have been handled should be checked.
 Inform bridge about the limitation of steering gear.
3. Stopping ship is not advisable and is extremely dangerous in rough sea condition,
because the ship may loss its stability. But ship stopping action can be taken when
the ship is in a calm sea condition on a sheltered water, to repair the leakage of pipe
connections.
4. Lee way on ship with engines will prevent the rudder being hit by the waves.
Maintaining lee way will result in least water action on rudder, ship’s stability and ship
will not pushed off-course too much.
This action depends on the availability spare, condition of the damaged part and
overall sea condition.
13. Explain why the following breakage in electro hydraulic steering gears demands
immediate attention:
1. Pipe connections in hydraulic power system (3)

2. Shock/by-pass Valves (4)
3. Hydraulic Power Pump Glands. 3)
Pipe connection in telemotor System:
 Slow and sluggish response of rudder.

 Excessive wheel Movement required before gear moves to desired position.
 Rudder cannot hold helm angle as pressure cannot be sustained in the telemotor
system due to leakage.
 If Leakage is severe, telemotor can be failed completely to put pump on stroke.
 Air will ingress in the system due to pressure drop which will cause further problem.
Pipe Connection in Power System:

 Slow and Sluggish action of rudder as building up pressure will take long time due to
leakage.
 Hunting will occur due to Loss of Pressure in one side and resulting rudder will
Move from desired Position.
 Oil Leakage Can be severe as the system is always under Pressure.
II. Shock/by-pass Valves:
 Slow and Sluggish movement of the rudder as it will take longer time to build up
Pressure due build up pressure due to leakage.
 Pressure cannot be sustained in the cylinder due to leakage and resulting rudder will
move from desired position easily, by the Sea condition. Thus causing hunting.
 In case of isolation of other pair cylinder, the Shock/by-pass valve cannot operate
smoothly.
III. Hydraulic Power Pump Glands:
Hydraulic Power Pump glands leakage will cause:
 Oil loss due to leakage and it can be severe as it is high pressure pump.
 Ingress of air in the system which will cause
 Rudder erratic as it will not execute the order in correct time.
 Sluggish Operation of the steering gear.
 Jerky operation of steering gear.
 If air lock in the pump arises, failure of steering operation will occur.
Out of Question Bank
1. What is the Purpose of shock bypass valve?
 If the rudder gets any angle by any external force, there will be a excessive pressure in
the line, which will be relieved by shock by-pass valve.
 If the main hydraulic pump build up excessive pressure while running, that will be
relieved by shock by-pass valve.
 If any reason hydraulic pressure in one line increases, shock by-pass V/V will come in
action to release it.

2. Explain why the gear or screw pump are not used for steering gear system?
The Reasons are-
 To meet an infinitely variable demand in both direction, it will require variable speed
Motor of reversible type to change direction of flow discharged.
 Its shock absorbing capacity is less as compare to piston type rotary pump.
 Steering gear normally operates at pressure about 300 bars. To build up same
pressure, the size of gear or screw pump required will be larger, which will be cost
ineffective and occupy more space.
 During idle condition, they will continue to pump oil, which will again impose
difficult, to divert discharged flow to suction side or back to storage or sump tank.
 Starting current will be high, causing of voltage dip.
3. Describe the single failure sequence for four ram type steering gear? Or
How a four ram gear can be operated on two rams only.
If the loss of oil occurs, with No.1 pump running and both isolating valve in operation
with 100% torque and No.2 pump stopped, the following sequence will take place.
 No.1 Oil tank will give an audible and visual alarm to bridge and E/R due to low level
of tank.
 No.1 isolating V/V will be energized and hydraulic system associated with No.2
pump will be isolated and No.1 pump will continue operating with 50% torque.
 If leakage in the No.1 System, then low Oil level alarm will come.
 Then No.1 isolating V/V will be de-energized and No.1 pump will stopped.
 At the same time No.2 isolating V/V will energize and No.2 pump will start
automatically.
 Now steering will continue with No.2 Pump with 50% torque (No.1 and No.2
Cylinder) in operator and hydraulic system associated with No.1 pump will isolated.
4. Why Hydraulic system preferred to electrical system?
Advantages of hydraulic system are as follows:-
1. Reliable

2. Less Maintenance
3. Less Complex
4. Hydraulic Lock, auto lock achieved
5. No gear, No wear
6. No electrical risk
7. Less Power, more efficient, small motor
8. Less running cost
9. Compensate shock loading
5. Why Hydraulic lock is vastly superior to a mechanical lock?
1. No maintenance
2. Confirmed lock
3. No wear and tear
4. Greater Power
5. Small Power required operating valve
6. Shock loading can be compensated by shock by-pass valve
7. No temperature generation due to brake engagement
8. No risk of friction, spark and fire
9. Low maintenance cost
10. Easily adjustable
6. What are the possible causes of sluggish operation/Movement of steering gear? or
What is the possible reason for rudder taking longer time than required to archive a
certain angle? Give some possible remedial action.
The reasons for sluggish operation are-
Hydraulic system:
1.Filter dirty
2.Relief V/V or by pas V/V Leak
3.Ram gland leak
4.Air in the system
5.Oil level low

6.Vane seal leaky
7.Oil temperature high
Pump Problem:
1.Air Lock
2.Single Phasing
3.Piston/cylinder wear
4.Oil temperature high
Mechanical Problem:
1.Rudder seized/jammed
2.Water ingress in rudder due to crack
3.Rudder damage
4.Pintle bearing damage
5.Rudder Carrier bearing damage
Control feedback:
1.Linkage loose/slack link/loose nut

2.Spring of feedback system failure
3.Controller not tuned properly/faulty settings
4.Pin worn out
Remedy:
1.Maintain Oil temperature

2.Rectify system leaks
3.Maintain Oil level at tank
4.System should isolate automatically in case of big leakage.
5.Periodic pump maintenance by specialist at dry dock or suitable opportunity.
7. What is the cause of erratic rudder? What actions you should take?
Answer:
An erratic rudder is one which may or may not execute the order in correct time.

Action:
 Go to steering flat, set communication between bridge and steering flat.

 Check the Movement, steering on remote control.
 If erratic, change over pump and check again.
 If not satisfactory, change over to pump emergency and check again.
 If satisfactory, the problem is with telemotor system.
Causes:
1. Loose connecting linkage.

2. Solenoid for valve block not working properly.
3. Telemotor pump not working properly.
4. Electrical contact face problem.
Action:
1. Keep running on emergency steering and advice master to safe Place for repairing.
2. If emergency steering also acting erratic, then problem lies on.
a. Valves
b. Pump or
c. Hydraulic system
8. How 4-ram can be operated with 2-ram? Or Describe the operation of 4-ram steering
gear.
Answer:
The System is with No-1 pump running.
1. During idle running there is no pumping stroke.

2. When the torque motor senses any signal from bridge, then the proportional control
valve (a) will be operated according to the direction given by the bridge and pump
will put into stroke.
3. After 10~20 sec of starting, the unloading device (b) will be activated and pilot oil
press. (10~20 bar) from servo pump will operates the directional valve (c).

4. Now pressurized Oil (about 200 bars) from main pump will go to the rams through
isolating valve (d) and turn the rudder. (At the drawing showing No.2 & 3 cyl. Under
suction and No.1&4 cyl. Under delivery).
5. When desired angle achieved by the rudder, the rudder angle transmitter will give a
signal to bridge and bridge will give a signal to torque motor to neutral position and
hence the main pump will return to zero stroke and running idle.
9. What is the single failure protection/sequence for a rotary vane type steering gear?
Answer:
The System running with No.1 pump running and No.2 pump stop.
1. The Oil level in No.1 tk, drops.

2. Result audible and visual alarm.
3. The pressure will drop which will de-activate the pressure check valve.
4. Also No.1 solenoid valve will de-energize, so that No.1 pump will stop.
5. At the same time No.2 Pump will start automatically, energized solenoid valve No.2
and activate the pressure check valve.

PUMPS
1.a) Sketch a direct acting steam driven reciprocating pump
b) Give reasons why it still finds acceptance for certain duties
c) Define these duties
b) This pump still finds acceptance for certain duties because:-
 Steam use to drive direct acting pump.

 This unit affected negligibly by corrosion, since they have no bearing housing, oil
reservoir and crank case.
 They require no electricity to drive. So the direct acting pump is inherently explosion
proof.

 Easy maintenance.
 Low speed.
 Long life
 Direct acting pump operating at low speed. Can be used for abrasive slurry services.
 Pump does not require priming pump.
c)
 Force from drive end is directly transmitted to the liquid end.

 Liquid end is the portion of the pump which takes suction and discharges according to
pump strokes.
 Drive end provides driving force to liquid end
 Drive end is the portion of the pump that contains driving cylinder, piston and piston
rings, control valve.
2.a) Sketch an independently driven main lubricating pump, or. sketch a pump other than one
of the reciprocating or centrifugal type.
b) Explain how it operates.
c) State with reasons the duty for which it is most suited.
Answer:

b). Two Separate gears are meshed with each other. They rotate in opposite direction. These
gears rotate inside the casing with very fine clearance. Relief valve is also fitted to the
discharge line. As the gears rotate, they through liquid between the teeth on the suction side
and flows between teeth’s and casing and are carried to discharge side.
c) 1.Gear pump is suitable for handling viscous liquid. The is because, slippage increases
with decreases in viscosity and thus the efficiency will drop. Viscous liquids also help in
lubricating gears. It is used for lube oil and fuel oil pumps.
2. Also used where negative suction head available. Because, it can take care of small
amount of air at suction side. They give a steady flow of liquid during ship rolling and
pitching.
3. With reference to self priming centrifugal pumps:
I. Sketch a liquid ring priming pump

II. Explain how the priming pump in (1) operates
III. Explain why priming pumps are not fitted to all centrifugal pumps.
Answer:

II) The rotor revolves in a special variable speed chamber, which is supplied with fresh
water from a reservoir in an air pump casing. Due to elliptical shape of casing, Liquid is
made to flow from and towards the rotor centre during each revolution. This causes suction
and discharge effect in space between rotor vanes. As the rotor vane passes the suction port,
air is drawn in and trapped between the water ring and shaft. This slug of air is carried
around and delivered to the discharge port.
III) Priming pump is fitted to only those centrifugal pumps, where suction head is negative
or suction lift is high.
In most cases, on ship centrifugal pump has positive suction head that is the impeller
eye is always flooded with water. That pump does not require priming pump.
4. With reference to priming systems:
a) Draw a line diagram of a central priming system, labeling the principal components
and showing the direction of flow in all lines.
b) Describe how each pump is primed upon starting or loss of suction
c) State what advantages this system has over individual priming facilities
d) Give one disadvantage of this system
Answers
b) A central priming system arranged to give automatic priming for pumps. The system can
be used for as many pumps of the centrifugal type. That could be used in an engine room.
Water ring exhausters maintain a vacuum condition between pre set limit in the vacuum tank.
Opening the priming cock or screw down non-return valve for a pump causes priming to take
place. To prevent water entering in the vacuum tank after priming, float operated air release
valves will automatically close.
c) The Advantages of the system are:
 Total power saving, since each pump does not have its own exhauster or priming unit.
 Capital cost reduced.
 Automatic takes care of any minor leaks that may be present in the suction side of a
centrifugal pump.

 Simplified maintenance.
 Very effective.
 Easy to operate.
d). the disadvantage is:-
If one system fails, it will affect the other system.
5. With reference to an electrically driven centrifugal sea water pump:
I. Give four reasons why the output may full off.

II. State Causes for pump vibration.

III. Describe a test to prove the pump capacity.
Answer:
I) Reasons for pump output fall off:-
 Restriction on suction line (eg: strainer choked).

 Excessive loose/worn out gland packing causing air ingress through casing and water
leakage.
 Excessive clearance between pump casing and impeller due to wear down.
 Excessive back pressure.
 Wear down of wear ring.
 Impeller heavily fouled.
 Pump speed reduced due to mechanical or electrical problem.
II) Causes of pump vibration:
 Worn out line bearing.

 Worn out pump shaft bearing.
 Bearing and bearing bush damage – motor side.
 Impeller imbalanced.
 Worn out shaft sleeve.
 Misalignment of pump and motor shaft.
 Motor and shaft coupling bolt damage.
 Impeller nut loose, so impeller touching the pump body.
 Cavitations.
 Foundation bolt loose.

 First check the tank sounding and log down it.
 The flow rate of a steady flow can be determined by the volume on mass of liquid
transferred and collected at a discharge tank at a known interval.
 Thus by determining the flow rate and the head added by pump, we can compare the
curve with makers test record and prove capacity.
1. With reference to the pump:
a) What is the function of volute casing?

b) Describe the cavitations and its effect on pump performance?
c) State the effect of negative suction head and suction temp.
d) sketch a suitable priming pump.
e) How cavitations may occur in discharge line, remote from pump.
Answer
a. Function of volute casing:

 Volute casing converts kinetic energy into pressure energy.
 It accommodates the gradual increase in quantity of fluid that builds up at the
discharge from the circumference of the impeller.
b. Cavitations and its effect:
Low pressure region occurs in the flow at points where high local velocity exists. If
vaporization occurs, due to these low pressure areas then bubble will be created. These
bubbles expand as they move with the flow and collapse when reaches in high Pressure area.
Such bubbles creation and collapse process is very rapid process. If collapse of bubbles is
happened near a surface, then it can generate very high pressure hammer blow. And due to
hammer blow there will be pitting noise, vibration and as well as fall off pump capacity.
This phenomenon is known as cavitations, cavitations causes’ loss of suction and erratic
operation of pump.
c. Effect of negative suction head:
If negative suction head is excessive, then cavitations will occur. It will cause wear down of
pump, gland over heat and shaft wear down.
Effect of suction temperature:
If fluid suction temperature is close to the fluid boiling temperature, then cavitations will
occur. It may also cause vapors lock.
d. Same as Ques. 3 (1).
e. If pumping is restricted on the discharge side, there is a probability of discharge line

cavitation. Even if the valve are not functioning properly on discharge line, it may also
cause discharge line cavitations.
2. a. Sketch M/E LO system.
b. Name a suitable pump for this application and its advantages.
Answers:
b) Positive displacement pump are widely used in L.O. Systems for their self priming ability
but when capacity of flow required is higher, especially in case of modern large slow-speed
engine, then centrifugal pumps are used. This pump can be driven directly by high speed
A.C. Motor without capacity restriction.
Centrifugal pump for this purpose, has extended spindles, in such a way that its
impeller located at the bottom of oil tank. Thus H/O characteristics of the pump can be used
without their priming disadvantages.
When engine is running, oil become hot and system resistance is low, then centrifugal
pump supplied more quantity of oil. In practice, a positive displacement pump

quantity changes, but very little. Especially suitable for large slow speed engines at
maneuvering rpm, when large amount of LO is required.
Advantages:
 This pump can be driven directly by high speed A.C. Motor without capacity
restriction.
 As Oil temperature increases, flow rate in centrifugal pump increases.
When Oil temperature increases, pressure drop in this pump is lesser than positive
displacement pump.

3. With reference to direct acting reciprocating pump:
a. Explain with a aid of sketch, the operating of a double acting reciprocating pump.
b. State the safety device, which must be fitted to this pump and their purpose.
a).
Operation:
1. When a pump makes two suction strokes and two discharge stroke in a cycle, is called
double acting pump.
2. According to fig., when the piston moves to right, the suction valve on the left lower
corner opens (due to low pressure) and discharge valve on the left upper corner close,
to allow liquid to fill the cylinder.
3. The fluid on the right side of piston, build up sufficient pressure to open the right side
upper corner discharge valve and to shut the right side lower corner suction valve.
4. When the piston returns to the left the reverse happen.
5. Thus liquid pumped from suction side to discharge.
b). Purpose of safety device:
Relief Valve: Most positive displacement pumps are fitted with a relief valve in discharge
line to prevent excessive pressure inside the casing. In some cases relief valve by passes
fluid, goes back to suction side. This will rise the pump temp. To avoid this, in some cases,
the relief valve is arranged in such a way that, if necessary discharging can be supplied to a
supply tank.
Pulsation dampers (Accumulators): Due to unsteady flow, reciprocating pump creates
pressure pulsation, which causes very severe vibration to the pipes and reduce the life of
material. To avoid this, accumulators are used in this pump. Accumulator stores some
pressure energy, during high pressure stroke and releases, this pressure during low pressure
stroke. Accumulator is basically a container that filled with air, air bag or spring loaded
device thus sharp drop of pressure is avoided.
4.a) Sketch a cross section of a centrifugal pump.
b) State the use of line bearing.
c).State the materials and properties of the line bearing.
Answer
b) Use of line bearing:
1. It gives guide to the pump shaft

2. Reduces wear of shaft.
3. It reduces vibration, radial movement of the shaft and noise level, by providing
dynamic alignment to the shaft.
4. Helps to maintain gap between impeller and casing.
c) Materials of the line bearing:-
a) Bronze
b) Polyester
c) Carbon/graphite.
Properties of line bearing material:
a) Self lubricated to prevent seizing

b) Resist corrosion and erosion
c) High surface finish, to reduce wear of the shaft and bearing itself.
d) Able to withstand continuous high running temperature.
e) Excellent mechanical strength, to withstand loading and torque.
f) Should have ability to reduce vibration, radial movement and noise.

5. What are suction & discharge cavitations? Write down the symptoms Causes &
remedial action:
Suction Cavitations: It occurs when the net positive suction head available to the
pump is less than what is required.
Symptoms:
 Pump sounds like pumping rocks/vibration

 High Vacuum reading on suction line.
 Low discharge pressure/High flow.
Cause:
 Clogged suction fitter

 Suction line too long.
 Suction line too small in die.
 Suction lift too high
 Suction V/V partially open.
Remedies:
 Clean suction filter/strainer.

 Relocate pump on near sump
 Increase suction pipe dia.
 Full open suction V/V
 Increases discharge pressure.
 Decrease suction lift requirement (priming)
Discharge cavitations: It occurs when the pump discharge head is too high.
Symptoms:
 Pump sounds like, pumping rocks vibration.

 High discharge gauge reading
 Low flow.
Cause:
 Clogged discharge pipe.

 Discharge line too long.
 Discharge line too small in dia.
 Discharge static head too high.
 Discharge V/V partially open.
Remedies:
 Clean discharge pipe.

 Decreases discharge line length.
 Increase pipe size in dia.
 Discharge V/V fully open.
 Decrease discharge static head requirement.
6 I. Sketch in cross section, a pump other than one of the reciprocating, centrifugal or gear
type.
II. Explain how it operates.
III. State with reasons the duty for which it is most suited.
IV. Identify with reasons the clearances critical to pump efficiency.

II) Principles of operation:
A screw pump is a positive displacement rotary pump where flow of the liquid is truly
axial. This pump is usually self priming and a relief valve can normally be found on the
discharged side of the pump. The liquid is carried in between the rotor (screw) as they mesh
creating an axial transfer of liquid. It is meshing of the rotor as well as the else fit of the
pump casing which pumping the liquid axially. The flow is practically pulse less and the
screws are in hydraulic between as the load is equally divided on the both sides.
III) Such pumps are quiet and reliable and are particularly suited to pumping all fluids, in
particular oil. The pump can deal with large volume of air whilst running smoothly and
maintain discharge pressure. It is also well suited to tank drain and intermittent fluid supply
such as may occur in LO supply system to engines, with the vessel rolling.
IV) The Clearances are available,
 Between the screws, the surface of these screws must not be in contact with each
other.
 Neither are they in contact with the pump body.
 Between the timing gears, if fitted with one, especially in bigger capacity screw
pumps.
 With an increase in the clearances in the above mentioned areas, slippage will occur
slippage is the leak back of liquid from the higher pressure (HP) to the lower pressure
(LP). This slippage is especially critical where liquid has a lower viscosity quality.

7. 1. Sketch a centrifugal pump
II) Explain the particular need for priming such a pump.
III) Give on advantage and one disadvantage of the centrifugal pump compared to the direct
acting pump for bilge pumping duties.
Answer
In the pump shown above the fluid to be pumped enters the suction connection and goes
through the impeller eye axial to the pump. As the fluid discharges from rotating impeller
kinetic energy is generated and flow momentum is maintained by volute in increasing volume
towards the discharge where the energy of the fluid converted into pressure energy
II. Centrifugal pumps have a particular need for priming as they are inherently non-self
priming. Unless the suction of the pump takes fluid from a same height than the point of
suction.
Priming is required for the situation in which there is a negative suction head or there
presence of air in the suction means must be provided to prime the pump at the suction end
before the pressure can be developed at the discharge end.

The presence of air especially at the suction is an impediment to the pump efficiency, unlike
positive displacement pump. Air ingress into the pump at many places other than through the
suction piping like from flange connection, pump seals etc. the extraction air to be done to
allow full fluid flow through the pump to build up pressure at discharge
Methods of priming include fitting the pump with reciprocating displacement priming pump,
water ring priming pump or ejectors to extract air.
III. Normally, positive rotary displacement pumps are preferred to centrifugal pump for oily
bilge water pumping.
The advantage
Centrifugal pumps able to pump relatively large volume. In situation where the bilges
are high or the volume of waste liquid flow to the bilge is substantial the centrifugal pump is
suitable to clear the bilges easily.
The disadvantage
As the bilges are normally below the pump level suitable priming arrangement as to
be fitted with the pump system.

HEAT EXCHANGERS
1. With reference to multi tubular salt water coolers:
a) Sketch a two-pass cooler showing the direction of fluid flow.

b) Give two faults to which it is prone.
c) State how these faults are countered.
Answer:
b) Two faults to which it is prone:
1. Fouling: Undesirable deposits accumulate on the following places.
o Sea –water side: Scale formation and marine growth deposits accumulate
inside the tubes over a period of time.
o Oil side: Foreign particles and carbon deposits accumulate on the oil side
surface, which cause.
 Reduction in heat transfer.
 Reduction in fluid flow.
 Reduction in cooling efficiency.
 Cooler tubes become overheated and might rupture.
2. Corrosion:

In cooler, electrochemical corrosion takes place in the presence of different materials.
(Shell-Mild Steel, end cover-cast iron, tubes-bronze) and electrolytic solution (sea-water). So,
the corrosion of cast iron covers take place over a period of time, which cause.
 Short circulation of coolant.

 Reduction in cooling efficiency.
III. These faults can be countered in following ways:
 Fouling
o Maintain correct flow rate of coolant.
o Regular Cleaning of sea-chest, cooler and strainer should be carried out.
o Use of marine growth prevention system.
o Ensure effective purification and filtration of oil.
 Corrosion:
o Inspect and replace sacrificial anode on regular interval.
2. With reference to multi tubular sea water coolers:
a) Sketch in detail a multi tubular heat exchanger showing how differential expansion
between the tube stack and shell is accommodated.
b) Explain why single tube plate (‘U’ tube) heat exchangers are generally used as heaters
but rarely as coolers.
Answer:
Usually there are three arrangements to accommodate the differential expansion

between tube stack and shell. They are as follows:
1. Shell-and header fixed, tube stack expands:
 One end of the tube stack is bolted with shell and header and fixed.
 Other end of the tube stack is free to accommodate expansion.
 O-rings are fitted in the grooves circumferentially around the tube plates to prevent
any leakage of oil into sea-water or vise versa.
 In case of any leakage, oil/water will come out through the tell tale hole.

2. Tube stack and header fixed, shell expands:
 Both ends of the tube stack are fixed with shell and header.
 To accommodate the expansion, a bellows ring is welded circumferentially around the
shell which gives room for expansion.
3. Shell, tube stack, header fixed, tube expands:

 In this arrangement shell, tube stack and header are fixed.
 One end of the tubes is also fixed with tube plates by expanding.
 The other end of the tube is fitted in the tube plate with a ferrule unit.
 The space between ferule nut End face and tube end accommodates expansion.
 Sealing is done by fiber ring.

II. Single tube plate (‘U’ tube) heat exchangers are generally used as heaters, but rarely
as coolers.
This is because:
 Heating medium used in heater is a controlled medium (i.e. steam) so, less chance of
scale formation, deposits formation and fouling.
 If it is used as cooler, difficult to clean when they get chocked.
 Heater is high heat transfer and low volume flow unit, while, and the cooler is less
heat transfer but high volume flow unit.
 ‘U’ tube shapes is a better design to accommodate high expansion of tube, (as one end
of this shape is free to expand) i.e. good efficiency.
 Easy maintenance (Easy to remove and clean the oil side).
3. With reference to multi tubular oil coolers describe:
a) Indications of tube leakage.

b) Reasons for tube failure.
c) Steps to locate a leak.
d) Temporary corrective steps to stop leakage.
e) Permanent corrective steps to stop leakage.
Answer:
I. Indication of tube leakages are as follows:-

1. If pump running Sump level will go down, low deliver pressure, high cooling water
temperature.
2. If pump stop Sump level will increase.
3. Presence of chloride in oil.
4. Emulsification of oil.
5. Trace of oil at overboard valve.
6. Water in oil test Water trace found in oil sample by onboard test.
7. Oil colours change.
II. Reasons for tube failure are as follows:-
1. Corrosion-due to sea water.
2. Erosion-due to high velocity (Remove the protective layer of the tube).
3. Impingement-due to high velocity.
4. Pitting-due to cavitations and aerobic attack.
5. Tubes not cleaned regularly. As a result seals formation-leading to failure.
6. Exposed to high pressure and very high temperature.
III. Steps-to locate leakage are given below:-
1. Check the presence of oil in sea water.

2. In port, shut down the cooler by isolation all the valves.
3. Release pressure through the drain valves and drain the cooler.
4. Remove sea water side end cover.
5. Clean the tubes and dry them.
6. Open the valves on hot liquid side.
7. Start the pump and put the liquid in circulation.
8. Leakage within the tube can be seen on dry surface.
9. Carry out ultrasonic test.
10. Carry out fluorescent test.
11. Carry out vacuum test.
IV. Temporary corrective steps to stop leakage are given below:-
1. Identify and plug the leaky tube on both

2. If leakage at junction, expand the tube by roller expander.
3. After plugging or expanding tubes again pretest to be carried out to on firm
no leaking.
V. Permanent corrective steps to stop leakage are given below:-
 Identify the leaky tube and replace by following:-
o Drill the defective tube.
o Take out the defective tube and extractor.
o Place a new tube in that place.
o Roller expands the tube on both sides.
o Carry out pressure test, check for any leakage.

4. Suggest with reasons the most likely cause of the trouble if the performance of a
Multitubular sea water cooled lubricating oil cooler is noticeably poor under the following
simultaneously prevailing conditions:
a) All inlet and outlet valves fully open.

b) Coolant by-pass valves tightly shut.
c) Coolant and oil pumps in good condition and running at normal speed.
d) Coolant pumps ammeter and discharge pressure gauge readings slightly above
normal.
Answer:
a). The Causes of lube oil cooler performance drop with all inlet and outlet valves fully
open are as below:-
1. Fouling on the sea water side due to scale formation, deposits etc.,
2. Fouling on the lube oil side due to deposit of carbon layer.
3. Temperature of coolant is high.
4. Supply on flow quantity of sea water is low.
5. Defective coolant pump or oil pump.
6. Coolant by-pass valve stuck in open position.
7. For lube oil cooler, by pass valve stuck in open position.
8. Sea chest strainer or pump strainer chocked.
9. Air lock in system.
b) The causes of lube oil cooler performance drop with coolant by pass V/V tightly shut
are as follows:
 Same as Quest (1) except,
6. Inlet or outlet valve for sea water is throttled.
c) The causes of lube Oil cooler performance drop with coolant and oil pumps in good
condition and running at normal speed are as follows:-
 Points 1,2,3,8,9 From Quest (1) &
4. Inlet and outlet valve of sea water is throttled.

d). The Causes of lube oil cooler performance drop with coolant, pump ammeter and
discharge pressure gauge readings slightly above normal are as follows.
1. Impeller partially clogged.

2. Coolant pump discharge V/V partially throttled on shut.
3. Coolant inlet V/V partially throttled.
4. Fouling in the sea water side.
5. Fouling in the lube oil side.
6. Coolant by pass valve fully shut.
7. Oil by pass V/V stuck in open position.
8. Both the gauge is defective.
5. Suggest with reasons which one or combination of the following courses of action
relating to lubrication oil coolers is likely to be most appropriate if the main engine is to
operate at reduced power for prolonged period of time:-
a) Coolant inlet valve partially closed.

b) Oil outlet valve partially closed.
c) Recirculation valve opened.
d) All valves untouched, coolant flow increased.
e) All valves untouched, oil flow reduced.
Answer:
a. Coolant inlet valve should never be partially closed, because reduced flow will
cause.
1. Less heat transfer and the cooler might be overheated.

2. Cavitations-if coolant evaporates due to overheat.
3. Scale formation.
4. Solid particle to settle on the cooler tube.
5. Air lock in the system.
6. Other coolers to be affected if the outlet of lube oil cooler used as inlet to any cooler.
b. Oil outlet valve should never be partially closed. Because:-
1. It will reduce system lube oil pressure to main engine.

2. Cooler will be over pressurized as the lube oil pump is positive displacement pump.
3. At slow speed, engine required large quantity of lube oil.
c. Recirculation valve can be opened, because:-
1. It will maintain the optimum lube oil temperature.

2. Cooler will not be overheated as coolant flow is not restricted.
3. Lube oil pressure will not drop.
4. Also coolant can be recalculated to maintain the optimum temperature.
d. All valves untouched, coolant flow should never be increased, because:
1. Lube oil temperature will drop.

2. High velocity of coolant can cause corrosion/erosion/impingement of the tube.
e. All valves Untouched, lube oil flow should never be reduced, because:-
1. It will reduce the lube oil pressure.

2. Hydrodynamic and boundary lubrication will be affected.
3. There will be severe wear down of the moving parts.
6 .With reference to plate type heat exchanger:
a) Sketch an exchanger showing how the plates are sealed.

b) Explain why working temperature and pressure can create sealing problems but
differential expansion does not.
c) State why carrying bars and clamping butts appear unnecessary long.
Answer:
a. The plates are sealed in following ways:-

1. Rubber seals are placed at each of the distribution and also around the corrugation.
2. The rubber seals and rings are placed only one side of the plates.
3. There is no seal on the back side of the plates, but another plate with seals will be
placed on it.
4. When the plates are clamped together, these rubber seals prevent any leakage of
liquid.

b. Working temperature and pressure can crate sealing problem, this is because:-
 The sealing strips are made of nitride rubber (Elastomer)

 The Maximum working temperature and pressure for nitride rubber is 1500 C and 10
bar respectively.
 So above 1500 C temp seal become brittle.
 And above 10 bar the seal will burst.
 But differential expansion does not create problem with sealing, because.
 The plates have corrugated shape of relief pattern.
 The plates are made of same material so, their co-efficient of expansion is same.
c. Carrying bars and clamping bolts appear unnecessary long because of:-
 Additional plate can be added to improve the capacity.

 Easy to clean and maintenance, as plate can be cleaned in place without removing.
 Easy to tight the bolts and compression can be achieved easily.

7. a)Sketch and label a plate type heat exchanger.
b) Explain the procedure you would follow on your ship to service such a heat
exchanger.
c) What are the limitations of this type of heat exchangers?
Answer:
a. Same as fig Ques-6 (1).
b) Procedure of servicing a plate type heat exchanger:-
 Opening:
 Carry out risk assessment.
 Line up all the tools and spanners.
 Close all valves.
 Allow sufficient time to cool down the plate.
 Vent and drain the heat exchanger.
 Clean and grease both guide bars.
 Lubricate the thread of tightening bolts.
 Measure the distance between the two headers on top and bottom on both sides.
 Unscrew the tightening nuts diagonally a few threads at a time.
 After removing the tightening nuts, apart the plates from each other to the free
ends of the guide bar.
 Cleaning:
 Clean all the plates together with fixed headers.
 Clean the plates using high pressure water and non abrasive soft brush.
 During cleaning extra care should be taken for the sealing gasket and
inspection to be carried out for any sign of damage.
 Assembly:
 Make sure all the plate and gasket cleaned properly.
 Replace any damage plate or gaskets.
 During assembly make sure that the position of plates and sealing gaskets
are in proper order.
 Make sure no dirts on sealing strips.
 Fix the sliding header into its position against the plates.
 Fit the tightening bolts in position and tighten the tightening ruts
diagonally a few turns at a time.
 Ensure that the plates are compressed correct.
 Measure the distance between the two headers and ensure the reading are
same as before opening up.
 Carry out pressure test for cooling water and ensure no leakage.
c. Limitations of plate type heat exchanger:
 Expensive.
 Difficult to find out leakage.
 Temp and pressure limit.
 Damage seal and plate cannot be repaired on board, must be replaced with
new one.
 Very large gasket and seal required.
Other Questions from Question Bank
8. With reference to multi tubular heat exchangers, state:
1. Parallel flow and single pass arrangement are effectively inferior to their contra flow
and multi pass counter parts.
2. Explain four different methods of testing a tubular heat exchanger for tube leakage
when a ship is in port with the machine plant shut down.
Answer:
In parallel flow single pass arrangement both hot and cold liquid flow in the same
direction resulting comparative poor heat transfer:

But in contra flow and multi pass arrangement hot and cold liquid flow in opposite
direction, so good heat transfer takes place.
Contra flows also increase the dwell time so heat transfer increased. So, parallel flow
and single pass arrangement are effectively inferior to their contra flow and multi pass
arrangement are effectively inferior to their contra flow and multi counterparts.
b. Four methods of testing a tubular heat exchanger for tube leakage, when a ship is in
port with the machinery plant shut down are given below.
 Pressure test:-
 Shut down the cooler by isolating all the valves.
 Release pressure through the drain valves and drain the cooler.
 Remove the sea water sides end cover clean all the tubes and dry them.
 Open the valves on hot liquid side. Start the pump and put the liquid in
recirculation.
 Any leakage within the tube or on the junction of plate can be seen on the dry
surface.
 Ultrasonic test:-
 The Ultrasonic testing equipment is used to find out the location of the
leakage.
 This equipment consists of a microphone which is generally used with a
contact probe.
 The pickup from micro phone is amplified and gives a Visual indication of
leakage by read out on the meter.
 For this equipment to be used the surrounding space around the tubes is
drained and pressured with air to a suitable pressure.
 Fluorescent test:-
 This test is usually carried out to find very small/minor leakages.

 A small amount of fluorescent sodium crystal is dissolved in the water and put
in the space surrounding the tube.
 Then the tube plate is viewed under UV ray/light.
 A sharp fluorescent line can be observed at the location of leakage.
 Vacuum test:-
 This test is carried out by plugging one end of the testing tube with testing
plug
 On the other end of the tube, vacuum equipment is used to create vacuum.
 If the vacuum drops in the pressure gauge, attached, there is a leakage.
9. I) With reference to plate type heat exchanger state why The plates carry a relief
pattern.
Suggest with reasons which one of the following references to plate type heat exchangers
is likely to be the most accurate:
(a) Inlet/outlet temperatures differentials are seriously restricted.
(b) Fluid throughputs are necessarily low.
Answer:
Since the plate thickness is very less. To prevent buckling, the plates carry a relief
pattern and corrugating pattern, which provides:-
 Increased heat transfer area, increases heat transfer.

 Increase dwell time.
 Increase strength.
 Provide turbulence flow.
 Due to less thickness reduce space as well as cost.
II. (a) Inlet /outlet temperature differentials are seriously restricted.
Above statement is not correct because:-
 Due to contra flow, better heat transfer takes place with turbulent flow.
 Increased heat transfer area increases heat transfer.
 Increased dwell time
 Increased strength.
So, better heat transfer takes place. As a result inlet/outlet temps. Differentials are not
seriously restricted. But temperature should not exceed 1500c as nitrile rubber sealing strips
will become brittle.
(b) Fluid throughputs are necessarily low.
Above statement is not accurate, because:-
 In plate type heat exchangers impingement attack is very less.

 Titanium coating of the plates have good impingement resistance of 20 m/s.
 Pressure is limited to 10 bars due to nitride rubber, above this pressure sealing
strips may burst.
So throughput and capacity can be increase by adding new plate to the heat exchanger.
10. Suggest with reasons which one of the following reference to multi tubular heat
exchangers appear to be most accurate:
a) The choice of tube material is wholly dependent upon its anti-corrosive properties.
b) The integrity of end cover division plates or diaphragms is of little consequence.
c) Heat transfer rates are only partially dependent upon circulating pump
performance.
Answer:
a) The statement is not accurate. The choice of material is only partially dependent upon
its anti-corrosive properties. It also depends upon:-
1. Strength: The material should be strong enough to withstand stress and pressure
development by the flow of liquid.
2. Conductivity: The tube material should have a better thermal conductivity to have a
good rate of heat transfer.
3. Co-efficient of expansion: Co-efficient of expansion should be low.
b) The statement is not accurate. The integrity of end cover division plates or diaphragms
is of considerable consequence:-

The flow path of the coolant is fixed. A division plate is given at the end cover to
separate the inlet and outlet of the coolant and prevent them from mixing. If the division
plate is damaged by pitting or corrosion, then the inlet and outlet of the coolant will be mixed
and thus creating a short circulating of the coolant. And hence the whole purpose of heat
exchanger will fail.
c. Heat transfer rates are only partially dependent upon circulating Pump performance.
Rests of the factors are:-
 Cleanliness of the tubes: As due to marine growth and deposits, the tubes are
chocked with scale formation. Thus it needs to be cleaned at regular interval.
 Heat transfer also depends upon-material thickness, conductivity and co-efficient of
expansion.
 Also depends upon coolant temperature, mass flow and position of valves (Opened or
closed).
1. With reference to the plate type heat exchanger give reason:-
1. Choice of material used.
Answer:
Titanium is used in plate type heat exchange due to following reason:-
1. It has the self heating characteristics, that is if oxide layer is damaged, it

will reform immediately and therefore preventing corrosion and erosion.
2. High heat transfer co-efficient.
3. Lighter in weight compared to tubular type.
4. There is no velocity limit.
2. State the advantage and disadvantage of plate type heat exchanger:-
Answer:
Advantage:
1. Self healing characteristics.

2. No corrosion or erosion problem.
3. NO velocity limit.
4. High heat transfer co-efficient.
5. Lighter in weight.
6. Increased strength.
7. Increased heating surface area increases heat transfer.
8. Increased dwell time.
9. Produces turbulent flow, which reduces fouling.
10. Compact and space saving.
11. Impingement attack is very less.
12. Heating surface area can be increased as decreased easily, by adding or removing
plates.
13. Easy to clean and maintenance, as plate can be cleaned in place without removing.
14. Easy to tight and compression can be achieved easily.
Disadvantage:
1. Sealing difficulties, as the number of surface need to be sealed is very high.

2. Its expensive.
3. Temp. and press limit.
4. Difficult to find out leakage.
5. Difficult to remove damaged seals.
6. Damage seal/plate cannot be repairing board, should be replaced by new one.
3. State-advantage and disadvantage of tubular heat exchanger:
Answer:
Advantages:
1. Low cost
2. No temperature and pressure limit.
3. Easy to identify leakage
4. Easy to plug tube as temporary solution.
5. Can handle large volume.
6. Corrosion can be prevented by sacrificial anodes.
Disadvantages:
1. More prone to scale formation and chocked.

2. More prone to corrosion and erosion.
3. Forces impingement attack.
4. Heat transfer not so efficient.
5. Dwell time is less compared to plate type.
6. Velocity limit of coolant is 4 m/s.
7. Require large space.
8. Heavy in weight.
9. May require spare tube stack.
10. No turbulence in liquid flow.
4. What is impingement attack? How to prevent this:-
Answer:
Impingement attack:
Sea water traveling at high velocity through the tubes of a tubular heat exchanger
tends to remove the protective film of corrosion resistant material adhering to the base metal.
 As this process continues the tube wall becomes thin and junction between tubes and
tube plate becomes weak.
 This results in ultimate tube failure.
 This type of gradual erosion of tubes is known as impingement attack.
Prevention:
 Turbulent flow is avoided, as it eases impingement.

 To maintain laminar flow, header and water boxes are carefully designed.
 Sea water inlet and outlet, pipes are introduced vertically to the tubes to reduce
impingement.
 Inlet tube ends are fitted with nylon ferrules.
 Velocity of cooling water should not exceed 4 m/s.
5. Write down the materials for tubular heat exchangers:-

Answer:
Materials are:
 Tube: Aluminum brass, cuprous nickel or stainless steel.

 Tube Plate: Cast Naval brass (Alloy of copper zinc + Tin )/ (60% cu + 39% Zn + 1%
Sn)
 Shell & Water box: Cast Iron or Gunmetal (Alloy of copper + Zinc + Tin)
 Baffles: Copper or rolled naval brass.
6. State how to prevent corrosion:-
Answer:
Prevention of Corrosion:
 By using sacrificial anodes (Zinc and aluminum)

 By using coating (Bitumen or epoxy)
 By using ferrous sulphate
 By using impressed Current system.
 Maintaining sea water flow.
7. With reference to tubular heat exchanger Sketch the tubular heat exchanger.
Describe its operation.
Answer:
Fig-Quest 1(1).
Operation:
 It is the most common heat changer used on board vessel.

 Mainly consists of a number of tubes inserted inside the cylinder.
 In the heat exchanger tube plate at one end secured by the cylindrical shell and the
water box/mud for and other end is free to move.
 Baffles are fitted between the plates. It support the tube, as well as give direction of
flow of hot fluid. Directing the flow causes the hot fluid to stay longer time inside
thecooler and good heat transfer.

 Division plate is fitted to separate the cooling water inlet and outlet.
 Cooling water passing through the tube.
 And hot fluid passes over the tube.
 Thus both the hot fluid and cooling water tube surface causes heat transfer.
 Hot fluid loss heat and become cooled and cool water gain heat and become hot in
outlet.
8. Explain with the help of the sketch:-
(a). What is protected by the catholic protection system?
(b). How does the protection take place?
Answer:
 When dissimilar metals are connected together and immersed in an electrolyte. A

single galvanic cell is formed and electric current flow from one metal to other
through electrolyte.
 The metal anode/positive plate from which the current flows will tend to
suffer rapid corrosion termed as galvanic corrosion.
 The metal cathode/negative plate to which the current flow, will tend to be
protected from galvanic corrosion.
 This principle used for protection system.
 Usually Zinc is used as anode. When it is properly arranged in the header
box/water box, a current will tend to flow from zinc to adjacent metal surface exposed
to electrolyte.
 Thus zinc corroded and the tube/tube plate and header are protected from
galvanic corrosion.
b). Impressed current system or catholic system:
 Here the parts to be protected are made cathodic in respect to another part which is
anode.
 Hence the anode does not get eaten away as electric current is not generated by it but
is impressed upon it.

 Insert anodes made up of non-consumable lead/silver, platinum/palladium alloys or
Platinized, which are capable of passion current into water without deterioration.
 The electric current required is supplied from ship normal supply, after converting it
into low d.c. voltage current.
 The current is impressed upon anodes to reduce potential difference between hull and
anode. Hence anode and hull are restricted from participating into any chemical
reaction.
 Usually the reference cell control the amount of current, which be impressed to the
anodes via a controller.
 If the current is too low, then the natural corrosion cells will be set up.
 If is too much, then there is a waste of electrical energy and also the paint and
protective coatings will be damaged.

FWG
1. With reference to sea water evaporator states of the reasons for each of the following
abnormal operating conditions suggest the ways to rectify the problems:-
a) Reduce output
b) Low vacuums
c) High salinity
Answer
a) Reduce output:-
 Insufficient vacuum.
 Insufficient feed water.
 Less heat transfer in evaporator, due to
o Scale formation.
o Less temp of heating medium.
 Les heat transfer in condenser, due to
 Condenser dirty.
 Sea water temp high.
 Sea water flow less.
 Demister filter dirty due to scale formation.
Remedy:
 Maintain the vacuum by rectify leakages, check educators and Ejector pump.
 Maintain feed water rate by maintaining good condition of Ejectors pump and flow
regulating valve.
 clean evaporators tubes and increase the heating medium temp.
 Clean the condenser and maintain enough sea water flow.
 Clean the demister filter at regular interval.
Low Vacuum:
Reasons:

 Leakage.
 Educator not working properly.
 Ejector pump problem.
 Less sea water pres and flow.
 Failure or tripping of distillate pump.
Remedy:
 Find out the leakage and rectify.

 Overhaul and proper maintenance of educators.
 Check the ejector pump and delivery press.
 Maintain the pres and flew as required.
 Check the distillate pump if necessary overhead.
High Salinity:
Reasons;
 Less Vacuums.
 Excessive feed water rate.
 Less temp of heating medium.
 Less heat transfers in condenser/condenser leakage.
 Faulty salinometers.
Remedy:
 Maintain the vacuum by rectifying the leakage, check educators and ejector pump.
 Maintain optimum feed rate by the flow regulator.
 Heating medium temp to be maintained.
 Clean condenser and maintain proper flow of S.W.
 Check Salinometer and clean sensor.
2. a) Sketch a F.W.G and explain its, principle operation.
b) State why the shell is normally maintained under vacuum.
c) Explain how the water generated is treated for human consumption.

Answer:
Principle of operation:
 FWG is used to produce distillate water from S.W by evaporation and recondensing in
a vaccum chamber.
 The Vaccum (90-100%) is created in the chamber by the ejector pump.
 Feed water (sea water) is supplied to the evaporation chamber through a controller
orifice from ejector pump.
 Hot Jacket water from engine is passed through the evaporation chamber will produce
evaporation because vacuum condition reduce boiling temp of the sea water from
1000 C to 450C.
 Then vapor passes through the demister which prevents the water droplets to pass
through.

 In Condensing chamber vapour becomes water which accumulates in the water tray.
 The distillate pump is sucking water from water tray and supplied to storage TK
Ans b:
 The Shell is maintained under vacuum because to reduce the boiling point of water
water from 1000 C to 450C.
Ans C:
For human consumption of generated water must be slightly alkaline, sterilized, clear
and pleasant tasty.
 To provide alkaline-carbonates of calcium and magnesium are used as filter bed in a

neutralizer.
 To sterilize the water-chlorine is used. (Solution of sodium or calcium). About 0.25-
1kg of chlorine is required for 1,000,000 kg of water.
 To produce clean water-water should be passed through a sand bed filter.
 To improve taste chlorination process is used.
3. With reference to reverse osmosis equipment found onboard ships:-
a) Explain the principle of reverse osmosis.

b) What are the pre and post treatment required to the sea water nd fresh waters
respectively.
Principle of reverse osmosis:
 Reverse osmosis is a water filtration process.

 In this process semi permeable membrane materials are used.
 Salt water on one side of the membrane is pressurized by PP and forced against the
membrane materials.
 Pure water passes through out not salt water.
 For production of large amount of pure water, membrane area must be large and
tough enough to with stand the pump pressure the material used in SW purification is
spirally wound polyimide

Pre treatment of SW:-
For reverse osmosis plant sea water is pre treated before being passed through.
 Sodium hexametaphosphate is added to assist wash through of salt deposits on the

surfaces of the element.
 Sea water is also sterilized to remove bacterial.
 Chlorine is removed by passing through and solids are removed by other filters.

REFRIGERATION & AIR CONDITIONING
1. With reference to the refrigeration system:
I. Explain how and why the refrigerant temperature changes from one side of the
expansion valve to the other. How does this affect the refrigeration performance
& describe how the system can be designed to increase the performance.
II. Explain what is meant by the term “superheat setting” & elaborate on it
performance.
III. Explain how the refrigerant changes into its liquid state.
Answer
 Expansion V/V is used to throttle the flow of refrigerant.

 When refrigerant passes through the expansion V/V, orifice causes pressure drop in
the Liquid refrigerant.
 This pressure drop causes the saturation temp. (Boiling temp) of the liquid to drop.
So, the liquid will vapour at a low temperature.
 At this time some of the liquid will absorb the latent heat of vaporization from the
remaining liquid and become vapour causing the liquid temp to fall down more.
 In this way the refrigerant temp, reduces from one side of the expansion valve to other
side.
Effect of refrigeration system:
 In the evaporator low pressure and low temp. Refrigerant absorb the latent heat of
vaporization from surrounding space and cools down the surrounding space.
 Refrigerant vaporizes with a lower constant degree of superheat.
System design to improve performance:-
As system capacity depends on
 Refrigerant mass circulated per unit time and

 The refrigerating effect per unit mass circulated

So the system performance can be improved by increasing the sub cooling of the
liquid and maintaining a constant degree of superheat
II. Superheat setting:-
It refers to the setting on TEV which causes the LP refrigerant vapor returning to the
compressor (After heat transfer operation in the evaporator) to be at temperature above the
saturation temperature.
Setting of degree of superheat is 5-7oC .
Setting can be changed via an adjusting screw, by altering the spring tension on
thermostatic expansion valve.
Performance:-
 Increases compressor work

 Greater quantity of heat to be rejected to cooling medium in condenser
 Prevents liquid refrigerant carryover to compressor
III. After the compressor, the pressure and temp of the refrigerant vapour increase. As
pressure increases, its boiling / condensing temp also increases. So, after compressor. When
refrigerant vapour passes through the condenser, it gives of heat to become liquid.
So, the superheated vapor becomes liquid in the condenser.
2. State with reasons why the following actions might be advisable if the temperature of the
ship’s cold lockers rises steadily although the compressor runs continuously:
I. Defrost the evaporator. (2)

II. “Top up” with refrigerant. (2)
III. Clean both side of the condenser. (2)
IV. Overhaul compressor. (2)
Answer:
I). Defrost the evaporator:
 Ice act as a insulation layer. So the heat transfer will be less.

 The desired room temp cannot be achieved.
 The compressor will run continuously for longer time.
 As the degree of superheat is less, so the TEV will close and the room solenoid valve
will be left open, as it senses the room temperature. So, there will be short cycling of
compressor.
 So, to prevent the ice or frost formation, defrosting of the evaporator coil is necessary
and most of the plants defrost at preset time at regular interval.
II). Top up with refrigerant:
 Capacity of the system depends on the mass flow rate of the refrigerant
 With less refrigerant the pressure within the system decreases so the operating temp
reduces close to the freezing point of water which cause ice formation
III). Clean both side of the condenser:
In the condenser heat transfer occurred between the high pressure superheated gas and
cooling medium and convert gas to liquid with preferable sub cooled state. So, it the
condenser fouled, then it is advised to clean the condenser because:-
1. To increase the heat transfer in the condenser.

2. To reduce flash off at expansion valve.
3. To cool the high pressure refrigerant vapor effectively, to required temp and get the
proper degree of superheat.
4. To increase refrigerant effect per unit mass circulated.
5. To prevent compressor running longer.
IV). Overhaul compressor:-
Discharge pressure drops so the boiling point of refrigerant decreases. Refrigerant effect per
unit mass reduces
Due to compressor malfunction, such as:-
 Valve plate damage.

 Piston ring damage.
 Liner wear.

 Unloaded problems.
It is necessary to overhaul compressor because:-
 To overcome the discharge pressure at compressor outlet.

 To reduce vibration and abnormal noise.
 To resist the low pressure trip.
 Compressor running longer time.
 It will increase the room temp.
 To reduce the blow past and foaming in the sump.
3 . With reference to refrigeration system:
I. State how Freon leakages are detected.

II. Explain the precautionary measures taken to prevent leakages and why such measures
are necessary.
III. What do you understand by the “Ozone Depletion potential” and Global warming
potential.
IV. If R 134a is used as a replacement for Freon 12, what are the design considerations to
be taken into account?
V. Air changes and compensation for air loss is achieved.
Answer:
I. Freon leakages can be detected by these methods:
 Soap bubble method: Soap and water solution applied over all pipe joint and pipes
and look for bubble, if there is any leakage.
 Halide lamp method: Normally pale blue or colorless flame changes to pale green or
violet in the presence of Freon leakage.
 Audio visual alarm sensor: This device gives audio visual alarm, as it sample
leakage.
II. Leakages indicated by:
 Oil weeping at joints/connection.

 Low refrigerant level/large bubbles in sight glass of condenser.

 Low LP/HP/OP reading.
 Continuous running of compressor unable to maintain cold room temperature.
Precautionary measures to be taken to prevent from leakage:
 Secured the pipe line properly to prevent vibration.

 Tighten the line joint, V/V gland with correct torque.
 Plant should not be over charged.
 Carry out regular leak test.
 Maintain all parameter and operate the plant as per manual.
Above measures are necessary to prevent leakages. Because-To prevent
 Unnecessary overhauling of compressor.

 Contaminations of items in cold room.
 Loss of refrigerant, which will affect the ozone layer.
 Plant operating cost.
 Reduction of COP, which is waste of precious energy.
 Frost bite.
III. Ozone Depleting potential:
It is a number referring ozone depletion caused by a substance.
ODP = Ozone depletion caused by a substance /Ozone depletion caused by a same

mass of CFC
Example: ODP CFC11 = 1
ODP Hallon=2
ODP HFC =0
Global-Warming Potential:
It is a Number referring to the amount of global warming caused by a substance.
GWP = Global warming caused by a substance / Global warming caused by a same

mass of co2

Example:
GWP CO2 =1
GWP CFC11=4000
GWP CFC12=8500
IV). the following design considerations to be taker for R134a, if it is used as a replacement
for Freon 12
 Increase condenser relief valve pressure setting, as it’s discharge pressure is high.
 Increase the size of the expansion valve for higher volume flow.
 Use synthetic oil for compressor, as mineral oil is not compatible with R 134 a
 Replace the gaskets and o-rings that, that will not react with R 134a.
 Recheck and tight the connections/joint so that, it cannot leak, as R 134 a can leak
much easily that R12.
 Clean all filters and dryers for recycling.
 Reset and adjust the cut-in cut-off pressure.
V). Air is distributed throughout the accommodation quantity and quality reduces due to:-
 CO2 produced due to breathing.

 Heat/sweat/odour produced, due to activities by crew.
 Air extracted by exhaust fans from toilets bathroom and galley.
 Crew entering/leaving accommodation by opening doors-the accommodation on
tankers are positively pressurized compared to environment outside accommodation.
The air changes and compensation for air loss is achieved by controlling dampers for
fresh air and recirculation air accordingly.
Guideline:
 7 liters/sec for common space

 12 liters/sec for smoking room.
or
 6 change for cabin/hour

 10 change for public space/hour.
4. Considering shipboard air conditioning system:-
I. Describe how the relative humidity of individual rooms are measured using a hand held
instrument.
II. What is meant by the “comfort Zone”
III. Explain with reasons why the relative humidity should not be too high or low.
Answer
The temperature and the relative humidity of individual rooms can be measured using
a hand held instrument, which consists of two thermometers.
1. Dry bulb thermometer.

2. Wet bulb thermometer.
Temperature:
Dry bulb temperature: It is the ordinary temperature of atmospheric air.
Wet bulb temperature: It is the temperature measured when the thermometer bulb is
covered with a cotton wick saturated with water and air is blown over it. When unsaturated
air passes over the wet wick, some of the water in the wick evaporates. As a result, the
temperature of the water drops, creating a temperature difference between the air and the
water. After a while, the heat loss from the water by evaporation equals the heat gain from
the air, and the water temperature stabilizes.
The thermometer reading at this point is called the wet-bulb temperature.
Wet bulb reading will be less than the dry bulb reading.
Relative humidity:
The ratio of the amount of moisture holds by the air to the maximum amount of
moisture the air can hold at the same temp. and volume is called relative humidity.
Relative humidity can be measured with the help of psychometric chart with given
reading of dry and wet bulb.

II. Comfort Zone:
Comfort Zone is the temperature and relative humidity zone, where the human body
feels most comfortable. Comfort zone is determined from a psychometric chart. It is
generally at an environment.
Where:-
 Air temp is 220 ~ 270C

 Relative humidity 40% ~ 60%
 Air speed 15m/min.
 Noise level 45~50 dbs.
 Clean air with
III). When relative humidity is too low:
Most moisture would be lost from human body to the atmosphere, resulting membrane
of the throats, nostrils and lips become carry dry and painful In worst case, the membrane of
nostrils become very dry. Results of bleeding.
When relative humidity is too high:-
Moisture or sweating on human body would not easily evaporate, resulting body
temperature high and reduction in cooling of human body and people feel uncomfortable.
So, the relative humidity should not be too high or low.
5 With reference to refrigeration compressor Explain How:
I. And why they differ from air compressor.

II. Lubricating oil leakages along the crank shaft is controlled
III. Carryover of oil into the refrigeration system can occur & may be prevented.
Answer:
Refrigeration compressor differs from air compressor by following way:-
Refrigeration Comp Air Comp

Suction Pipe connected to crankcase. Drawing air from atmosphere
No Coolers, equipped with Condenser. Inter cooler and after cooler.
Unloaded by lifting suction Valves. Unloaded by releasing air after inter & after
Single stage compression. coolers respectively.
Safety spring above the Multi stage compression.
Discharge V/V. Pressure relief V/V fitted on LP and HP side.
Mechanical shaft seal. Lip seal.
Close loop system Open loop system.
II. Lubricating Oil leakages along the crankshaft are controlled by following way:-
1. By using a mechanical shaft seal.

2. By maintaining correct oil level in crankcase.
3. Main bearing and cranks pin bearing clearances to maintain within permissible limit.
III. Carryover of Oil into the refrigeration system can occur due to the following reasons:-
 Forced lubrication.
 Splash lubrication within the crankcase.
 Oil used to lubricate the piston ring and liner and formed seal to prevent blow
past. Naturally some oil will mix with vapor.
 Excessive oil charge.
 Piston scraper ring faulty.
 Foaming because of low pressure in suction side.
 Starting after a long period of time.
 Oil separator not working properly. Also if it is wrong sized and has less
capacity.
 Deterioration of LO antifoaming agent.
Prevention of oil carries over:-
 Maintain correct oil level in sump.

 Maintain optimum operation of oil separator.
 Prevent foaming during operational running of the compressor.
6. With reference to a refrigerating system state:-
I. What may happen when oil is carried over to the evaporator?(2)

II. How air may be removed from the system. (2)
III. The symptoms of overcharged. (2)
IV. The effect of ice on evaporator coil. (2)
V. The meaning of “Short cycling”. (2)
Answer
I) Effects of oil carry over to evaporator:
 Heat transfer in the evaporator will be reduced, due to oil makes insulation.
 Frosting on evaporator.
 Compressor run longer period.
 Cop of plant will reduce.
 Desired room temp. Will not be achieved.
 If oil is huge (in certain extent).
TEV will remain shut as lower degree of superheat at outlet. Room solenoid remains
open as room temp. Not at desired temp. So, there will be short cycling.
II Air removing from the system:
 Air present in the system will eventually settles in the condenser.

 Air is incompressible. so HP side will register a relatively higher pressure.
 Connect an empty bottle to the purging line on the condenser.
 Shut condenser refrigerant outlet V/V.
 Open the purging V/V to remove the air, settles above the liquid refrigerant in the
condenser.
 Shut purging valve, once air has been removed.

It can be confirmed by feeling the pipe or observing the inlet and outlet
temperature of the cooling water of condenser, which should differentiate 7~80C to show
the effectiveness of cooling.
III) the symptoms of overcharged:-
 Relatively higher OP, LP and HP Pressure gauge reading.

 Compressor stopping on HP cut out.
 Frosting on the compressor suction line.
 Condenser sight glass full of liquid refrigerant.
IV The effect of ice on evaporator coil:-
 Less heat transfer on evaporator coil.

 Cannot maintain room temperature.
 As room solenoid valve remains open compressor run long period.
 In certain extent, degree of superheat will be less. So TEV close and room solenoid
valve open, cause short cycling.
 COP reduced.
V. Short cycling: Compressor continuously start and stop is called short cycling. It may
happened due to:-
 Evaporator coil is heavily fouled (Frosting).

 Too much cooling in condenser.
 Undercharged of refrigerant.
 Defective TEV and strainer before TEV chocked.
 Too much oil in the system.
 Defective LP pressure switch or incorrect setting for cut in/out.
 Chocked filter/drier.
7. With reference to shipboard accomodation:-
I. Draw a line diagram of an air conditioning plant and label all principle parts.
II. What are the main elements that are being controlled to ensure a comfortable
condition?
III. With the aid of a simple chart, highlight the “comfort” zone.
Answer
I) Air conditioning plant
II ) Comfortable zone
Comfort Zone is the temperature and relative humidity zone, when the human body
feels most comfortable. Comfort zone is determined from a psychometric chart. It is
generally at an environment.Where:-
 Air temp is 220 ~ 270C

 Relative humidity 40% ~ 60%
 Air speed 15m/min.
 Noise level 45~50 abs.
 Clean air with suitable degree of oxygen. No dust particle, germs and foul odor,
pleasant sweet smell.
III) Comfort Zone

8. With reference to a refrigerating system:-
I. Describe with the help of a sketch, the working principle of a thermostatic expansion
valve (TEV)
II.What are the problems that could be encounter if the expansion valve selected for the
system us undersized and oversized respectively.
Answer
Working-Principle:-
 The thermostatic expansion V/V is used to throttle the flow of refrigerant by throttling
device.
 It maintains a constant degree of superheat (5-7)0C.
 In the event of greater superheat, the remote bulb sense and throttling device open
more thus increase the flow of refrigerant.
 In case of low degree of superheat, remote bulb senses and throttling device close.
Thus the flow of refrigerant will be less.
 It makes pressure difference between high pressure and low pressure side.
 The degree of superheat can be adjusted by adjusting screw.

 Undersized expansion V/V:-
o In low load, No problem.
o During high load, flow will be less.
o High degree of superheat, so compressor will run longer time and become hot.
o Room temperature will rise.
 Oversized expansion V/V:
o In high load, No problem,
o During low load, flow will be more.
o Low degree of superheat. TEV close, so short cycling.
o Ice formation on evaporator and suction side.
o Liquid hammer on compressor.
9. With reference to a refrigerating:-
I. State with reasons why the following properties make it attractive & desirable to
be used as a refrigerant:
a) High specific enthalpy of vaporization.
b) Low condensing pressure.
II. Explain with the aid of a diagram, how the through put of the refrigerant for a
reciprocating type compressor is controlled.
Answer
a). High specific enthalpy of vaporization:-
It is the property of refrigerant. This property makes it attractive because:
 Reduce the quantity of refrigerant in circulation.

 We can use lower speed machine and small plant.
 Increases COP.
b). Low condensing pressure:-
It is the property of the refrigerant. This property makes it attractive, because:
 Reduce the risk of leakage.

 To avoid heavy machine and plant size.

 COP increases.
II) In reciprocating type compressor, throughput is controlled by unloading the

cylinder. Provision is made for unloading cylinder during starting time and for subsequent
load control, by holding suction valve off their seats. Cylinders are load and unloaded as
per cooling demand.
This mechanism comprises of a unloading cylinder with piston. Lub oil is supplied to
the piston via spool V/V at capacity regulator. Movement of spool valve depends upon LP
pressure.
When the compressor is stopped or need the unload, no oil is supplied to push the
piston, which results in vertical position of unloader and it keeps the suction V/V open.
Due to subsequent load demand lub. Oil is supplied to push the piston. Which results in
unloader to move from its vertical position and hence suction V/V sits on its position and
cylinder is loaded.

10. With reference to an board refrigeration unit, state why:-
I. Excessive opening of the expansion valve can result in severe icing at the suction
side of the compressor.
II. Regular cleaning the sea water side of the condenser is necessary.
III. Frosting can take place on the evaporator coil despite continuous removal of the ice
mechanically.
IV. Sometimes the compressor runs continuously without reducing the temperature in the
meat or fish room.
Answer:
I) Due to excessive opening of TEV causing excessive flow of refrigerant. So, after
getting optimum heat transfer in evaporator, it cannot change to gas state, due to excess flow
of refrigerant and degree of superheat will be low. As well as liquid carryover evaporator
outlet to compressor suction. Due to liquid carry over, it absorbs heat from surrounding
moisture and icing will occur in the suction line of the compressor.
II) Regular cleaning of sea water side of the condenser is necessary. Because:-
 To increase the heat transfer in condenser.

 To reduce “flash-off’ at TEV.
 Cool the HP refrigerant vapor effectively to required temp and get the proper degree
of sub cooling.
 Increase the refrigerant effect per unit mass circulated.
 If condenser fouled badly compressor might stop due to HP cut out.
III) Frosting can take place in the evaporator despite removing ice repeatedly due to:-
 Oil carry over in the system, where oil act as a insulator.

 Pressure drop, due to leakage of refrigerant.
 Too much moisture present in the cold room.
 Defective expansion valve.
 Undercharged.

IV) Possible causes for compressor running continuously
 Piston ring broken/Liner wear down/suction or discharge V/V faulty-resisting to

pressure build up in the compressor.
 Condenser cooling water temp. too high.
 Dirty condenser.
 Defective expansion valve.
 Oil in the evaporator.
 Frosting in the evaporator.
 Less refrigerants.
SHAFTING
1. a) Sketch a coupling enabling external withdraw if propeller shafts.
b). Give a general description of the coupling.
c). Give one advantage and one disadvantage of this coupling compared to a solid flange
coupling.
Description:
 Muff coupling basically consists of metal sleeve made of high quality steel.
 The inner sleeve is thin with relatively thicker outer sleeve.
 Outer surface of the inner sleeve is tapered and the outer sleeve bore is also tapered
to match with inner sleeve.
 The inner sleeve inner diameter is slightly larger than the shaft dia. So it can classily
slide over the shaft.
 The nut and sealing ring closes angular space of the end of the shaft.
 The outer sleeve is hydraulically driven on the tapered inner sleeve by applying
hydraulic driven oil in the hydraulic space.
 Oil also injected between the contact surface to separate them and thus overcome the
friction between them.
 Finally inner sleeve gripping on the both ends of the shaft and it can be checked by
measuring the diameter of outer sleeve before tightening and after tightening.
 After mounting operation, oil is allowed to remain in the hydraulic space and oil
injected between the sleeve is drained off.
Advantages:
Tail shaft can be withdrawn from the aft end without removing the intermediate
shaft.
Disadvantages:
 Required highly skilled personnel for the job to prevent misalignment

 Any scoring on the contact surface result in leakage of oil.
2. With reference to the transmission shaft bearing:-
I. Describe how unequal loading of main transmission shaft bearing may be partially
corrected at sea.
II. Suggest what remedial action should be taken upon arrival on port.
III. Define the indications whilst at sea that unequal loading of such bearing exist.
Answer:
a) The unequal loading of the main transmission shaft bearing may be partially corrected at
sea by following ways.

 Shifting of ballast between tanks may affect the structure under shafting and can
give temporarily solve the problem
 Tightening shaft bearing foundations bolts.
 Lowering the bearing may relieve some load but the load might be transferred to
other adjacent bearing.
 Oil tank under the bearing structure might be over-heated.
 Maintain sufficient lubrication and its effective cooling.
b)
 Check crankshaft deflection to ascertain that problem not originates from main
engine.
 A jack up test to be carried out. This is done by placing a hydraulic jack on suitable
structures adjacent to the bearing.
 The hydraulic pressure will basically give a rough indication of the loading that is
acting on each of the bearing.
c) Indications:
 High temp of bearing even though is cooled adequately

 Analysis of L.O show increase in metal chip content
 Bearing which are overloaded may fail completely-causing misalignment of the shaft
and possibly severe shaft vibration.
3. With reference to main transmission shafting:
I. Identify the main causes of overheating in tunnel bearing and vibration in the main
shaft.
II. Explain why citing the engine room from amidships enhance these tendencies.
III. State how overheating and vibration can be minimized.
Answer
The main causes of overheating in tunnel bearing and vibration in main shafting are as
follows.
 Failure of lubrication if sump level is low or leakage of lube oil occurs.

 Loose foundation bolts of bearing housing and engines.
 Improper loading or ballasting of the vessel.
 Propeller not fully submerged leading to unbalance forces.
 Overloading or unbalance engine or engine running with critical speed.
 Prolong running with slow speed which will affect hydrodynamic lubrications of
bearings.
 Hogging and sagging of the vessel in rough weather.
 Poor ventilation around bearing area.
 Failure of any bearing will overload other bearing on the way of shaft with vibration.
 Contamination of LO due to water leaking from cooling coils.
 Rope entangled around propeller will cause vibration.
b)
 A vessel with engine amidships requires a long shaft which needs to be supported by
bearings.
 Location of bearings are chosen such that there are minimum bearing movement
occurs due to displacement changes of ship and sea load on ship.
 However such changes cannot be completely eliminated so the shafting system must
be flexible enough to accommodate the changes and to maximize the flexibility the
number of bearing must be minimized.
 But there must be enough bearing to reduce the bearing pressure of others.
Thus the shaft and loading on the bearings and the affected to a larger extent by movement
of ships structure and if structure of resting hogs or sags then there will be overloading of
bearing with overheating.
c) Overheating and vibration can be minimized by:-
 Monitoring shaft alignment regularly.

 Ensure main engine is properly balanced.
 Checking foundation bolts tightness of main engine and bearing at regular interval.
 Proper regular bearing lub oil analysis.
 Follow good ballasting practice.

 Minimize hogging and sagging movement of bearing lowering structure due to bad
weather
4. With reference to the transmission shaft coupling bolts:
a) Why are they made of drive fit in the coupling hole?

b) Why are they tightened to the limit of elasticity?
c) How the coupling are assembled using interference fit bolts.
Answer
a).Coupling bolts are made a drive fit/inter fit in the coupling holes because:-
 Drive fit or shrink fit ensures bolts are remains tight in the hole at all time.
 If the coupling bolts are normally fitted then it will elongate due to subjected tensile
force acting on them as a result their diameter will reduce and become slack in the
hole. This will leads to fretting on them.
 On the other hand in case of excessive interface fit there will be sever metal to metal
contact between contact surface of shank and hole in the time of fitting resulting metal
being wiped off which leads fretting.
Thus the coupling bolted made a drive fit in the hole to ensure bolted remain tight in hole at
all time.
 Shaft is subjected tensile force during astern movement and compressive force
during ahead movement.
 So if the bolts are not tightened to the limit of elasticity, insufficient friction between
flanges for torque transmission. Resulting bolt will take more load and leads to
failure.
c) Couplings assembly using interference procedure:
 New shaft with flanges assembled with undersized coupling holes drilled.
 Aligned the shaft and clamp the flanges together.
 The holes are aligned and then reamed to size.
 Bolts are machined for each hole individually with the desired interference fit.
 Bolts are now soaked in dry ice for a couple of hours for reducing the shank dia
before inserting in the holes on the flange.
 Bolts are tightened to the limit of elasticity to ensure max contact between the flange
coupling
5. Explain how the following conditions generally result in the fretting of main transmission
shaft coupling bolt
a) Excessive force required to drive the bolts due to excessive tightness of bolts in the
hole
b) Slack fit of bolts in the holes.
c) Nuts not tightened up sufficiently.
d) Shafting continuously subjected to severe propeller vibration.
Answer:
 The coupling bolts diameter is slightly larger than the hole dia so that interference fit
can be achieved. Before fitted the bolts socked into dry ice to reduce diameter.
 Now if the diameter of the bolt is more than required dia due to less soaking or
machining. Then the excessive force will require driving bolt due to excessive
tightness of bolts in the hole.
 As a result severe metal to metal contact between hole and the bolt shank resulting
material being wiped off uneven from the surface of holes and from the bolt shank.
 So fretting will occur between the bolts and holes shank.
Ans b
Bolts and flange will not become as an integral part.
Shaft may become misaligned leading to vibration and fretting will increase between the bolt
and holes shank.
Bolts will work during relative movement of both in holes.
 Tensile force during the astern movement,

 Due to hogging and sagging

 Vibration of shaft.
 Compressive force during the ahead movement.
Ans c
 Transmission of torque mainly via bolt and friction between flanges

 There would be insufficient source to contact in between flanges.
 Bolts taking up more load then designed leading to eventual failures.
Ans d
 Propeller vibration will cause the transmission shaft to whip (turn) severally since the
weight of propeller subjects the tail shaft to cantilevers effects.
 Bolts will be subjected to the cyclic tensile and compressive loading as the flanges
open and closes respectively.
 Resulting axial movement of the bolts in the holes.
6. With reference to transmission shaft bearing
I. Sketch a bearing carrying large diameter main transmission shafting.

II. Explain how the bearing is lubricated and cooled
III. Give two reasons why such bearing overheat
Answers
II) Cooling:-
Cooling is provided by passing cooling water in pockets under the bearing.

Cooling medium can be fresh water or sea water.
III) Overheated due to:-
Low speed during prolong period results in poor splash lubrication

Hogging and sagging of shaft result in surface contact temp high
L.O contaminations
Insufficient cooling water

Lubrication:-
 Sump below bearing filled with L.O

 Bronze lubricating rings are wrapped around the shaft and lower end dips in oil.
 When shaft rotates, ring set rotated.
 Rotations of ring carry L.O on top.
 Deflector helps spread oil over the shaft and bearing i.e splash lub.
7. With reference to stern to stern tube sealing arrangement
a). Sketch a sealing arrangement for an oil lubricated stern tube.
b) Identify the common forms of seal failure.
c) State how the oil loss due to seal failure can be restricted while on passage.

Ans b
Common form of seal failure.
 Loss of grater spring tension.

 Scoring on liner leading to wear down.
 Contamination of lub oil.
 Insufficient cooling of high temperature of cooling oil.
 Abnormal high differential pressure,
 Prolong use of seal, ageing.
 Cantilever effect, partials submerged of propeller.
 Excessive vibration and Engine running in prolong critical speed.
Ans: c
 To fully prevent oil leakage from the stern tube another seal # 3S is added as spare
ring beside seal ring #3.This #35 seal ring normally work a idle seal ring.
 In case of oil leakage in passage from #3 seal ring. #3S seal ring is put into operation
by closing the line V/V of the #3 seal ring and #3S seal ring will activate.
In case of all seal failure in extreme case oil leakage can be restricted by following.
 Adjust L.O pressure of stern tube to equal or slightly high then the sea water pressure
by changing the gravity tank position.
 Recover lubricating oil from drain valve on the aft seal (if recovery type).
 If 3 & 3S both are damage then stern tube static oil Pressure can be lowered by
adjusting tank position using temporary oil tank.
8. With reference to lube oil stern tube
I. Sketch and label

a) A forward seal Arrangement .
b) An aft seal
II.State the common term of seal failure.
II) Common form of seal failure.
 Loss of grater spring tension.

 Scoring on liner leading to wear down.
 Contamination of lub oil.
 Insufficient cooling of high temperature of cooling oil.
 Abnormal high differential pressure,
 Prolong use of seal, ageing.
 Cantilever effect, partials submerged of propeller.
 Excessive vibration and Engine running in prolong critical speed.

9. With reference to oil lubricated stern tube.
I. Describe how the propeller shaft/stern bearing clearances is measured.

II. Describe how the seal are prevented from causing grooved in the tail shaft.
III. Describe how the seal are renewed without having to drydock the vessel
Procedure to measure stern tube bearing clearance
 Turn the engine to a predetermined position.

 Generally punch mark with paint on the stern frame and punch make on the shaft
must be in line (1st unit of M/E at TDC)
 Remove the plugs (top and bottom from seal ring housing).
 Attach a poker gauge by screwing into the plug hole.
 Take the reading of 12 ‘O’ clock at the top and 6 ‘O’ clock at the bottom surface of
the liner.
 Compare both the reading with previous reading to get the bearing wear down
 Screw the plug back
Ans b:
Chrome liners are fitted for both fwd and aft seal arrangement.
So instead of rubbing on the tailshaft, seal rubbing on chrome liner to make sealing.
The liner will suffer groove on its surface during operation. Thus prevents groove on the
shaft caused by seal.
Seal may be renewed without having the ship in dry dock by the following procedure.
 Vessel may be trimmed by fwd until the propeller shaft is 1 m above the sea water.
 Staging can be rigged below the shaft to carry out the job scaffolding then rigged for
work carried out.

 Remove rope guard and rigged up a habitat around the seal arrangement.
 After pumping out all water from enclosure, the driver/engineer can proceed to carry
out the job.
 Isolate and drain the aft seal lub oil system
 Loosen bolts holding the cover ring, intermediates ring respectively access to the seal
ring.
 Special bonding compound is used to join the two ends of individual new sealing ring.
 Assemble the seal ring, inter mediate rings and cover ring properly.
 Restore lub oil system.
10. With reference to oil lubricated stern tube:-
a) Explain the need for hydraulic balance

b) How does bearing wear down effect this balance?
c) Itemizes the factors which adversely affect the seal life.
d) Properties of sealing ring.
Ans;a
 Lub oil is used for lubricating and cooling of the stern tube bearing and seal.
 Hydraulic balance is a pressure difference between lub oil and sea water is needed to
prevent loss of oil which may cause pollution or ingress of sea water causing lub oil
system contamination.
 Pressure differential maintained (0.15 -0.3 kg/cm2)
 Too high differential pressure will cause oil loss.
 Too low differential pressure will cause water ingress.
 Correct differential pressure prevents scoring of chrome liner by the seal ring.
 Ships with larger changes in draft require two tanks to ensure differential pressure
within range.
b. Bearing wear down will affect the hydraulic balance in the following ways.
 Bearing wear down gives rise to eccentric rotation of shafting which increases not
only the hydrodynamic pressure generated within the sealing chamber but also the
differential pressure.
 Uneven loading on the sealing ring (upper and lower half).
c. Factors which adversely affect seal life are as follows:
 Seal material: i.e. rubber seal become harder and deteriorate with time.
 Damage due to foreign objects rope, fishing net etc.
 Lubrication and cooling failure
 Axial movement and vibration of the shaft due to uneven loading and ballasting.
 Eccentric rotation of shaft due to bearing wear down
 Distortion or rupture of high pressure differential between lub oil and sea water head.
d. Properties of sealing ring:
1. Excellent sealing performance flexibility and elastic

2. Strength and durability.
3. Free from crack generation
4. Excellent wear resistance
5. High chemical resistance
6. High heat resistance.

OWS
1. With reference to oil water separators state

a) Why in the separation of oil and water, static means are used for bilge and ballast
water and dynamic means for lubricating oil and fuel.
b) How oil density and mixture temperature affect separation.
c) How and why maximum throughput of bilge or ballast water is restricted.
Answer
a) The separation of oil and water static means are used for bilge and ballast water,
because in this process large quantity of water is removed from small quantity of oil. Since
time is not critical for dealing with small amount of bilge or ballast water that’s why static
separation means is more adequate for it.
The separation of oil and water is dynamic means for fuel and lube oil is applicable,
because in this process large quantity of oil is removed from small quantity of water.
Dynamic means also required to remove and separate solids, also required to handle a large
quantity at the rate of which fuel is consumed. Dynamic means will provide additional
gravitational force to accelerate and improve the process.
b) The throughput of bilge water is restricted because
1. High throughput will cause turbulence of the bilge water and reduce efficiency
2. High throughput will reduce the dwell time of bile water hence inefficient separation
3. High throughput can cause disintegration of oil globes and hence less separation
4. High throughput can cause oil carry over to discharge side and activate 15 ppm alarm.
c) The density and mixture temperature effort separation
 The speed of the static separation depends on the difference of density of oil and
water. Density of water is higher than oil, hence lower the oil density higher the
separation speed and vice-versa.
 Again density of oil reduces more than water for the same increase in temperature.
Therefore increase of mixture temperature will increase the separation speed and
efficiency.
2.a. Explain why the supply p/p should be matched to its associated static oily water
separator and be of the positive rotary Displacement type
b. state how complicity of compartment subdivision is static O.W.S contributes to factor
effectiveness in operation

c. Give two reasons why air relief valves are frequently mounted on separator shell
Answer
The supply p/p should be matched to its associated O.W.S for following reasons:
1. To provide sufficient dwell time for the mixture
2. To avoid considerable turbulence
3. To avoid excessive pressure
The supply p/p should be positive displacement type, because
1. It provides laminar flow
2. No chance of oil emulsification with water
3. Prevents disintegration of oil globules
4. Self priming can be used with frequent start and stop
b. complicity of compartment subdivision is static O.W.S contributes to factor effectiveness
in operation
 Compartment sub division in static OWS will provide the physical surface necessary
for effective merging of small oil droplets into large droplets.
 It also increases the dwell time necessary for effective separation
 Thus the compartment sub division is static OWS contributes to greater effectiveness
in separation
c. Give two reasons why air relief valves are frequently mounted on separator shell
Air relief valves are frequently mounted on separator shell-
1. To remove air from the separator shell and fill up completely with clean water
2. To avoid malfunctioning of the capacitance probe which senses oil in the collection
space. As air has the same effect of oil if there is any air in the oil collection space it
will keep open the oil discharge solenoid valve.
3.With reference to Oil water separator:
I. Sketch a separator labeling the principle components and showing the internal sub-
division baffles and fittings, and indicating the direction of fluid flow.
II. Describe how it operates.
III. Give two reasons why oil might be carried over with the water.
Answer

II), Clean sea water is delivered until discharge takes place from the vent valves of first stage
and second stage. The system is pressurized from 0.5 to 2.0 bar by a spring loaded valve
fitted at the overboard discharge line.
When oily water is supplied to the first stage by the supply pump, separation of oil
and water takes place at the upper part of the chamber, as oil tends to rise upwards due to
lower density of water, and collected at the oil collecting space.
Further separation takes place at the lower part of the chamber, where oil-water
mixture has to pass through a series of dished plated before leaving the first stage. Oil
droplets being attracted by the dished plates, tend to travel upward, being collected at the
baffles and funneled up to the oil collecting space. Oil is drained automatically to the oily
bilge tank by a solenoid valve. Air is vented by a float operated release valve.
In the second stage, the oily water mixture passes through coalescers. Small oil
droplets and attracted and merge together to form large oil droplets. These oil droplets rise to
the oil collect space due to density difference and discharged manually via a cock. The water
outlet from second stage is then discharged to overboard via a 15ppm oil monitor. If the oil
content exceeds 15ppm then discharge to overboard close and recirculates to the bilge tank.
III, Reasons to oil might be carried over with these water:
1. High pumping rate: If pump throughput higher than the OWS capacity, then dwell
time will reduce. As a result oil might be carried with the water.
2. Low mixture temp: Insufficient mixture temperature can cause oil to come out with
water at low temperature the difference in their densities is low and it becomes more
difficult to separate oil and water by gravity.
3. Detergent mixing: Detergent with surface active agent cause oil to break into very
fine globules, which is sometimes impossible to separate
4. Cleaning compound: Cleaning compound for heat exchangers affect the pH value,
thereby refining the grain size.
5. Sludge from purifiers cause internal damage and should not be mixed with bilges.
6. Compressed oil: Compressed oil drains are highly emulsified and cannot be separated
static means.
7. Bilge shouldn’t be originated from cargo tank.
8. OWS friendly chemical should be used.
9. Pump selection: If rotary positive displacement pump is not selected, there is channel
of oil carry over due to emulsification.
10. Defective air purge valve can cause oil-water interface going drown and oil carry
over.
4. With reference to oily water separators:

a) Outline the routine attention needed to maintain satisfactory performance. (4)
b) Explain the importance of test cocks. (3)
c) Give two reasons why oil might be carried over with the water. (3)
Answer
a. Before starting:
 Check 15ppm alarm.
 Check 3 way valve operations.
 Ensure valves and lines are lined up properly.
 Flush up the OWS with sea water before put in operation.
During Operation:
1. Check pump for vibration and noise.
2. Record all pressure and temperature and take note of difference, to find out
the clogness of strainers on coalescers
3. Check normal operation of automatic drain V/V.
4. Check normal operation for oil sensor.
5. Make visual check of discharge quality by collecting samples via sample
cock.
Periodical maintenance:
1. Clean the strainers at regular interval.
2. Clean baffle plats for better separation.
3. Clean capacitance probe for better sensing of oil accumulation.
4. Clean the heater at regular interval.
5. Clean the coalescers filter according to PMS.
6. Regular maintenance of pump.
7. Remove water scales, sludge, bacteria and wax during cleaning.
8. Clean syphon brake, should not be chocked.
9. Carry out inspection for corrosion and pitting.
II. Importance of test cocks:
1. In case of malfunction of sensing probe, test cock are provided just below the
probe, which will help to identify any abnormalities and rectified them during
operation.
2. To drain oil from 1st stage when oil level is increased.
3. To drain oil from 2nd stage when oil level increased.
4. To purge air in case of air is trapped from both stage.
5. To check the presence of sea water, during flushing time.
6. To collect the sample for visual check.
III.Same as question 1(III).
5 .With reference to oily water separators, Explain why:
I. Internal baffles are commonly fitted.

II. Coalescers are provided in the second stage.

III. Rotary positive displacement pumps are preferably to centrifugal pumps for supply
purposes.
Answer
I. Internal baffles are fitted in the 1st stage because-
 To collect and funnel up the oil droplets from the oily water mixture to the oil
collection space.
 To provide baffling effect and thus increases the separation due to density difference.
 To provide physical surfaces necessary for merging of small oil droplets into large
droplets.
II. Coalescer are provided in the second stage, because-
1. Coalescer is made of fibrous material which attracts oil. So, as the 100ppm oily water
flows through the Coalescer, the small oil droplets are attracted and transformed into
large globules, which can be easily removed by density difference.
2. It reduces 100ppm oil content of 1st stage discharge to 15ppm oil content and also
remove some solids.
III. Rotary positive displacement pumps are preferable to centrifugal pumps for supply
purposes due to below comparison:
Rotary positive displacement p/p Centrifugal p/p
1. Produce laminar flow Produce turbulent flow
2. There is no chance of oil Oil can emulsified with water by churning

emulsification with water (no effect.
churning effect)
3. Self priming can be used with It is not self priming
frequent start-stop.
4. Able to handle various liquid. Cannot handle carious liquid

5. Less volume can pump, which Pumps more volume and dwell time is not
provides sufficient dwell time for enough.
separation
6 .Give reasons why each of the following condition can result in oil being discharged with
water from static oil water separator:
a) High oil density

b) Low mixture temperature
c) High pump rate.
d) Oil/water interface below test cocks
Answer
I. High oil density:
 Separation in OWS is done by principle of gravity differential between oil and water.
 The oil exits from oil water mixture as various size spherical globules are collected at
top of OWS.
 So, if the density of oil is high, then due to the large size of oil globules, they get
resistance to rise upward. Hence oil and water does not separate properly and oil
might be discharged with water.
II. Low mixture temperature:
Lower temperature will increase the viscosity of the oil and also reduce the density
differential between the water and oil. Eventually the oil globules will get high density which
affects the oil separation and then oil can be discharged with water.
IV. High pump rate:

 Pump should be matched with the associated separator to get sufficient dwell time for
separation without causing considerable turbulence.
 High pumping rate will cause disintegration of oil globules and reduces the dwell time
of oil water mixture, which causes the less separation and then oil can be discharged
with water.
IV. Oil /Water interface below test cocks:

In OWS, the oil is collected on the top and these oil is usually discharged to the oily
bilge tank through a solenoid V/V which is operated by a sensor. If due to malfunction of the
sensor or solenoid V/V, oil is continued to collect on the top collecting space, thus it may
cause the oily/water interface to fall below the test cock. If continued without rectification,
then oil can be carried over at the final discharge.
7. With reference to oil content monitoring and control system:
I. Explain with the aid of a sketch the principle of operation of oil content monitoring
equipment, which can be found fitted to engine room bilge discharge line.
Answer
Sampling pump passes sample water to a sample chamber. Light is directed to the
sample chamber from light source. Light will be scattered by of particles of sample water.
Fiber optic tubes are used in the device shown, to convey light from the source and from the
scattered light window to photo cell. The motor driver rotating disc with its slot lets each
light shine alternately on the photo-cell and also by means of switches passes the signal
independently to a comparator device. Thus comparator compares and show the measured in
the monitor. If value becomes more than 15ppm setting, then rises alarm with the opening
signal of 3-way valve to bilge tank.

Questions out of questions bank
8. With the reference to OWS:
1. Give two reasons why air relief V/V’s are frequently mounted on separator shell?
2. State how piping arrangement and bilge property affect the separation.
Answer
1. Reasons are as follows:
1. Air relief V/V is used to purge of air from the top during start
up and at regular intervals to ensure that, oil-water interface remains on top of the
coalesce element, to avoid any oil carry over to discharge line.
2. If the air remains trapped on top of separator shell, it will affect

the automatic operation of oil sensing probe, which discharges oil to the sludge
tank after sensing oil. Failure to this can cause oil carry over.
3. An additional relief V/V is also fitted to the shell, to relief any

pressure build up in case of discharge V/Vis shut on the line gets chocked due to
some reasons.
2. Piping arrangement affect the separation in below ways:
1. An inlet strainer is provided to protect pump.

2. Piping to feed the separator should be as straight as possible, without sharp bends, to
prevent turbulence.
3. The oil drain pipe to sludge tank should be as short as possible and diameter should be
equal on larger than the outlet valve.
4. Sea suction pipe should be provided for cleaning and initial filling of separator.
5. Overboard discharge pipe is designed to provide back pressure and to prevent
syphoning.
6. Inlet valve of the inlet pipe is non-return type, to ensure that separator is full of water,
during idling period.
7. Test cocks provided for constant supervision of the oil water interface
8. All piping should be properly secured to reduce vibration to a minimum
Bilge property affects the separation in below ways-
 Detergent with surface active agent causes the oil to break up into very fine globules,
which is sometimes impossible to separate.
 Cleaning compounds for heat exchangers affect the pH value, thereby refining the
grain .
 Compressed oil drains are highly emulsified and can not be removed by static means.
So, they should be isolated from the bilges.
 Sludge from purifiers cause internal damage and should not be mixed with bilges.
9. With reference to static oily water separators, Explain clearly: Why
I. Syphon breakers are provided

II. Certain practice taken during starting up and shutting down may lead to oil carry over
with the water.
III. Equal importance should also be placed on external physical factor to minimize the
chances of oil carry over with water.
Answer
1. Purpose of syphon breaker:
 By syphoning arrangement, back pressure is provided to OWS for its proper

operation.
 If sea water level is higher, there is a chance of water flowing back to the ship, when
the plant is stopped and non-return valve not holding.
 If the sea water level is lower than the OWS level bilge water may flow out when the
pump is stopped due to siphoning effect.
 While at sea, the motion of the sea water can encourage bilge water to flow out, after
an operation of OWS and with the V/V little open
2. During starting:
 System to be purged, otherwise oil sensor will malfunction.

 System should be filled with SW
Stopping:

 System filled with sea water
 Manual operation of oil outlet V/V, to ensure all oil is purge out.
 Breaking the syphoning (open the syphon break V/V), release back pressure and
prevent syphoning.
III, Same as question 1 (III)
10. Describe the operating procedure of an OWS?
Answer
 Take permission from C/E and take overboard valve key.

 Get information from bridge about position of ship, wheather ship is in special area or
near the land or not.
 Check 15ppm alarm with pump automatic stop in good working condition.
 Then take the sounding of tank and record it, in oil record book.
 Check 3-way solenoid V/V is working properly.
 Ensure all V/V’s and lines are properly line up.
 Ensure all the line filters are cleaned.
 Inform bridge about the discharge operation and take position. Record starting time
and position in oil record book.
 Switch on the power.
 Make sure that drain valves are shut.
 Open the sea suction valve.
 Start the pump for tank to tank operation and open the vents.
 Fill up the system with sea water and when water is coming out from the vent, then
closed the vent.
 Open the overboard valve.
 Close the sea water suction and open the bilge suction valve.
 Check sampling cock to see the bilge condition.
 Check the pump pressure.
 Check the differential press gauge between two stages for checking filter condition.
11. OWS is not running. What action you will take ?

Answer
Every ship is designed to have a bilge holding tank with sufficient capacity. If the vessel is in
normal voyage, then the following action can be performed.
 Inform master and office.

 Manage the E/R bilge water with bilge water holding tank .
 All piping’s. P/P gland and possible leakage to minimize the generation of bilge
water.
 Brief all engineer regarding this.
 Necessary manuals and spares to check.
 Locate the faults.
 If possible rectify the problem and put in service, after 15ppm alarm tried out.
 If problem is out of control, ask for necessary assistance by service engineer at
earliest opportunity.
 Daily tank sounding to be monitored.
 Record to oil record book including retention on board.
SEWAGE TREATMENT PLANT
1.a, Sketch a biological sewage treatment plant and label the principle items and explain
how the system works.
b, Highlight the likely causes of failure of the system and it’s effective.
Answer a:
Principle of sewage treatment: Oxygenating the sewage by bubbling air through it.
By doing so a family of bacterial is propagates which thrives on the oxygen content and
digest the sewage to produce harmless inert sludge.
Operation:
 Raw sewage passes through a course strainer and collected into primary tank
 Overflowing the primary tank the raw sewage goes to aeration tank.

 In the aeration chamber air is supplied from air compressor through a bubble diffuser
to break down the raw sewage by creating turbulence. So that settling is prevented
and good mixing obtain.
 Beside creating turbulence this air also provide oxygen to oxygenate the sewage to
make the aerobic bacteria alive.
 After the prolong operation, the mixing liquid goes to settling compartment by
overflowing. Active sludge gravitates at the bottom together with those floating on
the surface is continuously returned to aeration tank by the respective air lifts to mix
with the incoming wastes

 Now clean effluent from the top of the setting tank is collected in the holding tank
through chlorination chamber for disinfection and discharge overboard.
 Discharge pump is controlled by the two float switches low level and high level in the
holding tank.
Answer b:
Causes of failure of sewage treatment plant:
1. Failure of air compressor:
Cause: Air compressor may fail due to low insulation, defective bearing, V-belt
failure will cause air compressor to stop.
Effect: Stopping of air compressor as well as stopping of air flow will affect the
purification system oxygenations of Bacteria falls
2. Discharge pump failure:
Causes: Discharge pump may fail due to low insulation, worn out, defective bearing,
burn out will cause the pump stop.
Effect: Stopping of the discharge pump will cause the high level alarm and after that
overflowing.
3. Float switch failure:
Cause: Float switch failure due to rusty and malfunction of switch.
Effect: Discharge pump will not start and there will be overflowing.
4. By passing system:
If system is by-passed for a prolong period the generation of bacteria will be affected
stop.
5. Enters oil or grease:
If oil or grease enters into the system during maintenance can kill the bacteria.
6. Temperature:

Temperature will also affect the system.
Maintenance:
 Plant should be keep in operation all time.

 Bacteria must be alive by supplying air
 Measure to be taken not tank enters any oil or grease. as they kill bacteria.
 Metallic objects, rubber goods and absorbent cotton should not be disposed into
sanitary system.
 Regular inspection of filter screen
 Test for suspended solids in aeration tank is done once a month.
Advantage of biological sewage treatment plant:
 Simple and effective operation

 Less maintenance
 Can be operate in port.
 No odor problem.
 Can be used in both fresh water and sea water system.
 Less chemical treatment.
 Do not require large holding tank.
Advantages of vacuum toilet
 Low volume flush.

 Smaller holding tank.
 Less water use.
 Smaller treatment plant.
 Smaller diameter vacuum piping low cost etc.
 Vertical lift capability gives. Flexible design.
 Piping independent of slopes.
2 . With reference to sewage treatment plant describe:
a) What is BOD?
b) What is coliform count?
c) What is suspended solids
d) Capacity regulation for sewage treatment?
e) IMO regulation for sewage treatment?
Answer a:
BOD: If bacteria decomposes sewage and in the process use oxygen. At the end of the
process the sewage is stable and concentration of oxygen decreases. It can be measure of
sample incubating for 5days at 200c with well oxygenated water, the amount of oxygen
consumed by the sample in milligrams per litre is termed as BOD. If BOD is more in sample
it will reduce oxygen in the water to a level at which fishes are other plant life cannot be
supported. Normal BOD is 25mg/ ltr.
Answer b:
Coliform count: bacteri a found in human waste which originated form intestine. These are
coliform organisms. Now including a sample of 100ml for 48 hours at 35oc then count how
many bacteria presents in the sample, which is known as coliform count.
Normal coliform count is 125mg/ltr it reduces the disinfection process of the treatment.
Answer c:
Suspended solids: The solids which are suspended in a sewage or effluent. In can be
determined by testing. A amount of sample has filtered by asbestos mat filter element. After
filtering collect the solid and dried it. Count is measured by weighting the dried solid. The
results are in PPM (mg) as suspended solids.(35 mg/ ltr)
Answer d:
Capacity regulation for sewage treatment plant:

Europe:
1. Designed for 70 ltr/man/day of toilet waste including flushing water.
2. 130-150 ltr/man/day of wash water
USCG:
Suggest that it is high about:
1. 114ltr/man/day of toilet waste including flushing water.
Answer e:

IMO regulation for sewage treatment plant: Revised in 2006
1. BOD should be 25mg\ltr
2. Coliform count should be 125 mg/ltr
3. Suspended solid should be 35mg\ltr
4. PH Value between 6 to 8.5
3. With reference to sewage treatment state the test carried out to establish the quality of
effluents.
Answer:
The following test have been established to test the effluent
Suspended solid test:
1. Collect one ltr of sample.
2. Collected sample should be filter by asbestos mat fitter.
3. After filtering the sample, collects the sample and dry it up:
4. Weighting the solid.
5. Test result are in ppm(mg/ltr) as suspended solids.
Normal 35 mg/ltr
4. State the regulation of discharging sewage at sea.
Regulation of discharging sewage at sea.
According to the marpol annex IV applied to
 Ship 400GRT and above.

 Ship less 400GRT but certified for carry 15 persons.
 Comminuted and disinfected sewage more than 3Nm from nearest land.
 Not Comminuted and disinfected sewage more than 12Nm from nearest land.
In the both cases ship should be enroute above 4 knots
5. State precaution and procedure before opening of the sewage treatment plant.
The precaution and procedure before opening of the sewage treatment plant is
given below:
 Risk assessment to be carried out.

 System should be by passed and locked.
 Stop the air compressor of the sewage treatment plant.
 System should be flushed up by sea water.
 Open the sampling cock to check no black sewage and compartment should be
empty.
 Stop discharge pump.
 Open manhole doss and provide proper ventilation.
 Before entry follow the guideline in Chapter 10 of the code of safe working
practice for merchant seaman.
 Test toxic gas and or content inside plant.
6. After cleaning the sewage treatment plant, how it can be prepared for running
condition?
 After cleaning confirm no rags and materials left behind

 All the opening tightened up properly.
 Make sure all pipe line free from obstruction.
 Plant should be filled with water and activate sludge additives.
 Add bio-augmentation culture for create bacteria.
 Ensure air compressor is running in good condition.
 Air lift are in operation
 Float switch are working condition.
 Check discharge pump.
 Relief valve without leakage
 It taken 5-14 days to get the plant in fully operation because prolong operation is
required to produce bacteria.
 Hence plant should be keep operational at all time.
 Prevent contact of oil and grease in the system and proper toilet cleaner.

7. a, Sketch & describe a vaccum type sewage treatment plant.
b, What are the advantage and disadvantage of this system.
a. Principle:
It is a forced flow sewage transport and collection system, which uses differential
air pressure instead of water and gravity to transport the sewage. It saves amount of water
and many of problems associated with gravity piping in marine installations.
Vaccum sewage plant consists of:
 Vaccum toilets.
 Holding tank act as a vaccum tank,
 Ejector, which recirculates the sewage and operate a vaccum condition.
 Pressure switch.
 Level switch,
 Recirculation pump/sewage discharge pump.
Operation:
 Recirculating pump takes suction from the aeration tank.
 Pumping the sewage through the ejector back to the aeration tank. This pump is
also used to discharge overboard on to a treatment plant.
 Control system consists of level switches and vaccum switches and motor
controllers.
 Liquid flow through the ejector at high velocity creating vaccum at the suction
nozzle of the ejector, which is connected to the ship’s soil pipe.
 Check valve is holding the vaccum within the piping, while the recirculating
pump is not running/operating,
 Pressure switch on the piping, control the operation of recirculating pump, to
maintain system vaccum approx 35mm to 45mm Hg.
 Collected sewage is discharge by the discharge P/P which is operated either
manually or auto.
Advantage:

1. Lower volume flush: Water supply is reduced and it needs a
smaller sewage holding tank.
2. Smaller diameter pipeline: Vaccum sewage pipeline are of smaller
diameter, compared to gravity flush system pipes. Smaller diameter piping provided.
1. Lower material cost.
2. Lower installation cost.
3. Lower topside weight.
3. Vertical lift capability: Vaccum system can flush horizontally and
upward (5m max) as well as downward. This provides:
1. Flush up into overhead.
2. Allow placement of toilet facilities at tank top level.
4. Piping independent slope: Vaccum sewage piping is not affected
by pitching and rolling problems. The no-slope feature allows Flexibility in the
routing of pipes around fulk heads, aid ducts etc.
Disadvantage:
Difficulty in locating the source of air entry when the integrity of the pipe is affected

FIRE & SAFETY
Question:1
In shipboard fire detection system state:
I. The problems in positioning sensor heads in engine room. (4)

II. How tests are carried out on the different types of sensor heads. (4)
III. Why a mixture of sensor types are preferable in the engine room. (2)
Answer
1, Normally 3 types of sensor heads are used for fire detection in engine room. Positioning of
these sensor heads always create problems due to their variable sensing ability is affected by.
1. Environment
2. Time delay of sense,
3. Distance from one sensor to another sensor,
4. Accuracy
5. Height of the sensor head etc.
For example, smoke detector should not be used above main engine and generator; flame
detector should not be used in boiler space and sky light area, and heat detectors cannot be
placed in purifier room. Wrong positioning of these sensor heads may lead to false alarm.
2. Testing of sensor heads:
1. Heat detector:
Heat detectors are tested by using a heat source. Normally a small watt hand
hold electric heater or a hot electric blower is used to activate the alarm.
2. Smoke detector:
Smoke detectors are tested by smoke detecting spray in a pressurized can.
3. Flame detector:
Flame detectors are tested by using a light source, like infra-red torch light, by
flickering over the sensor.

III. A mixture of sensor or fire detector are preferable in engine room. Because E/R has
different atmosphere in different place. So, the type of fire which may occurs is also different
the choice of sensor heads depends on the type of fire.
For example, positioning of smoke detector on top of the M/E and generator engine can
cause false alarm, during blowing through of engine.
Flame detector should not be used in a place where naked flame are available, such as
near boiler.
Also in purifier room, heat detectors should not be used, because purifier room is hot, so
it will give false alarm.
So, the detectors are arranged in such a way that, they detect the outbreak of fire as soon
as possible and also prevent false alarm.
Question:2
In shipboard fire detection system, state how
I. Immediate warning is given in a sudden conflagration.

II. A slow burning fire is detected
III. Sketch and label an ionization type smoke detector
IV. Explain how false alarms can arise in (III)
Answer
I) In a sudden conflagration, immediate warning is given by flame detectors and infra-red

type flame detector is best for this immediate detection.

Flame has a characteristic flicker frequency of about 4Hz to 15Hz And made use of
this fact to trigger on alarm circuit. Flickering radiation from flames reaches the detector
lens/filter unit, which only allows the infra-red to pass and focus on the cell. The signal from
the cell goes to the selective amplifier, which is turned to 25Hz, then into a time delay unit (to
minimize incidence of false alarm) trigger and alarm circuits.
II) Slow burning fires are detected by smoke detectors and best for this purpose is light
scattered type smoke detectors.
In the optical type, a source of light continuously fall on photo-electric cell. This
generates a small electric current flow. Once the light is obstructed or scattered, the electric
current flow is reduced and this is measured against a certain preset value. The alarm will be
triggered, when the smoke density exceeds this preset value.
Ionization type smoke detectors are very sensitive and give very early detection of fire when
the smoke particles are small. Its sensitivity also meant that, some planning had to be given
to their installation points, so as to avoid false alarms.
For example, when M/E or generator is blown through before starting, due to high
sensitivity of the detector, activating alarm for the detection is false. It should also not be
located to near to the ventilation ducts or areas of strong air draft where the smoke particles
will be blown away.

Question:3
State why precautionary measures need to be taken in the following instances.
1. Entry into confined spaces, for example, duct keel

2. Working in refrigerating spaces
3. Working in an emergency battery room
Answer
Precautionary measures need to be taken for entry into confined spaces, for example
duct keel because.
 Toxic gas may be available there.

 Oxygen may be insufficient there for inhale normal range is 21%
 Flammable vapour may present there.
 Obstacle or access may be limited there.
II. Working in refrigerating spaces:
 Possibility of cold shock.

 CO2 gas may present there, due to decay of fruits and vegetables.
 Refrigerant gas may present there, due to leakage.

III. Working in an emergency battery room:
 Presence of H2 gas
 Acidic atmosphere
 Presence of acid or alkali
 Risk of electric shock.
 Naked light may cause fire.
Question:4
1. Sketch and label a self-breathing apparatus
2. State the precautionary measures taken on the BA set before entry into a confined
space
3. State the signals used on the life line when wearing the BA set.
II. Precautionary measures taken on the BA set before entry into a confined space are
given below .

 Check the condition of the cylinder for corrosion
 Check the bottle air pressure and its indicator; Normal pressure 200Bar
 Test the low pressure alarm by following:
o Open cylinder valve.
o Pressure gauge will show pressure.
o Close cylinder valve.
o Release the line air slowly, when 80% air will be released and pressure gauge
needle comes into red zone, then low pressure alarm will be sounded.
 Check the supply hose for possible leakage.
 Check face mask/visor condition for cleanliness.
 Check strips for wear and tear.
 Check demand valve, exhalation valve, speech transmitter function.
 Ensure no leakage from outside to the face mask, This can be checked by following
procedures:
o Put on the face mask.
o Open cylinder valve.
o Shut the cylinder V/V to check face tightness.
o Face mask will collapse on the face when air ran out.
 Check condition of harness.
 Pressure gauge should be clearly visible after wearing face mask.
 Check life line.
o Fire proof.
o Sufficient length and strength.
o Condition of snap hook.
 Ensure the person wearing BA set is familiar with the equipment and its operation.
III) Prior entry into confined space, both the BA set wearer and the responsible person at the
entrance should understand the signal passed by a life line.
 Entered person to outsider:

 One pull - I am Ok.
 Two pull - Give me slack.
 Three pull - I am in danger, take me out
 Four pull - Send help.
 Outsider to entered person:
 One pull - How are you?
 Three pull - Come out
5. Assuming that a serious fire has started on top of a diesel generator.
I. Comment on what are the likely causes of the fire.
II. Itemize the steps you would take in some order of priority.
III. What will be, almost certainly, the immediate consequence of this type of fire?
Answer
I) Likely causes are:
 High pressure fuel oil pipe fractured and spraying on the uncovered exhaust manifold,
whose temperature is also high.
 Overloaded generator, with high exhaust temperature causing exhaust manifold to
become red hot, rupture T/C LO pipe and oil spraying in fine mist form, thus causing
fire.
 Crankcase explosion, due to poor cylinder condition, can also cause serious fire.
II) Steps to be taken in case of serious fire:
 Raise alarm inform bridge about the location, type and intensity of fire.
 Request bridge to stop M/E.
 Immediately isolate fuel supply to the generator on fire by quick closing V/V.
 Consequence to this there will be black-out.
 Emergency generator should cut-in automatically.
 Activate hyper mist system on affected generator
 If fire is not extinguished, then can apply 45 litre foam fire extinguisher or dry powder
to extinguish the fire.
 If still fire is not extinguished and spreading fast, then upo n consulting with master,
prepare for CO2 release.
CO2 release mechanism:

o Head count at muster station.
o Operate all quick closing valves.
o Operate emergency switch for stop all fuel oil pumps.
o Operate emergency switch for all ventilation fan
o Seal E/R by closing sky light, funnel flaps, all ventilation dampers and E/R
entrances.
o After ensuring all these items done and upon masters permission, open Co2
control cabinet which will activate Co2 alarm.
 Then release Co2 for E/R.
 When fire is extinguished, a fire watch must be kept.
 Re entry to be made by following proper procedure.
 Finally an investigation to be carried out to find out the cause of fire.
III) Immediate consequence of this fire is
 Loss of power I.e. Black out

 Emergency generator will cut in automatically.
 At sea, loss of main propulsion system.
 Loss of maneuverability may cause accident.
 In port, loading or discharging affected.
 In case of restricted water, ship can get out of control, causing grounding.
 Can lead to accident and loss of life.
 Can cause oil spill, explosion and damage to environment.
Question:6
1. Briefly describe a self contained breathing apparatus.
2. Describe the procedure that you will use, in the event of a fire, to find missing person
in a smoke filled accommodation area.
3. Compare the nominal and actual duration of air supply from a self contained
breathing apparatus.
Answer
1. Description:
 The cylinder mounted on a plastic back plate fitted with harness.
 A rubber face mask incorporated with a demand valve, exhalation valve, speech
transmitter visor and a head strip is provided.
 The demand valve is connected to the cylinder valve, via high pressure reinforced
hose.
 A pressure gauge is fitted to indicate air bottle pressure.
 A low pressure warning whistle is fitted to give audible alarm when 80% air from
cylinder is used.
 Air is supplied in two ways positive pressure supply and negative demand.
2. The procedure to find a missing person in a smoke filled accommodation area in the
event of a fire is given below-
Before entry-
 Check the air bottle condition for corrosion.
 Check air bottle pressure (Normally 200 bar)
 Check low pressure alarm.
 Check any leak on supply hose.
 Check face mask condition.
 Check visor clarity.
 Check strips for any damage.
 Check demand V/V exhalation V/V, speech transmitter function.
 Check face mask air tightness.
 Check the condition of harness.
 Pressure gauge should be clearly visible after wearing the face mask.
 Check lifeline for its condition.
 Ensure the person wearing BA set is familiar with equipment and its operation.
After complete checking-
 Keep one BA set ready and standby.

 After wearing BA set, 2 person will enter together and one responsible person should
be at entrance.
 One rescue team wearing fireman’s outfit, with first aid box, SCBA, safety torch and
stretcher should be standby.

 As per ISM checklist operation should be carried out.
 Good communication should be maintained between entry person and team leader
who is outside.
 The entry person will indicate the location of found person and inform team in charge.
 Then rescue team with BA set stretcher will enter into the smoked area.
 The communication between entry person, rescue team and the outside responsible
person should maintain.
 Rescue team will bring the found person as early as possible by stretcher and by
following same entry route.
 Provide proper medication to missing person.
 After rescued the missing person, entry team will come back to entry point.
III. As per SOLAS requirement for SCBA, minimum 1200 ltrs capacity of free air.
 Nominal duration is 30 minutes.

 The actual duration depends upon person to person and the nature of job Example- a
person will consume more air while doing fire fighting as compared to while carried
out tank inspection.
7. On taking over as 2/E of a ship which has been laid up for some months.
1. Itemize checks you would carry out on a CO2 fire extinguishing system of a multi-
cylinder bottle type.
2. How would you assess the state of portable fire extinguishers in an engine room?
3. List other items concerning fire fighting you would need to check.
Answer
1. Following items should be checked on a CO2 fire extinguishing system.
 Before entering into CO2 room “Enclose space entry” checklist must be followed and
room should be well ventilated and well lightened or illuminated
 The ventilation system of CO2 room is in good condition.
 The internal lightings of CO2 room are in good condition.

 The diagram of CO2 flooding system with simple sketch and procedure of flooding
are available in CO2 room and fire station.
 The key in the proper place.
 Safe guard notice against unauthorized usage.
 All alarms to be checked.
 Pipes and connection are in tight condition and rust free.
 All wires are properly greased up and pulleys are free to move.
 The service record of CO2 bottle to be checked.
 The level of each bottle are in optimum condition.
 The bottles are clamped properly against movement and vibration.
 All CO2 release nozzles in engine room are clean and ensure by blowing air in the
line.
 CO2 room door should be air and water tight condition.
 Access should be free from obstruction.
2. The state of portable fire extinguishers can be assessed by following ways:
 Check that the right type of portable extinguisher in right place as per requirement.
 A record of inspection to be displayed.
 Check for last service record and last date of refill.
 Check the hydrostatic test record carried out by maker.
 Check the safety pin in position and seal not broken.
 Check the cylinder condition for corrosion.
 Check for any leakage through discharge pipe and nozzle.
 Check weight, then it should be refilled.
 Check the pressure indicator should be in green zone.
 Spares to be checked for correct quantity and to stored properly.
 All portable extinguishers must be free of any obstruction.
 All portable extinguishers must be checked for properly clamped against movement
and vibration.
3. List of items need to check, concerning fire fighting’s are:
 Fire detection system.

 Fire alarm.
 All fixed fire extinguisher system.
 Fire mains, hydrants, hoses and nozzles.
 Fire pump and V/V smooth operation.
 All portable fire extinguishers system.
 Firemans outfit,
 Fire plan.
 SCBA set.
 All emergency escape route and indication, clear of obstruction, well lightened and
IMO symbols.
 EEBD all are in correct location.
 All fire dampers smooth operation
 Breathing air compressor smooth operation.
 Foam system if applicable/available.
8. In the case of a CO2 bulk storage extinguished system:
1. Sketch a layout for a typical shipboard application.
2. State regulations that control capacity, quantity and duration of discharge.
3. Compare advantages and limitations with that of a battery cylinders installation.
Answer
1. Sample layout for bulk CO2 system:
 Working pressure 21 bar

 Refrigeration cooler provide to maintain temperature -200C and heater provided to
maintain pressure in container for extinguishing fire (if needed).
 Cylinder is insulated.
 LP relief V/V set at about 24.5 bar
 HP relief V/V set at about 27 bar. It is requirement that HP relief V/V vent into the
compartment.
 Discharge line relief valve set around 35 bar
 Pressure indicator and level indicator alarms provided.

2. Regulation:
 Capacity:
o For biggest cargo hold: 30% of gross volume of bigger C/H
o For machinery space (E/R): 40% of gross volume.
 Quantity and duration of discharge:
o 50% of gas to be discharged within 1st 1 min
o 85% of gas to be discharged within 1st 2min

3. Advantage:
 Lower initial cost.

 Filling simple.
 Reduced filling cost.
 50% weight saved compared to a multi cylinder system.
Disadvantage:
 Power source required.

 Need refrigeration system.
 Possible leakage (Thus 5% over calculated)
 A relatively complex system and thus reduce reliability.
9.Concerning the CO2 Total flooding fixed fire fighting installation:
1. In the event of a fire in the engine compartment what checks would be made before
operating the system?
2. After the system has been discharged how soon could re-entry be attempted?
3. Describe the procedure that would be adopted to ensure safe reoccupation of the
compartment.
4. What subsequent routines would be initiated?
Answer
1. The following check are to be carried out before operating the CO2 system:
 Confirmed emergency fire alarm are already sounded and master to be informed.
 All personnel to evacuate the engine room and head count should be taken in muster
station.
 All quick closing valves are closed by operating device, which is situated outside of
engine room.
 Emergency stop switch for DO and FO pump should be operated from outside of
engine room.
 Activate emergency stop switch for all ventilation fans.

 All engine room openings, like sky light, funnel flaps, ventilation dampers and E/R all
entrance should be closed.
 After checking above items final head count is done to ensure nobody missing and
then upon master agreed, CO2 control box opened. This will activate CO2 alarm as a
warning that CO2 is going to be released. Then release CO2 for E/R
2. After discharging the system re-entry into E/R can be attempted by ensuring fire is fully
extinguished and by confirming some items. These are given below.
 By observing no steaming and water vaporization in boundary cooling.

 Compartment temperature must be less than 1000C.
 Measure the bulkhead temperature by laser gun thermometer (if available).
 By hearing the hissing sound of fire.
After ensuring above items and realized that it is safe to enter, then re-entry can be attempted
by taking proper safety precautions.
3. Procedure to safe re-occupation of E/R:
 Start emergency generator

 Confirm emergency fire P/P is running.
 Make two persons ready with fire outfits, SCBA set and fire line for entry.
 Another two responsible person stand by as back up for entry. Additional SCBA set,
hospital stretcher, first aid kits and safety harness to be kept ready.
 Ensure proper communication
 Get permission from master to enter in E/R
 Entry should be made from engine room entrance, opposite to the fire space and
through highest position of the compartment, as CO2 is heavier than air and CO2 will
accumulate in the lower platform.
 Enter E/R side by side and extinguish the small fire (if present)
 When confirmed that there is no fire an hot spot, then re-occupation procedures to be
commenced.
 Before that company check list for “Re-entry after CO2 flooding” should be filled up
and follow
 Record all the timings.

 Ensure compartment should be well ventilated before entry for any damage
inspection.
4. The following routine duties to be carried out after fire has been extinguished-
 Investigation-damage assessment and fire soot collection.

 Continue fire patrol
 If vessel is in the port refill CO2 bottles with approved type.
 If in the deep sea, call sea tug and wait for salvage operation, if M/E is inoperative.
 Send a complete incident and damage report to the company.
10. An emergency fire pump is often the subject of neglect Explain:
1. What could be the reasons for this?

2. What factors influence the location, operation and power requirements.
3. How power to the pump is ensured?
4. Why drains are necessary on the deck main?
Answer
1. The emergency fire pump is often neglected due to its location and operations.
Location: The pump is outside the engine room and in remote place. Human
tendency not to maintain it as if it is not in the vicinity.
Operation: Most of the time emergency fire pump is not used, except in drill and
surveys. Even during drill, sometimes main fire pump is used. It should be in the Saturday
routine.
2. Factors influencing the location, operation and power requirements are-
Location: Outside engine room, in the tunnel steering room or forward part of ship. So
that it can be used in the event of fire in E/R can take suction at minimum draught and at all
other conditions.
Operation: Remote location allows independent operation of pump when engine room
damage fire or power failure. Still it can supply water to deck and engine room. Engine
room can also be isolated by deck isolating valve.

Power: Power is available which is independent from engine room, from emergency
switchboard and cable outside engine room. This ensures that engine room fire will not
affect the pump operation.
3. Power to the pump is ensured by-
 For electric motor driven:

o At normal condition: Engine room power emergency switchboard emergency
fire pump.
o At emergency: Emergency generator emergency switchboard emergency fire
pump.
 Independently driven (Diesel drive):
o Should have arrangement of independent prime mover.
o An air operated pump with its own air supply.
4. Drains are necessary on deck main to drain the system, in the event of cold weather. If this
not done, the pipe can be damaged by the water freezing, but more important, it will be
blocked by the ice and not usable.
11. Concerning the protection of accommodation against fire:
I. Describe with the aid of a simple diagram of a fixed installation based on the
water spray principle?
II. What regular test are required to ensure the system is fully operational?
III. After such a system has been activated, how would it again be made ready for
service?
Answers:
Description:
 The pressure tank is half filled with fresh water.

 Compressed air is supplied to the tank to a pre-determined level, so that pressure
system is sufficient for highest sprinkler head is 4.8 bar
 Sprinkler heads are grouped in section, but not more than 200 heads per section.

 Each sprinkler head is incorporated with quartzite bulb, which contains highly
expansible liquid, pressed against a gasket-seal.
 When the bulb is heated up due to fire the liquid expands and gas space diminishes.
 Now water goes to the fire space from pressurized tank through sprinkler head.
 When tank pressure reduced to pre-determined value, then a electric operated SW
pump taking suction from sea, comes in action.
 This SW pump is arranged to operate automatically through the pressure relay.
 A hose connection is also provided for supplying shone water when the ship is in dry
dock.
2.Following tests are carried out-
Daily:

 Pressure tank pressure
 Pressure tank level
 Any leakage.
Weekly:
 SW pump pressure test.

 SW pump test for automatic start
 Check alarm by closing stop valve. Which activate a micro-switch and operate an
alarm
 Check section alarm
 All valve freeness and greasing up.
III. Re-activation:
1. Stop pump, close all lines.

2. Replace all the ruptured quartzoid bulb with new, according to the rating.
i. Rating : Color
ii. 680C Red
iii. 790C Yellow
iv. 930C Green
3. Flushing V/V must be kept-open, if flush V/V not provided, keep open one
sprinkler head at external end.
4. Flush the whole system with fresh water to remove sea water.
5. Close flush V/V fit sprinkler head.
6. Fill up pressure tank by half with fresh water and supply air.
7. Check for any leakage.
Question Out of Question Bank
1.What are the regulation in sprinkler system?
Answer
Regulations in sprinkler system are:

1. Pressure tank: Relief valve, level glass, pressure gauge.

2. Pressure sufficient for highest sprinkler head of 4.8 bar
3. Provision for flushing with fresh water.
4. Self contained.
5. Connected to fire main
6. Independent power for water source.
7. In each section not more than 200 heads.
8. Bulb shattering temperature between 680C and 790C
9. Heads position < 13o apart and<6.6o from bulkhead
10. Audible and visual alarm
11. >=2 source of power supply to operate independent pump, air compressor and alarm.
12. Each section can be isolated by one stop V/V which must be easily accessible.
13. Sprinkler flow rate >=5 litre/m2/min.
2. State the advantages and limitation for sprinkler system.
Answer
Advantages of sprinkler system:
 Good cooling effect.
 Unlimited supply of sea water.
 No evacuation required
Limitation for sprinkler system:
 Stability problem
 Damaging of quartzoid bulb.
 Cannot take care of electric fire.
 Power source required to drive back up pump.
3.1. Sketch the battery CO2 flooding system.
2. What are the requirements of CO2 System
3. State the SOLAS regulation of CO2 system.
Answers:
2. Requirements of CO2 system:

1. Safeguard against unauthorized usage.
2. Automatic discharge not allowed
3. Machinery section valve with alarm
4. Permanent pipings.
5. Piping to bilges and tank top also.
6. Operation triggers alarm.
7. Pressure tested at 122 bar between distributed manifold and piping.

8. Pipe to cargo space not to pass through E/R unless all pipes are tested at 122
bar
9. Copper pipes and HP flexible pipes are allowed between cylinder outlet valve
and manifold
10. Distribution pipes dia >19mm
11. Capacity for cargo space: 30% gross volume of bigger cargo hold.
12. Engine room: 40% of gross volume
13. Discharging duration: 85% within first 2 minutes
Requirement of CO2 bottles:
1. Stamped pressure ~52 bar

2. Bursting disc 177~193 bar @ 630C.
3. Hydraulically tested to 228 bar
4. Level tested by radioactive level detection system.
5. Should have remote and manual operation system
6. Clamped against movement and vibration
7. Recharged if 5% lost.
8. If>10 years internal & external exam of bottles.
9. Stored in temperature <550C
3. The SOLAS regulations for CO2 system are:
1. 1.5 times heavier than air smoothes the fire.

2. Stored in cylinder about 55 bars. Expands to about 450 times its volume
3. 30% of gross volume of biggest cargo space
4. 40% of gross volume of machinery space
5. 85% of the gas discharged within 2 minute
6. Two separate: Control shall be provided:
7. One control for opening distribution valve.
8. Another control for discharging CO2 from bottle.

4. What is the principle of fire fighting?
Answer:
F=Find
I=Inform
R=Restrict
E=Extinguish.
The fighting principle is-
1. Removal of heat: Cooling effect.

2. Removal of O2: Smothering effect.
3. Removal of substance (as fuel): Starvation
5. What are the regulations for emergency fire pump
Answer
 Capacity: Should be 40% of Main fire P/P not less than 25m3/hour.
 Supply: Should be capable of supply 2 jets of water at a time.
6. Why normally smoke detectors are used in crews cabin?
Answer:
Mostly carbonaceous material is found in crews cabin onboard (like wooden furniture,
paper, clothes etc). These will produce lot of smokes during fire. So, smoke detectors are
fitted.
7. How air is supplied to the face mask?
Answer
Air is supplied to the face mask in two ways-
1. Positive pressure:

In the positive pressure type, the air pressure in the mask cavity remains slightly positive
all the time. This prevents the ingress of toxic gas entering the face mask from the
surrounding atmosphere.
2. Negative demand:
In the negative demand type, the air pressure in the mask is negative during
inhalation.Most ships are provided with the positive pressure type and the negative demand
made must never be used in toxic atmosphere.
8. Describe different types of fire detectors?
Answer:
There are three types of detectors and they are-
1. Heat detectors
2. Smoke detectors
3. Flame detectors
1. Heat detectors:
a. Bimetal strips type:
Their basic constructions involved having two metals of dissimilar coefficients of

expansion bonded together. When subjected to heat, both metals exposed one will expand
more the other, but with constrain since they are bonded together and this constrain with
result in the metal strip bending and triggering an alarm circuit.

The Rate of Rise heat detectors works pneumatic and on the principle that air expands
when subjects to heat. The expanded air is released through a compensating vent whose
orifice is of pre calculated diameter. When there is a sudden rise of temperature due to a fire
outbreak, the expansion rate of air is also increases dramatically. Not all the air can escape
through the compensating vent orifice and the air is diverted to compressing a diaphragm that
activates a fire alarm circuit.
b. Fusible alloys heat detector:
Certain alloys melt at low temp. and there are ranges available from 550C to 1800C.
The fusible alloys are normally employed as links under tension. A fire will raise the temp.
and causes the alloy link to melt and release the tension on a wire or any device, consequently
closing the circuit and triggering the fire alarm.

d. Quartzoid bulb:
Quartzoid bulb contain a high expansion liquid inside, that breaks its container when
it reaches a certain temperature. They come in various colours to indicate the breaking
temperature. The colour codes are-
680C---Red
790C---Yellow
930C---Green
Quartzoid bulbs are commonly used in fixed sprinkler extinguishing.
9. How working duration of a BA can be calculate
Formulae for air remaining in the BA cylinder
D= (PXC/ NX40) -10. Where, D= the remaining duration in minutes, P= Pressure in the
cylinder (bars), N=Charging pressure of the cyl. (Bar), C=Capacity in lits (of the cylinder
when charged to N bar),
e.g: Charging pressure of cylinder =200bar, Capacity at this pressure = 2250 litres.
So, working duration at full charging
Pressure = (200X2250/200X40) - 10
= 46minutes.

MARITIME LAW AND LEGISLATION
1: With the reference to the role the marine administration:

(a) Briefly describe the responsibilities of flag state control
(b) State the objective of the port state control
(c) Briefly explain the source of authority for exercising of port state control
Answers:
(a) Responsibilities of flag state control
A flag state is required to take all necessary measures to ensure safety of life at sea and
protection of the environment. Ships flying its flag comply fully with:
 Standards for construction
 Requirements for equipment
 Requirements for pollution prevention
 Procedure and schedules for:
- Maintenance
- Survey
- Certification, as specified under the relevant international conventions.
(b) Objective of the port state control:

The eradication of sub-standard ships which are a threat to safety of life at sea and the
marine environment, and when operated have an unfair advantage over those which fully
comply with the conventions.
Port state control overcomes the deficiencies of flag state control. By adopting port state
control, the flag state is represented everywhere.
(c) The source of authority for exercising of port state control

 The source of authority for the exercising of port state control is the national law
based on the relevant conventions
 It is therefore necessary for the port state to be a party to those conventions and to
have implement the necessary legislation before exercising port state control
2: With reference to the survey of ship

a) State four certificates issued/endorsed upon satisfactory completion of the above
b) State the aims and assumptions of the continuous machinery survey
c) Briefly describe the procedure in the load line assessment.
Answers:
a) With reference to the survey of ship the following certificates are issued/endorsed upon
satisfactory completion of survey:
I) Safety construction certificate
II) Safety equipment certificate
III) International load line certificate
IV) IOPP certificate
b) Aims and assumptions of continuous machinery survey:

Aims of continuous machinery survey:
 “To enable the society to know the general condition of the machinery and
equipment of a ship, through a planned and systematic Continuous
procedure of inspection Overhaul and recording of data”.
Assumptions of continuous machinery survey:
 Continuous machinery survey which done by the chief engineer of the
ship in a regular basis and the records kept
 The attending surveyor provided with accurate information on the
shipboard maintenance at each application for CMS
 Ships maintenance schedule must ensure each item is opened up at least
once in five year cycle.
Principal conditions for allowing C/E to carry out CMS:
 Machinery to be less than 20 yrs old
 C/E for at least 3 yrs and engineer for 10 years
 Done only at sea or port where no surveyor available
 Once surveyor in attendance, C/E must provide report
 External inspection done and running test carried out
 If any doubt, surveyor reserves right for item to be dismantled
c) Procedure involved in load line assignment:

Load line assignment is an administration requirement and it is mandatory. The
classification society will do this at the request of administration.
Builder applies for the load line assignment
Plans submitted by builder
Plans reviewed and amended where required
Surveyor will inspect the construction at intervals
Classification society calculates freeboard
Inclining test carried out and stability data obtained
Freeboard assigned by class
Builder puts permanent marks on the hull
Surveyor checks the marks and provisional load line certificates issued
Full term load line certificate is issued by classification society
3: With reference to the International safety management code:

a) State the objective of the code
b) Briefly explain the safety environmental protection policy
c) Briefly describe how an audit is usually carried out on board ship
a) objective of the code

1. Ensure safety at sea;
2. Prevention of human injury;
3. Reduce chances of loss of life and
4. Avoid damage to property including the marine environment.
Consequently, the safety management objectives of the company should be focused

on:-
1. Safe practices in ship operation;
2. Safeguards against all identified risks;
3. Continuous improvement of safety management skills of all personnel in the
company and ships, including handling of identified emergencies.
The safety management system (SMS) should ensure:
1. Compliance with mandatory rules and regulations; and

2. That applicable codes, guidelines and standards as recommended by maritime
administrations and maritime industry organizations
b) safety environmental protection policy
Its is the SECTION 2 of ISM code as : “SAFETY AND ENVIRONMENTAL
PROTECTION POLICY”
 The company must establish a safety and environmental protection policy which
describe how the objectives of ISM code will be achieved.
 The company requires to adopt a documented safety management system which
provides evidences that the company is complying with safety and pollution
prevention requirements
 The company should ensure that the policy is implemented and maintained at all
levels of the organization, both ship as well as shore based by continuous
exercising procedures.
c) How an audit is usually carried out on board a ship:
 SECTION 12 :“COMPANY VERIFICATION REVIEW AND EVALUATION”

o The Company must have its own internal methods for making sure that the
system works and is improving
o For example, Internal audits can be conducted periodically to verify whether
safety and pollution prevention activities comply with the Company's SMS
o The results of the audits and reviews should be made known to personnel in
affected areas.
o Timely corrective action should be taken by management on deficiencies
found.
 According to ISM code SECTION 13: “CERTIFICATION, VERIFICATION AND

CONTROL”
 The flag administration or an organization recognized by it will have to send external
auditors to check the company polices and enrollment system in the office and on
board each ship
 During audit first conduct open meeting
 Interview the personal and examining the documents as planned

 Fact finding and recording
 Issue NCR if any non conformities found
 Corrective action request raised by department heads for further developments
 Acceptance by master and complete procedure by closing meeting
 After flag administration satisfied itself that the system is working it will issue a
document of compliance for the company and safety management certificate for the
ship.
4: With reference to classification societies:

a) Discuss the benefits of having a ship classified
b) Briefly describe the stages of classifying a ship
Classification society is an organization to ensure that the ship is constructed soundly and
standard of construction is maintained and carried out research and publish papers.
a. Ships are classified to ensure:

 Designs to a recognized standard
 Constructions to a recognized standard
 Maintenance during its life is to a recognized standard
 Value for money
 Favorable insurance rates
 Acceptable charter arrangements
And in conjunction with proper care and conduct on the part of the ship, owner and operators will
provide for:
1. The structural strength of (and where necessary the watertight integrity of) all essential
parts of the hull and its appendages.
2. The safety and reliability of the propulsion and steering systems. And those other features
and auxiliary systems which have been built into the ship in order to establish and
maintain basic conditions on board.
b) The 3 basic stages of classification

 Plan approval
 Surveys during construction
 Periodical surveys after construction
 Builder submits plans for approval to owner specified class
 Plans for approvals as per class rules
 A surveyor is in attendance during construction to inspect materials and
workmanship.(based on approved plans and rules)
 Upon satisfactory completion of surveys and sea trials, a certificate of class (hull and
machinery), is issued and kept on board. (upon approval by classification committee)
 Particulars of ship entered in class register and one or more character symbols assigned to
it. e.g: 100A1
 By way of periodical visits by its surveyors to the ship as defined in its rules and /or
regulations in order to ascertain that the ship currently complies with those rules and/or
regulations
 Should significant defects become apparent or damages be sustained between the relevant
visits by the surveyors, the owner and operator are required to inform the society
concerned without delay. Similarly any modification which would affect class must
receive prior approval by the society.
5: With reference to MARPOL Annex 6:
a) Briefly explain its importance
b) State the limits imposed by it including its special areas.
a) Importance of annex VI:

Annex VI is a prevention of pollution of air from ships. Annex VI entered into force in may
2005. It applies to all ships above 400 GRT or above, floating rigs and other platforms – and
issued with international air pollution prevention certificate. (IAPP).
Regulations will impact on vessel operations are as follows:
Regulation 12: Ozone depleting substances
Regulation 13: NOX emissions
Regulation 14: Sulfur Oxide emissions
Regulation 15: VOC emissions
Regulation 16: Shipboard Incinerators

Regulation 18: Fuel oil control
 Effect of NOx:
 Nox combines in the atmosphere with hydrocarbons, reacting in heat and sunlight
to form ground level ozone (O3), which is a primary contributor to urban smog.
 Smog irritates the respiratory system, causing coughing, choking and reduce lung
capacity
 Effect of SO2:
 Sox emissions are directly related to sulfur content in fuel. Combined with water
vapor, Sox forms acid rain
 Acid rain degrades crops, water and the environment
 Exposure to sulfur dioxide (SO2) irritates and restricts human air ways, causing
chest tightness.
 Long term exposure leads to bronchitis and suppressed immune system, chocking
and reduced lungcapacity.
 Effect of CPC &Halon:
 These are the chlorofluorocarbons (CFCs) are widely used as refrigerants, aerosol
propellants and insulations. Halon gas are used in portable extinguishers and fixed
fire prevention systems.
 Effect of global warming gases:
 Global warming gases, including carbon dioxide, methane and nitrogen oxide are
released when fossil fuels are burned, trapping heat in the atmosphere and
causing global warming and climate change
 Scientists have warned of dire environmental consequences if the green house
effect continuous unchecked.
b) The limits imposed by it including its special areas:
 The new protocol to annex VI set limits to sulfur dioxide and nitrogen oxide
emission from ship exhausts and prohibit and deliberate emission of ozone
depleting substances
 It includes a global cap of sulphur content in the fuel should not exceed 3.5% and
on or after 1st Jan 2020 it should not exceed 0.5%.
 On Sox emission control areas the sulphur content should not exceed 0.1%

 Baltic sea, north sea & the English channel area USA Canada e designated as
“Sox emission control areas”
 Annex VI also prohibits new installations containing ozone depleting substances
from ships
 Annex VI also sets limits to NOx emissions from diesel engines. A mandatory
code-NOx technical code- defines how this shall be done.
 NOx emission shall apply to all engines with power output of 130KW or more
 Engine will be required to be tested under the NOx technical code and be issued
with a certificate.
 The annex also prohibits the incineration onboard of certain products such as
contaminated packaging materials and polychlorinated biphenyl’s(PCBs)
 Incinerator have to be tested in accordance with revised IMO specification for
Shipboard incineration
 Cargo vapour emissions from tankers when loading will be controlled. Tankers
will be required to install cargo vapour return system.
6: a) Briefly explain IACS

b) convention and Tacit acceptance
(a) International Association of Classification Societies (IACS)

 A chartered body representing the interests of the main classification societies.
 Dedicated to safe ships and clean seas (Improvement of standards of safety)
 Makes a unique contribution to maritime safety and regulation through
technical support, compliance verification and research and development.
 Consultation and co-operation with national and international organizations.
 Close co-operation with the global marine industries.
 More than 90% of the world's cargo carrying tonnage is covered by the
classification design, construction and compliance with Rules and standards
set by the ten Member Societies and two associates of IACS
 A focal point for IACS is the activities of I. M. O. where the
 Association has consultative status (since 1969).

(b) Convention:
 An international agreement dealing with a specific matter, and a documented
expression of the will of member states, through proceedings of an international
conference, became obligatory on all parties signatory to it.
 Comes into force one year from the date on which 25 countries, whose combined
fleet constitute, not less than 50% of the gross tonnage of the world’s merchant
fleet, have ratified the convention.
PROTOCOL
 Rules of etiquette and order, used to amend or modify the Articles of an existing
Convention.
 A set of international procedures and standards that was developed by certain
NGOs and nation states.
AMENDMENTS
 Changes to be made for the improvement of parts or additions to existing
Conventions.
 Technology and techniques in the shipping industry change very rapidly these
days.
 New conventions required and existing ones updated.
Accepting Amendments
 Explicit acceptance – procedure for amendments to come into force would require the
percentage of Contracting States had accepted them, usually two thirds.
 Tacit acceptance – procedure for amendments to come into force after an agreed time
unless more than one third of the contracting government (whose combined GT is not
less than 50% of the world’s merchant fleet) object to the amendment.
7.a) Briefly explain MOU

b) ISM requirements
Answers
(a) MOU – Memorandum of Understanding, its adopted in 1982.
Objective:
A ships call into port when inspected, will have its status updated into the database. All
parties to the MOU will share the same database. Substances ships can be “targeted” as the
database will assign port inspections priorities on these ships.

In the worst case scenario, a substandard ship can be targeted from port to port Paris
MOU, Tokyo MOU, USCG, Black Sea MOU key elements of MOUs is sharing the information
of ships in their database. This allows a more consistent approach to ships inspection they
facilitate ships compliance to IMO conventions.
(b) ISM Requirements:
1. A safety and environmental policy
2. Safety instruction and pollution prevent procedures for shipboard operation
3. Defines the level of authority between ship staff and shore personnel
4. Accident reporting procedures and respond to emergencies
5. Procedures for annual audits and management reviews
IMO- International Maritime Organization-
IMO is one of the smallest UN agencies, headquartered in London. There are some
50 nationalities represented on the staff, in six divisions: Maritime Safety, Marine
Environment, Legal and External Relations, Technical Co-operation, Administrative and
Conference.
IMO now has 169 member states, and three Associate members. In addition, a number of
inter government and non-governmental organizations, representing a wide variety of
interests ranging from industry sectors to environmental groups, have consultative status with
the Organization and can attend meetings.
How does IMO work?
IMO’s main ruling body is the Assembly, which consists of all Member States and
meets every two years. The Assembly is responsible for approving the Organization’s work
programme, voting the budget and determining the financial arrangements of the
Organization.
Then there is a Council, which is made up of 40 Member States elected by the

Assembly. It over sees the work of the organization between Assembly sessions. The
technical work of the Organization is carried out by a series of Committees, to which the
Member States send their experts as appropriate. The titles of the Committees clearly reflect
their area of expertise and responsibility.

Then, working to the Committees, are a series of sub-committees, each with a very
specific area of responsibility and expertise.
Meetings of committees and sun-committees usually last for a week or more, and
there are on average around 25 such meetings each year.
Flag States
The governments which have ratified IMO conventions and thereby promised to put
them into force Flag State to ensure ships flying its flag comply fully with:
 Standards for construction

 Requirements for equipment
 Requirements for pollution prevention procedure and schedules for:
 Maintenance
 Survey
 Certification, as specified under the relevant international conventions, the state has
ratified also have the right to control any activities within their own territory,
including those of visiting vessels.
what is MOU?
An administrative agreement between the maritime authorities stemming from the

IMO regulations resulted in more stringent regulation with regards to
 Safety of life at sea

 Prevention of pollution by ship
 Living and working condition onboard ships
Objectives of MOU
Key element of MOU’s is sharing the information of ships in their database, this
allows a more consistent approach to ships inspection .
What is Port State?
Which have authority under conventions to check that foreign ships visiting their
ports comply with IMO requirements

Objectives of port State?
The eradication of sub-standard ships which are a threat to safety of life at sea and the
marine environment, and when operated have an unfair advantage over those which fully
comply with the conventions. Port State control overcomes the deficiencies of Flag State
Control by adopting the port state control, the Flag State is represented everywhere.
Port State control(PSC) is the inspection of foreign ship in national ports to verify that the
condition of the ship and its equipments comply with the requirements of international
regulation and that the ship is manned and operated in compliance with these rules.
A ship is regarded as sub standard if:
 The hull, machinery, or equipment are below the relevant convention standards
through absence, non-compliance, or deterioration.
 Absence of ship’s certificates as required under the relevant conventions.
 Invalid certificates or ship/equipment do not correspond to certificates
Under the provisions of the Conventions, port State may
 Detain a ship until deficiencies have been rectified

 Permit a ship to sail with deficiencies subject to conditions
Promulgation
To make known publicly, by open declarations, through a process which ensures all
concerned Parties are properly informed.
Clear Ground for more Detailed Inspection
 Before and on boarding the vessel, the port inspector will have a general impression
of the ship.
 He will examine the ship’s relevant certificates and documents, as well as the crew’s
certifications.
 If the certificates are valid and ship’s general impression and visual observations are
good and there are proofs of good maintenance onboard, the port inspector should
confine himself to observed deficiency during his inspections on deficiencies reported

by the ship earlier. The port inspections will generally be conducted quickly and be
over shortly.
 If, however on boarding the vessel the Inspector has ‘clear grounds’ to believe that the
ship, its crew and its equipment do not substantially meet the requirements of the
relevant IMO conventions (SOLAS, MARPOL and STCW), the inspector will carry
out a ‘more detailed inspections’ crew’s competence and communication may need
verification be demonstration of their skills.
An interim Safety Management Certificate may be issued:
 To new ships on delivery

 When a Company takes on responsibility for the operation of a ship new to the
company
 When a ship changes flag
 The interim SMC cannot exceed 6 months
 The interim SMC may only be issued following verification:
 The Document of Compliance, or the interim version, is relevant to the ship
concerned
 The SMS provided by the company includes the key elements of this Code
 The Company has planned an audit of the ship ;within 3 months
 The Master and officers are familiar with the SMS and its implementation
 Instructions have been provided prior to sailing.
Load line convention
What in the purpose of Load Line Convention?
 Limitation of draught to which a ship may load contributes to her ‘safety’

significantly.
What is the main objective of load line convention?
 Limit the free board of the ship.

 External weather tight and water integrity design of the ship
 Principle of reserve buoyancy
 Adequate stability for the vessel

 Avoidance of excessive stress on the ship hull
 Potential hazards present in different zone and seasons
What are the port state jurisdiction power to inspect another flag state vessel
 Inspection in limited to verification of the validity of the load line certificate only.
 Exercise of control for the port state is limited to
 The ship is not overloaded.
 Position of load line correspond with the certificate
 Ship has not attended her marks and unsafe to sail and danger.

LIFE BOAT
Q1: With reference to fully enclosed life boat-
a. What are the requirements with regard to fire protection and self-contained air
system?
b. Explain with help of line sketch the release mechanism for the boat hooks and in
particulars all the safety feature incorporated.
Ans:
a) Basic requirements with regards to fire protection:
1. When water bound shall be capable of protecting the persons within when subjected
to a continuous oil fire that envelops the lifeboat for at least 8 minutes.
2. The water spray system shall have the following features-
- Water drawn by self-priming system.
- Able to be turned on and off.
- Sea intake (sea suction) able to prevent suction of flammable liquid.
- There is a provision for flushing with fresh water.
 Requirements for self-contained air system:
1. When proceeding with all entrances and openings closed, the air in the life boat
should remain safe and breathable and the engine should run for a period of not less
than 10 minutes.
2. During this period the pressure inside shell be greater than the atmospheric pressure
by not less than 20 ml bar visual indicators shall be provided to check the pressure
within.
b) Line sketch of the release mechanism of a L/B-

 Description:
1. Main hook (1) rotates around bolt (2)
2. The bolt (3) with half annular cross section is placed in locked position which th
hook from rotating.
3. The release mechanism consists of release lever (4) and interlock (5).
4. When sufficient water pressure is present under the boat the inter lock (5) is lifted.
5. Release lever (4) can them pulled aft. This movement is transferred via cable (6) to
the bolt (3).
6. As bolt (3) is rotate 900 the lower end of hook (1) will be able to pass.
7. Thus the hook (1) rotate freely and release occurs.
Q2: In case of hydraulic pump near control stand failure how to operate that & release
L/B?
Ans:Free fall life boat launching:
1. The occupants should always use the same seat.
2. In an emergency situation the boat should be launched with the engine running.
3. Check before launching the impact area is free.
4. As soon as the boat is afloat the hydraulic release piston should be brought back to
the normal (lowered) position.
5. The boat runs down the launching ramp and on hitting the water submerges before
emerging and moving away from stern of the ship.
6. Close the hatches and vents.
7. Fasten seat belts.
8. Close the valve screw position (1).
9. Operate the hydraulic pump main position (2) after about 20 strokes the locking
device will discharge as the hydraulic piston will be activated. The boat is now fee.
 Emergency launching:

1. In case of failure the main release system the emergency launching system to be
operate only when the main release system is damaged.
2. Close the valve screw position (3).
3. Operate the emergency release pump position (4).
4. After about 30 strokes the locking device will disengaged.
5. The hydraulic piston activated and release the locking device.
6. The boat is now free.
Q3: With reference to lifeboat launching system
a. Sketch a davit suitable for free fall launching and identify the important
features.
b. Sketch and describe the arrangements that will ensure released the boat in the
event of failure of hydraulic release pump control stand.
Ans:
a) Sketch of a davit suitable for free fall launching-

b) Arrangements of releasing the boat in the event of failure of hydraulic release
pump control stand are given below:
1. Piston pushes against locking device and boat lifts.
2. Once life boat is clean from locking device it slides down due to its own weight.
3. Normal release- 1 shut vent (1) of main pump. 2 stroke main pump (20-25 strokes)
4. Emergency release- 1 shut vent (2) of emergency pump.2 stroke emergency pump
till boat (20-25 strokes) release.
5. To put back boat make sure to open vents (1) & (2). So that piston is reset to
normal.
MATERIALS
1: Discuss the use of the following material for the structural hull of ship
a. Higher tensile steel
b. Aluminum alloy
c. Material flexibility of aluminum alloy instead of steel.
Ans:
a) High tensile steel:
1. A high tensile steel is one with ultimate tensile strength (UTS) greater than M.S
2. Normally UTS 20% higher than M.S.
3. Normally UTS is about 55-56 kgf-mm2 and yield stress is about 35 kgf-mm2
4. Increase in strength is obtained by alloying with carbon and manganese various
alloying elements such as Si,Cu,Cr,Ni,Mo,Al,Va, can be used.
5. Heat treatment also increase strength
6. Lloyds identified at steel by suffix H and grades are AH, BH, DH, EH and FH.(use-
deck plating, longitudinal + bottom plating)
Advantage:
1. Thickness reduced dead weight reduced
2. Factor of safety increased
3. Saving weld metal
4. Ease of handling and possibility of bigger unit

5. When H used for deck structure ships light center of gravity is lowered and stability
Disadvantage:
1. The possibility of increased vibration because of mass reduction
2. As moment of inertia reduced hogging and sagging increased
3. The smaller amount of wastage by corrosion
4. Greater care required when burning and welding (with low hydrogen electrode)
5. Availability is not present in everywhere
6. Another H.T steel is used for ship-artic D steel
b) Aluminum alloy:
1. Pure aluminum must be alloyed for using a structural material to provide
sufficient strength.
2. Aluminum is combined with (Cu, Mg, Si, Fe, Zn, and Cr) etc.
3. The alloy must have tensile strength of 260 MN/m2
4. Two types of alloy are used in ship building (Heat treatable and Non heat
treatable)
5. Major application in construction of passenger ship.
Advantage:
1. Light weight of aluminum provides less fuel consumption for the same speed
2. Reduced the need for permanent ballast for the ship
3. It has excellent corrosion resistant property
4. Al alloys tensile strength increases with low temperature thus retains excellent toughness.
5. Aluminum alloy gives a wide range of work ability
6. Non sparking property makes suitable for oil carrier
7. It has high reflectivity property
Disadvantage:
1. Installation cost is 5 times more than steel
2. Special welding process is required
3. Magnetic crack detection not possible (Non-ferrous)

2: Explain the following mechanism structural failure in relation to the effects of notches surface
finish, loading and environment condition-
a. Ductile fracture
b. Brittle fracture
c. Corrosion fatigue
Ans:
a) Ductile fracture:
1. Ductile fracture is one of the possible modes of material fracture
2. It can be differential from the other forms by amount of plastic deformation that the
material undergoes before fracture occurs
3. Ductile material demonstrate large amount of plastic deformation
4. In ductile material the crack moves slowly and accompanied by a large amount of
plastic deformation
5. The crack will usually not extend unless an increased stress is applied
6. Stress concentration creates a ‘plastic hinge’ reduces plastic deformation and &
encourages fracture
7. Loading and unloading of ships, environment also affect the yield such as low
temperature or high strain decreases ductility increasing yield strength and therefore
decrease charpy impact energy which comprises mostly of plastic work of yielding.
8. Surface finishing is very important because ductile fracture surfaces have overall
rougher appearance. In a ductile material a crack passes through the grains within the
material.
b) Brittle fracture:
1. It is a rapid run of crack through a stressed material with a very little plastic
deformation
2. It is a low energy fracture
3. Temperature is very important factor. As the temperature decreases atom vibration
decreases. When the stress on material is high enough atom just break and don’t form
new ones and brittle fracture occur.
4. Brittle fracture also depends on dislocation density of in a material because plastic
deformation comes from the movement of dislocation which is increased due to
stresses above yield point
5. Grain size also very important because as grains get smaller and smaller fracture
becomes more brittle.
c) Corrosion fatigue:
1. Corrosion fatigue is the result of the combined action of alternating or cyclic stress
and corrosive environment
2. It is a particular hazard to welded structure which contains weld defects
3. Much lower failure stresses and much shorter failure times can occur in a corrosion
environment compared to the situation where the alternating stress in a non-corrosive
environment
4. This can be controlled by-
1. Minimize or eliminate cyclic stress
2. Reduce stress concentration or re distribute stress
3. Select the correct shape of critical section
4. Avoid internal stress
5. Avoid vibration transmitting design
6. Provide against rapid change of loading temperature pressure
7. Limit corrosion factor (more resistant materials / less corrosive environment)
3: Describe the metallurgical composites, mechanical properties and reasons for selection in a
specified marine engineering application of the following metals-
a. High tensile steel
b. Titanium
c. Nodular cast iron (Ductile cast iron)
Ans:
a) High tensile steel:
1. A high tensile steel is one with ultimate tensile strength (UTS) greater than M.S
2. Normally UTS 20% higher than MS
3. Normally UTS is about 55-56 kgf-mm2 and yield stress is about 35 kgf-mm2
4. Increase in strength is obtained by alloying with carbon and manganese various
alloying elements such as Si, Cu, Cr, Ni, Mo, Al, Va can be used
5. Heat treatment also increase strength

6. Lloyds identified at steel by suffix H and grades are AH, BH, DH, EH and FH.(use-
deck plating, longitudinal + bottom plating)
Advantage:
1. Thickness reduced dead weight reduced
2. Factor of safety increased
3. Saving weld metal
4. Ease of handling and possibility of bigger unit
5. When H used for deck structure ships light center of gravity is lowered and stability
increased
Disadvantage:
1. The possibility of increased vibration because of mass reduction
2. As moment of inertia reduced hogging and sagging increased
3. The smaller amount of wastage by corrosion
4. Greater care required when burning and welding (with low hydrogen electrode)
5. Availability is not present in everywhere
6. Another H.T steel is used for ship-artic D steel
b) Titanium:
1. Most use of titanium is making alloys
2. It is the element most commonly added to steel
3. It is 40% lighter the steel and 60% heavier than aluminum
4. Mostly the alpha-beta alloys is used in marine hardware which typically contain Al,
Sn, Molybdenum, Nitrogen, Vanadium &Silicon may present
5. This is used for S/W pumps, Heat Exchangers and propeller shafts.
c) Nodular Cast iron

Cast iron strengthened by adding graphite content in the form of nodules rather than
flakes form and contains manganese, cerium and other additives
1. In alloying the graphite takes spherical form which increases the strength
2. It is modified by heat treatment.
3. Tensile strength is about 775 KN/mm2
4. Used in manufacture of cylinder covers, pump casings, filter casings and stern frames.

4: (a) which material is suitable for ship construction?
(b) Advantages of steel
(c) Difference between Grade A and D
Ans:
(a) Material is suitable for ship construction
High tensile steel is used for large ship construction such as oil tankers, bulk
carriers and large passenger ships, because of increased strength with relatively reduced
thickness. It also reduces the light ship displacement.
(b) Advantage of steel:
1. Steel has good strength to weight ratio
2. Steel can withstand extensive deformation without failure under high tensile stress
3. It has high toughness.
4. It is easy to fabricate into different shape by welding
5. It is available in all place
6. Less expensive
(c) Difference between Grade A and D
Grade A Grade D
Ordinary Mild Steel Better quality Mild Steel
It has less resistance to brittle fracture It has high resistance to brittle fracture
It has less Notch |Toughness Characteristic It has high Notch |Toughness Characteristic
Normal Grain structure Fine grain structure
Killed or Semi Killed Killed steel
It has less manganese and high silicon It has high manganese and less silicon
5. NDT
Ans: Non Destructive Test: A number of test available that do not damage the material under
test, Tests are:
(i) Visual Examination:
1. Carried out with help of microscope and hand lens
2. Required experience and responsible person
3. Very effectives before and after welding
(ii) Penetration Testing:

Red dye penetrant:
1. Red dye is applied on metal by spraying
2. Then cleanser is sprayed on and wiped off with a dry
3. Finally a thin coating of white developer is applied and when it dry the
component is examined defect after 30 minutes
Precaution:
1. Use mask and gloves
2. Use in well ventilated place
3. No naked light
(iii) Magnetic crack detection:
1. A magnetic field is applied to the component …
2. Metallic powder applied to the surface of the component
3. Any discontinuity such as surface crack with show up as the particle will
concentrate at the point
(iv)Ringing (Hammer Test):
1. Suspend the component
2. Strike it sharply by hammer
3. Hear the true ring
(v) Radiographic Test:
1. A material (up to 180mm) is subjected to radiation from one side and record
the radiation emitted from opposite side
2. Either X-ray or gamma ray deviser may be used to provide the source of
radiatiom
(vi)Ultrasonic Test:
1. Vibration waves with frequency above the nominal hearing range are referred
as ultrasonic waves.
2. Any defect will therefore provide a reflecting surface for a ultrasonic impulse
3. No heath hazard or thickness limitation in this process
4. Very useful to detect fine cracks which are after missing by radiography.
Different types of welding defects:

6. (a). How would you prepare a surface for welding?
(b) Sketch and describe different types of welding defects?
Ans: (a) (Preparation of the plate surface and welding edge plays an important part in the
welding process.
 Surface of the plate should be clean free of grease, dirt, rust, water salt etc
 On thick plate it is become necessary to level the plate edges which are to be built
welded together in order to achieve complete penetration. Beveling can be achieved
by mechanical machining or by gas burning heads.)
 Mechanical machining involves using either a planning or milling tool and gas
burning heads have 3 nozzles out of phase which can be set at different angle to give
the requisite level.

 permanent backing bar may be used where it is desire to weld from one side only
especially during erection of the vessel at berth
 (Tag welds are used to hold plates and section in place) plates of varying thickness
that are to be weld have heavy plate chamfered to the thickness of the adjacent thinner
plate before the butt edge preparation is made.
B. Welding Faults:
1) Crack : Surface crack can be usually detected by using dye penetrant method. Weld
crack can also be detected by ultrasonic, magnetic particle or radiographic test
2) Porosity: Small spherical cavities in the weld in called porosity. This could happen
water, moisture gas entrapment. The long cavities are called ‘pipes’
3) Slag Inclusion : Inclusion during weld, passes not clean out or root properly back
gouged leads to slag inclusion fault
4) Incomplete fusion : Fusion between both metal is inadequate courser could be due to
incorrect current improper electrode use etc
5) Inadequate penetration : Could occur due to too low current, welding speed too fast,
improper choice of electrode, improper surface preparation

6) Undercut : Could occur due to current being high too slow welding speed improper
penetration of surface and improper choice of electrodes
7) Craters : crater formation could occur due to low welding current, too low welding
speed and improper choice of electrode

DRYDOCK
1: Describe the necessary measures to be taken by the ship’s crew in preparation for a safe
dry docking of the ship.
Answer:
Dry docking is very important for the ship and ships crews play a very important role in
this part.
Purpose of dry docking:
 To inspect the underwater parts.

 To carryout underwater repair.
 To comply with classification society requirements
Scope of dry docking:
 Should be done every 2 ½ years period

 Max interval should not exceed more than 3years between two dry docking.
 Two dry docking within 5 years period
 One docking has to continue with special survey.
Inspection & survey items:
 Under water hull

 Rudder and propeller
 Stern tube seal, tail shaft
 Sea chest grating
 Sea suction valves
 Overboard valves
 Anchor and chain cable
 Bow thruster
 ICCP system
 Anodes
 Speed log echo sounder
 CPP

Repair specification to be prepared by ships staff:
General Service:
 Shore power supply

 Skilled and unskilled labour
 S W and F W supply
 Shore sewage and garbage disposal
Under water repair:
 No of sea chest and overboard valve and their specification and location
 No of anode to be replaced and their position according to drawing
 Jobs specification for rudder, propeller and tail shaft
 Necessary drawing to sent to dry dock.
Hull cleaning and paintings:
 Hull cleaning and painting area to be calculated

 Requirement for cleaning and painting procedure
Mechanical repair:
 Name of the job

 Manufactures detail
 Spare requirement
 Drawing of specific job
Pipe line repair:
 Length, size material and no of pipes

 Drawing of renewal pipe should be sent to dry dock
 If any valves to be replaced, the specification of the valve to be mentioned
Steel renewal:
 Length, breadth thickness and material

 Position of damaged area

Dock/navigational/electrical equipment:
 Name of the part

 Manufactures detail
 Description of the job
Additional preparation:
 Reports of the last dry dock to be checked

 Inventory of the spare parts to be checked
 Inventory of the pipes bends flanges and valves to be checked
 CSM items to be identified for dry dock
 Identification of defects and defect list to be made
 Requirement for specialized job or equipment to be sent to office
 Jobs to be done by ships staff and dry dock to be made in conjunction with
superintendent.
 Jobs schedule to be prepared to ensure satisfactory completion within dry dock
period.
Maintain safety:
 Readiness of safety equipment and gears

 Arrange and attend in daily safety meeting
 Arrange fire patrol.
2. Describe the preparation work required on the part of a chief engineer.
a. Upon being informed of the dry docking date for his ship
b. Shortly before the actual dry docking
c. Before the dock is flooded to move the ship out of the dock.
Ans a:
 Tentative date of dry docking will be known six months in advance preparation
for dry dock as a C/E (before 3-6 months)

 Engineers and c/officers designated job to indentify and the part of the machinery or
ship that needs maintenance
 All information and reports of last dry dock to be checked for any recommendation.
 C/E to comply the repairs items to be identified, dry dock survey items that are due,
any large or unusual job, compulsory dry dock jobs and list it down (this list is known
as dry dock specification)
 The dry dock specification is to be sent to office which will be reviewed by
superintendent and owner and sent out to various ship yards for quotation.
 Prepare and specify the job list in conjunction with superintendent which jobs to be
carried out by ships staff and which jobs by shipyard.
Example:
Ship staff yard
1. tank cleaning Hull cleaning and painting
2. EGE and BIR washing Rudder press test
3. Pipes and valves renew Propeller polishing
 All spare parts to be checked and any new requisition to be made

 All special tools to be checked and kept ready for use
 All instruction and drawing are to be kept ready for reference.
 Valves, pipe line, damaged parts to be clearly marked for overhaul repair or renewal
 Safety and firefighting equipment should be kept ready
 Emergency escape to be clearly marked.
 All overhead crane wire and lifting mechanism to be checked properly
Ans b:
Shortly before the actual dry docking:
 All safety equipment, fire fighting, fire detection and alarm system to be ready in
correct place and in good working condition
 All tank to be locked
 CO2 room to be locked

 Main engine, generator and boiler to be changed over to diesel oil
 Sewage overboard valve to be shut.
 All heavy items to be secured
 Emergency lighting and generator to be tested and kept ready
 Vessel should be upright and even keel
 Shore electrical supply and cooling water connection to be checked and kept ready.
 Tank top to be cleaned and bilge to be transferred to shore
 ICCP system to be switched off
 Necessary tank to be gas free.
Ans c:
Before the dock is flooded again to move ship:
 Propeller rope guard in position and painted

 Rudder bottom plug fitted, pintle inspection cover fitted and bolts are secured by wire,
rudder stock flange bolts and nuts, cemented
 Aft stern tube seal space filled with oil, top plug for wear down measurement is fitted
back.
 All zinc anode are fitted and cleaned of masking tape and paint
 All sea suction grids are fitted back and well secured
 All tank plugs are fitted in place
 Eco sounder, speed log transducer are not covered or painted
 All ship side valves are fitted back
 Sea chest valve are in position and shut
 All repair and paint works are completed
 Check rudder for freeness.
3.As a senior Engineer:

(a) Propose a plan to ensure strict adherence to safety during dry docking and dock
reflooding
(b) Describe the scope of dry dock related work that require your attention
Ans: (a) Safety during dry dock:

 Daily morning vessel safety committee meeting with shipyard safety officer, repair
manager foreman, ship officer and superintendent in charge
 At this meeting shipyard personal will inform shipboard personal on the job being carried
out for the day
 Area allowed for high risk work such as hot work spray painting etc are closely co-
ordinated during the meeting
 Shipboard personal are prohibited from carrying out follow works, unless approved by
shipyard:
(i) Transfer of fuel and diesel all between tanks
(ii) Ballast transfer and deballast operation
(iii) Press testing of pipes or tanks involving oil
(iv) Chemical cleaning
(v) Hot work such as welding & cutting
(vi) Spray painting or painting with in confined space
(vii) Turning of M/E and rudder
(viii) Operation of ships crane
 Ensure all escape exits closely marked lighted and free from obstruction
 When Pipe or motor in under repair or O/H switch is to be isolated with instruction ‘Do
not start’
 Post notice at boiler blow down V/V informing ‘Do not blow down’
 Acetylene & oxygen bottles to be stored property
 Firefighting equipment to be kept ready for use
4. Making special reference to essential maintenance and repair that can only carried out in dry
dock describe the hull examination that should be carried out for a merchant ship
Ans:
The following maintenance and repair cannot done during active trading & to be done during dry
dock:
 Hull modification work
 Rudder carrier bearing renewal
 Under water steel renewal
 Sacrificial anodes renewal
 Speed log & eco sounder
 CPP repair and survey
 Bow thruster repair & survey
 Anchor windlass wild cat
 Hatch cover
 Tk top, cargo hold steel repair or renewal
 Tk piping and duet keel pipes
 Tk coating
 Cargo gear / cargo pipes
 Life boat davits
 Inert gas scrubber tower and seal
 Aux boiler
 M/E air cooler ultrasonic cleaning
 E/R piping which are difficult to remove & below floor plate
 Sea water V/V
 Steering gear
b. Shipboard preparation under being inform of dry-docking date:

 Repair & maintenance list to be made & sent to office
 Survey list which will carried out at dry dock to be sent to office
 All spare parts to be checked & new requisition to be raised
 All special tools to be checked & keep ready for use
 All instruction manual and drawing to be keep ready for reference
 Last dry dock report to be checked for any recommendation
 V/V and pipe lines to be clearly marked for all repair or renewal, ensure all lighting gears
one in good condition
 Shore electrical connection and cooling water supply connection to be checked,
 Necessary tanks to be gas freed
 C/E has to plan for FO and DO bunker requirement to allow at least one empty FO and
one empty DO TKS this is to facilate tank cleaning and repair, if required during dry
dock.
 Firefighting equipment to be kept ready for use
 E/R has to be kept oil free and dry

 Make list of machinery and dry dock maintenance to be done by shipboard personnel
during dry dock period
 Maintenance in dry dock
 Maintenance afloat at dry dock repair
 Class survey item
 Fire detection and alarm system to be kept in good condition
 Easy escape to be clearly marked
 Office to be inform for any large or unusual job
5. What are the essential work and checked to be carried out by the ship’s crew prior to the
flooding of the dock in preparation for a safe undocking?
Ans: Prior to undocking:
1. All masking tapes, grease or paint on the zinc anode are removed
2. Eco sounder transducer not covered by paint grease or marking tapes
3. All bottom plug are refitted and not leaking
4. All sea suction gratings & are fitted back and well secure
5. Propeller rope guard fitted back and painted with anti falling paint
6. After stern tube seal space filled up with oil and the tap plug that was removed for wear
down measurement in fitted back and drain plug is in position
7. Propeller cap is fully record & recess cemented
8. Rudder bottom plug is re-fitted in position and securing bolt recovered by wire the rudder
stock flange bolt and nuts recess fully cement
9. Bow thruster tunnel grating is fitted back
10. Speed log transducer not covered by paint grease or masking tapes
Checking after flooding:
1. Checks all sea chest valve, pipes leakage & O/B V/V
2. Check stern tube for any leakage
3. Check all the sounding
4. All sea water pips to be vented

Following hull examination should be carried out for hull plating:
1. Sacrificial arrangement to be examined
2. Stern frame & bottom plating
3. Bilge keel & keel
4. Any one Sea chest to be examined for deformation & wastage
5. Check stern bearing for wear down, rudder pintle bearing clearance, stern tube for any
defect
6. All non-metallic expansion pieces in S.W cooling circulating system to be examined
externally and internally
7. Anchor chain cable are to be examined mark painted
8. Chain locker check for cleanliness hawse pipe chain stopper bitter end to be examined
9. Pumping arrangement for chain locker to be tested
10. Sea suction V/V, O/B V/V scupper V/V to be examined
11. In case of any wear down in the plate thickness to be determined by NDT test
Alloy of steel:
Manganese : Increase hardenability & counteract brittleness for sulfur
Molybdenum : Raise hot harden and strength
Silicon : Help electrical & magnetic properties improve hardness
Sulphur : Reduce strength, toughness & weld ability
Nickel : Increase strength & toughness
Chromium : Hardness wear and corrosion resistance
Nickel & Chromium : Each element counteracts the disadvantage of other
Tungsten : Increase hardener
Titanium : Reduce hardness in stainless steel
Vanadium : Increase hardness in stainless steel
Phosphorus : Increase hardness in stainless steel

PROPELLERS
1.1 What are the common physical damages that are likely to occur to propellers and list of
the possible causes of causes of each type?
2 Explain briefly how appropriate repairs may be carried for each type and state the necessary
precaution to be taken when carrying out such work.
Ans a: Cause and damage:
Common physical damages to propeller and cause:
Some common physical damages occur to propeller are given bellow:
 Blade bent, if the propeller gets hit heavily by a floating or moving foreign object,
then blade can be bent.
 Blade edge crack and distortion:
 Crack at blade root near propeller boss
 Mounting bolt crack for built type propeller
 Cavitations and corrosion on the backside of the propeller
 Corrosion attack: it can occur due to electrochemical corrosion
 Blade tip wear: due to abrasive action on sands, solids in shallow water (propeller
blade tip wear down occurs)
 Wear and tear: due to the corrosion and erosion
 Oil leakage for CPP boss hub assembly.
Ans 2
Repairs on propeller:
 For any bend in propeller requires straightening

 For any small crack or missing portion, requires cutting and flushing of metal by
burning or heating
 For any bigger cracks, requires welding
Procedure for above repair:
Straightening:
 By the use of weight and lever
 The damage area is heated slowly and uniformly at correct temperature
 Cooling should be slow to avoid the creation of internal stress
Welding:
 Inert gas shield metal process is preferable

 A skilled operation needed
 Flux coated electrode, preheated at 1200C for one hour
 All slug and old repair should be removed
Heating/ burning on:
 Missing portion of the blade and small crack by cutting them out and flusing in new
metal
Necessary precaution:
 Common criteria
 All jobs to be done by skilled personnel
 All firefighting equipment, lifting mechanism, belts lever should be tested properly
 Personnel on job should be briefed properly and be supervised by designated
competent hand
 Before commencing check and clear adjacent area inform duty person
 Straightening:
 Only minor straightening can be carried out, when propeller on shaft but it offers
many practical problem
 In place straightening limited are with 100 mm of the edge and thickness not greater
than 32 mm
 Welding
 Welding is not allowed as long as the propeller on the shaft
 Welding repair must be made by qualified person under proper supervision
 Must be carried out on the repair workshop, as the difficulty of heating for proper
stress relief.
 Heating:

 Improper heating may lead to distortion and deform action of bore /boss and spoil
propeller fit on shaft taper.
 Cooling should be slow to avoid creation of internal stress.
Rules for propeller repair:
Zone A:
 Welding is not permitted
 Welding is only permitted after special approval of classification society.
Zone B:
 Welding is generally permitted after taking permission from

classificationsociety
Zone C:
 Welding can be carried out without permission
 But welding procedure should be approved by classification society
2. What measures are usually taken after the repair works before the propeller is fitted back to
the ship

Ans:
A measure to be taken before propeller is fitted back:
 Ensured M/E is not turned
 Test report of seal assembly to be checked
 Report of tail shaft cone polishing and crack test to be checked
 If propeller is repaired, then repair report
 Propeller polishing and crack test report
 Visual inspection of threaded part of shaft and pilgrim nut
 Radial reference mark on both propeller and shaft to coincide
 Final push up pressure according to the temp of boss
 Loading ring should not come out more then 1/3rd of the ring wing
 Distance travelled by the boss
 Nut and bolt to be wire lashed
 When fixing ensure maker instruction to be followed
3. As a senior engineer on a merchant vessel how would carry out propeller examination during
dry-dock?
Preparation:
1. When been informed regarding survey get information on scope of survey time available
manpower etc
2. Read manual thoroughly and keep a copy stand by
3. Analyze last survey report propeller drop record of repair and blade profile
4. Keep non-destructive tool, dye-penetrant tool ready
After arrival in dry dock:

1. Discuss with dock manager, superintendent and instructors the repair man to carry out
following:
i) Ensure across for close up inspection
ii) Clean & polish blade
iii) Check blade roughness
iv) Get the profile of propeller blade
v) Clean hub (propeller center)
vi) Check propeller drop on name reference mark with last time
vii) Measure the propeller thickness and compare with maximum allowable wear
viii) Check for corrosion & erosion
ix) Check mount bolt crack for built type propeller
x) Check oil leakage for cpp boss hub assembly
xi) If need to remove the propeller get support from experience authorized workshop
xii) Acceptable propeller repair method to be followed
xiii) Get approval from classification society
CLASSIFICATION SOCIETY AND SURVEY
1. Describe briefly the different periodical survey the hull structure as required by
classification society
Program of periodical hull survey:

 Annual survey
 Intermediate survey
 Special survey
 Dry docking survey
 In water survey
Annual Survey:
 The general condition of the ship and machines
 Condition of all closing appliances covered by the condition of assignment of freeboard
 Minimum freeboard and freeboard mark
 Guard rails, life lines and gangway

 Structure protection anchors and cable
 Vent pipe
 Emergency escape route
 Water tight door, penetration of watertight bulk
 Dry bulk cargo ships are subjected to an inspection a forward and after cargo hold.
Intermediate survey:
 Replace 2nd & 3rd annual or special survey
 Structure boiler and other pressure vessel
 Steering gear & electrical installation
 Cargo holds and ballast tanks
Special Survey:
 Interval of 5 years
 Condition of structural integrity
 Shell plating, stern frame and rudders are inspected
 Tanks are tested for water tightness
 Bilge and tank top inspected
 Hull plating thickness measured
Dry Docking:
 Twice in 5 years
 Interval 2 ½ years but not exceeding 3 years
 Shell platting, hull fitting, damage, corrosion and any unevenness of bottom
 Stern frame, rudder and propeller
 Stern tube real arrangement
 Wear in rudder & propeller shaft bearing
In water survey:
Interval not exceeding 2 ½ years
 Particular attention paid on shell plating stern frame and rudder external and through hull
fittings and all ports of the hull particularly liable to damage, corrosion, chaffing and any
unfairness bottom
 Generally consideration only given to in water survey where a suitable high resistance
paint has been applied to under water hull

2. Explain briefly the survey requirements of the classification society during the
periodically docking survey
Ans:
Class dry docking survey requirements is divided into two categories.
1. 2 ½ years dry-dock class survey requirements:
After dry-dock and completion of side a bottom hull cleaning by high pressure
water the surveyor will examine the following:
i) Stern frame and bottom plating
ii) Bilge keel and keel
iii) Sea-chest are to be examined for deformed and wastage
iv) Check stern bearing for wear down, pintle bearing clearance and stern tube sealing
for any defects
v) All non-metallic expansion pieces in cooling circulation system to be checked
internally and externally
2. 5-years dry dock class survey requirements:
Beside examined above mentioned in 2 ½ years class surveyor also inspect the
following
i) Anchor and chain cable are to be examined for reduction diameter, should be
changed if mean is reduced by 12% of normal dia
ii) Swivel and anchor shackle also to be checked for reduction in diameter
iii) Chain locker is examined for cleanliness hawse pipes, chain stopper and bitter
end to be examined
iv) Chain locker pumping arrangement to be examined
v) All opening in hull mounting O/B V/V are to be examined
vi) All scupper O/B v/v are to be examined for any defect
vii) Tail shaft survey
viii) If there is any evidence of corrosion on shell platting of tank, the surveyor many
carryout non-destructive test. (ultrasonic thickness test to determine the thickness)
3 a. Briefly explain the condition under which an in water survey may be carried out in lieu of
docking survey
b. Describe the procedural ship personal responsibility to be under taken while conducting an in
water survey
c. What are the techniques and equipment are in in water survey
d. Purpose of in water survey
Answer
1. The condition under which an in water survey may be carried out in lieu of the docking:
Classification society will accept in water survey in lieu dry dock with the following
condition:
 Vessel should be less than 15 years old
 Vessel breadth must be greater than 30mtrs
 In between 5 years (one of the two survey)
 High resistance paint should be applied
 Impressed current protection system is there
 Class surveyor must be presented
Requirement for in water survey:
 Calm weather (less current no wave)
 Warm temperature of sea water
 Preferable at anchorage
 Adequate draft and water surface area
 Ship at even keel and good trim condition
 Suitable equipment and techniques
 Skilled personal or drivers
 Machinery valve to outside should be stopped
 Propeller and rudder action completely isolated
 Ample time and facilities
 No fouling
 Sea suction and O/B valve closed
Procedure:
 Meeting participant and co-ordination
 Notify all personal and notice to be hanged
 In water survey permit to be obtained
 According to record and documents the survey to be carried out
 Entire hull and associated fittings to be surveyed
 Load line, propeller, rudder, shaft Seal under water opening cathodic protections,
overboard vales etc to be checked and surveyed tank plug, bilge keel, bow thruster
 Hull paint condition and fouling condition to be observed
 Surveyor must provide a report with all supporting photos and videos
Record:
 IWS report must be maintain up to next dry dock
 Compare between dry dock and IWS report
 Record kept in ships file and offices
 Used for next dry docking schedule
Equipments
 Long range TV cameras
 Under water still camera (light resolution)
 High resolution video camera
 Under water breathing apparatus
 Ultra sonic probe for plate thickness
 Good communication equipment surveyor & driver
Purpose of in water survey:
1. Inspecting a ships hull for damage organic buildup any other abnormality in lieu of a
dry-dock inspect
2. The in water survey can be beneficial in finding repairing crack broken welds and
reveal problem as an simply cleaning hull of a ship prior to painting
3. A ship must be inspected periodically to investing the condition of ships hull. Damage
organ condition of the hull. It can be accomplice one of the two method. Dry-docking
which is county & time consuming on an in water survey which does not require the
ship to remove from water.
4. Requirements for classification society during annual survey bulk carriers:
Hatch covers:
The efficient operation condition of mechanically operated hatch covers including
 Storage and securing in open condition

 Proper fit and efficiency of sealing in closed condition

 Operational testing of hydraulic and power components wires, chain and link drives.
The surveyor of class society is to obtain information that no unapproved changes have been
made to the hatch covers, securing arrangement, sealing devices since the previous survey.
Mechanically operated steel covers are to be tested to confirm the satisfactory condition of
 Hatch covers
 Tightness devices of longitudinal, transverse and intermediate cross junctions (gasket,
gasket lips, compression bars, and drainage channels.)
 Clamping Device, retaining bars.
 Chain or rope pulleys
 Guides
 Guide rails and track wheels
 Stoppers
 Wires, chains, gypsies, tensioning devices
 Hydraulic system essential to dose and secure
 Safety lock and retaining device
Cargo hatch covers of portable type i.e wood or steel type pontoons are to be examined to
confirm the satisfactory condition where applicable of:
 Wooden covers and portable beams, carriers their securing devices

 Steel pontoons.
 Tarpaulins
 Cleats, battens and wedges
 Hatch securing bars and securing devices
 Loading pads/bars and side plate edge
 Guide plate and chocks
 Compression bars, drainage channel and drain pipes.
Hatch coamings:
 No unapproved changes have been made to hatch coamings since previous survey
 The surveyor is to confirm that the satisfactory conditions of hatch coamings plating
and their stiffeners, where applicable

 For general dry cargo ships and bulk carriers in additions to the above, the steel cargo
hatch covers, coamings and stiffeners are to be subjected to a close examination.
Cargo holds:
Ship less than 10 years old:
 An overall survey of the forward cargo hold and aft cargo hold on single skin ship
 Where the survey reveals for remedial measures, survey to be extended to all cargo
holds
Ship between 10 and 15 years:
Overall survey of:
 All cargo holds on single skin ships

 Two selected cargo holds on double skin ships
 Close up survey of at least 25% of the cargo hold side shell frame, attachments, shell
plating in the forward cargo hold, if require survey may extended
Ship greater than 15 years old:
 Over all survey of all cargo holds

 Close up survey of 25% of cargo hold side shell frames attachments and shell
plating in forward cargo hold and one other selected cargo hold
Moreover:
 When considerate by surveyor or where exists extensive corrosion thickness

measurement to be carried out
 Hold access ladder and their guards.
 Water level detection system and alarm to be tested.
5. With reference to fuel tank.
 Explain when hydrostatic test is required
 Describe the procedure for such a test
 Mention some safety measure to be observed?

Ans a:
Hydrostatic testing is a test to verify:
The structural adequacy of the tanks design

Tightness of the tank structure
It is done by filling water in the tank to the specified level
This testing is the normal means for structural testing
As per classification society, all gravity tanks, excluding independent tanks of less
then 5 m3 in capacity and other boundaries to be water tight or weather tight are to
be tested and to be proved tight or structurally adequate
Fuel oil tanks have to be both weather and water tight, so that’s why hydrostatic test
are carried out.
Ans b:
 Tests are to be carried out in the presence of the surveyor at a stage sufficiently close
to completion, after all attachments out fittings or penetrations’. Which may affect
the strength and tightness of the structure have been completed.
 Most cases, where structural testing is provided by hydrostatic tests acceptable, except
where practical limitations prevent it or where air test is permitted.
 Tanks to be tested for structural adequacy are to be selected so that all representative
structural members are tested for the expected tension and compression
 Hydrostatic testing is to consists of a head of water to the level specified below
o Structure to be tested: Fuel oil tanks and deep tanks or large oil tanks
o Types of testing: structural
o Hydrostatic testing head or pressure:
 The greatest of
o To the top of over flow
o To 2.4m (8ft) above top of tank
o To the top of tank plus setting of any pressure relief valve.
Safety measures:
 All personnel to be briefed properly.

 Testing must be done by skilled personnel and supervised properly.
 Test must be approved by surveyor and society
 All cargo segregation boundaries to be hydrostatically tested
 Where necessary non destructive test of all joints may be considered
 Testing equipment must be checked properly
6: with reference to oil tanker and bulk carrier difference survey two and half year and
15 year after construction with reason where as the hull damage is likely to discovered.
Two and half year’s survey:
 For this and for all subsequent special surveys, the ship must be put into dry dock.
 When a ceiling is fitted in coal bunkers, some of this must be lifted so that plating can
be examined of satisfactory remaining need not to be lifted
 Bilges, limbers and all other steel works must be properly examined by surveyor,
specially thickness.
 Tank not used for fuel or fresh water, ballast, must be examined internally need to
remove bottom cement or asphalt
 Tank used for fuel oil and fresh water need not so examined
 All tanks, including cellular double bottom tank and peaks must be tested to the max
head
 The steering gear and all connections, spare parts, telemotor gear rod, chain must be
examined.
 Hatch covers and supports, tarpaulin, cleats, battens etc must be surveyed ventilator
coamings and covers must be given special attention.
 Most spare rigging anchor, windlass pumps, water tight doors air pipe sounding pipes
are to be examined
 Freeboard is to verified.
 A general examination of salt water ballast tanks is to be carried out if no visible
structural defects examination may be limited
 For oil tanker and bulk carriers, salt water ballast tanks are to be examined and
ganged where:
o A hard protective coating hot been applied
o a soft coating applied
o hard coating not in good condition

After 15 years:
 All oil tankers and bulk carriers over 15 years of age, a survey in dry dock is to be a
part of inter medicate survey.
 The overall and close up surveys and thickness measurements as applicable, of the
lower portions of cargo tanks and water ballast tanks are to be surveyed with the
requirement of intermediate survey.
 All ceiling of coal tanker must be lifted to examine the deck
 One after double bottom tanks must be examined internally, if require, apply
thickness test
Damage on hull:
Cause:
 Ageing
 Corrosion’
 Erosion
 Vibration
 External force like-weather, grounding
 Fatigue
 Lack of maintenance
Areas: Damages are found in these areas because they confront the most stresses during
operation.
 Side shell frames and attachments, adjacent shell plantings.

 Deck structure and dock platting
 Bottom structure and bottom plating
 Side structure and side plating
 Inner bottom structure and inner bottom structure plating
 Water tight or oil tight bulk head.
Any damages over allowable limit, affects the ship structural, water light or weather
tight integrity
Causes:
 Hogging and sagging: May occur when ship is in a seaway, too much can deform
hull at mid or aft.
 Racking: Ship is racked by wave actions or by rolling in a seaway. Transverse
bulkhead, web frames, cantilever frames confront this stress.
 Effect of water pressure: This tends to push in the side and bottom of the ship
 Panting: Causes by unequal water pressure as the bow passes through successive
waves
 Pounding: This occurs most in full bowed ships. It may damage to bottom plating
and girder works.
 Dry docking: When a ship in dry dock and supported by keel blocks, will have a
tendency to say at the bilge.
 Vibration: Vibration from engines, propeller etc tend to cause strains in the after part
of the ship.
7. Survey of tail shaft:
 Tail shift pull out, normally every 5 years during dry dock
 Measure the diameter by using micro meter and measurement taken by poker gauge.
 NDT test carried out, crack at fillet radii area
 Condition of inner and outer seal should be examined
 Defect check
o If sea water cooled check for corrosion grooving in liner
o St by bearing damage last to analysis report
o Threads on aft where pilgrim nut is fasten
 Cone area of prop hub for surface roughness
 Flange for cracks coupling bolts and holes also check for crack.
8. Bottom hull survey:
 Hydrostatic wash with fresh water to remove salt deposit and marine growth
 Plating carefully checks for distortion, corrosion damage and bend
 Butt and seams of welds to be carefully inspection for cracks
 Sacrificial anodes checks.
 Sea chest grid to be examined
 Bilge keel examined for welds joint for crack
 Aft end of ships to be examined for any sign of grounding
 Pounding and panting region in the body to be check.
9. Propeller material:
 Copper zinc alloy: UTS 50 MN/m2 and it is called high tensile brass
 Aluminum bronze: Modern propellers are made of this material. Aluminum bronze
have greater tensile strength 65 MN/m2 corrosion resistance and lower specific
gravity than high tensile brass.
Aluminum bronze contains:
o Al-8-10%
o Ni-2-5%
o Fe-2-3%
o Mn-10-12%
o Cu rest of all
Material properties:
 Must be resistant to sea water corrosion and cavitation erosion

 Should be capable of withstanding severe shock loading
 Suitable for casting into the complex shape of a propeller
 Should be repairable and capable of good surface finish
 High tensile strength to allow thin blade section for increased efficiency and reduced
cavitation
Ship side v/’s: ship side v/v must be ductile material
 Spheroidal graphite cast iron

 Brass or cast steel
 Stainless steel
 Cast iron
Properties: resistance to crack
 Good strength and weight ratio

 High impact valve
Gray cast iron: Carbon in the form of graphite and small amount of silicon
Properties:
 High mechanical strength and good tension properties

 Elasticity and wear resistance with low friction
 Must be corrosion resistance and resistance against high temp
 Self lubricating properties
 Good heat transfer properties
 Good thermal expansion
Limitation
 This material has a very poor resistance to corrosion

 Gray cast iron has proved to be unreliable and likely to fail should there be shock
from impact or other cause.
 It is not normal to grind the v/v’s to close dimensional control and this, together with
the fact that much heavier thickness required.
RUDDER
1. With the aid of sketch describe briefly supporting arrangement of a semi balanced rudder
with pintle support?
Ans:
Supporting arrangement of a semi balance rudder:
 Horn rudder termed as semi balanced rudder

 The rudder is supported by a pintle which fit into the gudgeon
 The weight of the rudder acts down through the stock and this is supported at
rudder carrier bearing
Pintles:
 The pintle, which supports rudder, works in the two portion of rudder.
 The upper part of the pintle is tapered and fits into a similar taper into the rudder
gudgeon

 Lignam vitae in the form of a bush or strip is fitted into the gudgeon bore to
provide the bearing surface for the pintle, allowing the pintle to turn but
preventing any side movement
 Other synthetic material such as tynol and raiko also used
 In some design pintle is shrink fitted with a stainless steel liner, bearing is made of
bronze material
Locking pintle:
 The upper pintle is known as the locking pintle

 Shoulder of its lower and prevents excessive rudder lift
Bearing pintle:

 bottom pintle has the bearing pintle
 Have bearing surface at lowest edge resting on hard steel disc
 Support the weight of the rudder is case of carrier failure
Lubrication:
 A hole is drilled into gudgeon, with a smaller hole in bearing pad, to allow free
circulation of water as a lubricant.
Rudder carrier;
 In the figure it is taper fit stock with pilgrim nut transferring the load to tiller, distance
piece and upper cone of the carrier
 It should be self centering
 Resist loads perpendicular to stock
 Assist retention of lubricant
2. Construction of a rudder:
 Most rudders are double plate fabricated construction of about 10-20mm thick
connected at top and bottom forgings which forms upper and lower gudgeon
 It is constructed of vertical and horizontal plate internal stiffeners to which outer
plates are welded.
 These are streamed lined to reduce eddy resistance
 To prevent internal corrosion, inner surface is normally protected by oil
 Drain plug is provided to avoid accumulation of sea water which is normally removed
during dry dock
 The rudder is supported by pintle which fits into the gudgeon
 The rudder system comprised the following essential parts:
 Rudder stock
 Rudder coupling
 Rudder blade (body)
 Stern post with gudgeon
 Pintles
 Ruder carrier bearing
3. What are the problems or damage area of rudder?
The problems or damage area of rudder:
 Fracture and loose fittings: Fracture may occur into horizontal coupling bolt area and
coupling bolt get loose
 Loose nut: Locking pintle and bearing pintle nuts may get loose
 Wear: Excessive bearing clearance may take place in upper and lower pintle bearing
due to wear
 Fracture: Fracture may take place in way of pintle cut out, Fracture may take place in
way of removing access plate around the pintle bearing Fracture may take place
between rudder horn and stern frame and around stern tube casting
 Errosion: Errosion may occur in Errosion plate

4. Repairs of rudder
 Size and location of defects

 The welders employed for the repairs are to be experienced and competent to carry
out this type work
 Complete removal of all defective material is essential for successful repair
 Welding consumables: these should be of on approved low hydrogen type depositing
weld metal with mechanical properties similar to that of the forging
 Pre heated at about 1000C preheat should be maintained until the repair is completed
 Welding: welding should be done in the downward position inspection after welding’

 Machining and grinding and surface should be smoothed should be checked for cracks
by magnetic particle examination’
 Heat treatment a stress relieving heat treatment is to be carried out after completion of
100-6500C with soaking period of 1hour /25mm thickness
 Rudder and pintle should be treated in a furnace after heat treatment final machining
and re-examined by magnetic particle method.
5. Rudder inspection;
Rudder and rudder stock should be visually checked for fractures so far as accessible
Tightness of the palm bolts (or the covering cement intact)
Condition of external rudder stops
Wear down of carrier bearing
Presence Rudder lifts prevention arrangement
Rudder stock damage
Water tightness of rudder body
check stern frame and rudder horn areas in way of rudder stock
Clearance of the gudgeons and Pintles
If the vessels fitted with clamp type sediment bearings, the clamp bolts should be checks for
tightness
Retaining screws or securing arrangements for rudder bushing cell for close attention.
6. Inspection of rudder carriers:
 Inspection of manual self-aligning roller bearing type rudder carrier-requirements for

inspection and or measuring of possible radial and axial (vertical wear down)
 Classification societies usually require that rudder Pintles and gudgeons together with
their respective securing arrangements examined and placed in satisfactory condition.
 The condition of the carrier and sediment bearings and the effectiveness of stuffing
foxes are to be ascertained when the rudder is lifted.

 Circumferentially and the radial and external wear down as well as the condition of
the inner and outer raceways, rollers and roller cage could ascertained.
 During normal dry docking surveys the vertical wear down could be detected by using
a depth gauge and or a template to measure the distance from stock shoulder to base
of bearing housing
 Or the distance between the top of the bearing housing and the underside of the tiller
 The result of subsequent measurements would be compared for any indication of wear
down.
 Damage of rudder carrier bearing caused by vibration, such as might result from
hammering the rollers into the inner and outer faces of the bearing.
9. Rudder stock inspection.
 Locking arrangement of the rudder stock

 Check inspection of keys and tappers for any damage which might level to serious
rudder damage
 The keeper and the nut should be carefully examined at regular intervals
 If there any indications of failure of the keeper or a loose fit, it should be removed for
inspection.

CONTROL
1. Referring to Automatic Control System.
a) Compare and contrast between open loop control and closed loop control.
Closed loop control Open loop control

Automatic Automatic (no feedback)
Control Action based on feedback signal Control Action based or timing and
Accuracy depends or turning & modes sequence
of control Accuracy depends on calibration & age.
Modes: On-Off, P, PI, PD, PID Applications: Purifier Auto
Application: process control system Desludging Auto drain etc
4 Basic Elements:
Process
Transmitter
Controller
Final Control Element
Other Application: Kinetic Control
system
b). explain the concept of proportional control Action:-
Proportional Control action is a continuous mode of control in which the output signal
(Vp) is directly proportional to the amount of deviation (θ) between the process value (PV)
and the controller set point (SP). That is
VP  θ
In other words, the output change of a P-Only controller depends on the amount of
deviation, which in turn, depends on the size of the load on the system. Thus, the greater the
load, the higher the proportional action and the greater would be the deviation in the system.

Proportional water level control system
c). what is the inherent problem with p-only control and how can it be reduced?
Proportional-only control suffers from inherent steady-state deviation of the

controlled condition from the set value. This steady-state error is commonly known as offset.
The greater the system load, the larger would be the amount of offset.
Offset can be reduced in p-only control by increasing the controller sensitivity.

However, care must be exercised because to high sensitivity can lead to unstable
control.
Depending on control design, sensitivity can be increased by either increasing

proportional gain (KP) or decreasing proportional band (PB%).
Kp = 100/PB
Kp =1
| PB = 100
d). Explain what is meant by 25% PB
Referring to the figure, PB of 25% means that the automatic P-controller has
sensitivity such that when the controller input signal changes by 25% the controller output
signal will change by 100%.
In other words, a PV process value signal change of 25% will cause the automatic P-
controller to stroke the control value to 100%.
2 a) Explain the concept of integral control action and state the main objective of incorporating
I-action to P-control to obtain what is commonly known as PI control
Integral or reset action is a continuous mode of control in which the rate of change of integral
output signal is directly proportional to the amount of deviation
That is
dVi/dt α θ where Vi= integral output and θ = deviation

The main aim of adding I- action to P-control is to eliminate offset of the controlled variable
under all expected load conditions
2. b) Define what is meant by an integral action time (IAT) of 60 seconds.
 IAT of 60 seconds means that I-action of automatic PI controller takes 60 seconds to

repeat the action taken by P action in response to constant deviation as shown below
 In other words with an IAT of 60 seconds I action will repeat p action once every
minute in response to constant deviation.

2. c) What is meant by ‘reset Wind-up?
Referring to the diagram below, where prolonged deviation occurs in an automatic PI control
system, then I-action will eventually ramp the output signal up to 100% or down to 0%
depending on the sign of the deviation. In doing so, the FCE will be either driven to fully open
or fully closed positions. This phenomenon is known as integral saturation or reset wind-up.
2(d). Why is ‘reset wind-up’ harmless in it self, but not so under certain operating condition?
Elaborate.

Rest wind-up simply causes the FCE to take up extreme positions (either fully open or
fully shut) due to presence of prolonged deviation during for instance, low load operation of the
M/E.
If subsequently a large load is applied gradually, then reset wind-up will not cause
any significant disturbance to the process.
But if a large load is suddenly applied to the system experiencing reset wind-up, then
the controlled condition is likely to rise excessively above the set value causing harm to the
process.
3 (a). Explain the concept of derivative control action and state the main objective of
incorporating D-action to PI control to form what is commonly known as PID control.
Derivative or rate action is a continuous mode of control in which the out put signal
(vd) is directly proportional to the rate of change of deviation.
That is
Vd  dθ/dt
The main aim of adding D-action to PI control is to reduce overshoot and undershoot
of the controlled condition when the control system is subjected to large and sudden load
change.
3 (b) Explain why D-action cannot be used alone.

As shown below, D-action responds only to rate of change of deviation. If deviation
remains steady there D-action does not produce any out put, no matter how large the offset
may be.
Hence, D-action cannot be used alone and must be incorporated with P or PI control.
3. (c). Does adding Rate action to the P+I controller improve control performance and
eliminate the phenomenon of reset wind-up? Elaborate.
Incorporating d-action to obtain P.I.D control does improve control system

experiencing reset wind-up is subjected to large and sunders load change. In this case, the
rate of change of deviation is likely to be high and consequently D-action will apply “fast”
corrective action to avoid excessive change in PV signal.
But PID control cannot eliminate ‘reset wind up’ because it is an inherent
phenomenon which arise wherever deviation prolongs.

4. As electronic reverse-action fuel oil temperature controller has a set point of 1200C, a
transmitter range of 0-2000C, a PB of 20%, an I.A.T of max setting, and or out put current
range of 4-20 m ADC.
If the controller output signal is 12 mA when deviation is zero, determine.
a). The corresponding fuel oil temperature when out put signals are 8mA and 20 mA.
b). The Controller output signal (in mA 8%) When the oil temperature is 1250C.
c). Is the temperature control valve A.T.O or A.T.C Explain.
A). Given SP = 1200C
PB = 20%
I.A.T = Max
Tx range = 0-2000C
Vo = 12 mA (Normal load out put).
Action Reverse-acting.
a). Find PV8 and PV20 When out put signal are 8 and 20 mA respectively.
Out Put of R-A PI controller,

c). If PV signal increases above set point (due to rise in fuel oil temp) Then the output of
the R-A temperature controller will decrease to the control valve (via and E/P transducer) to
reduce steam flow with less pressure we need to use an air-to-open (A.T.O) Type of control
valve.
5. Referring to M/E lubricating Oil inlet temperature control system:
a). Draw one such system, assuming that an electronic PI controller is employed.
b). Explain what ‘Fail-safe’ means in relation to the final control element , and
suggest, with reasons, the most appropriate choice for the system in question.
c). Explain how the automatic feed back control system maintains the lub oil
temperature when engine load increases.
d). Illustrate how a fouled temperature sensor will affect controller performance
following a load change.

b). Referring to the FCE, the term “Fail-safe” means that when the actuator air pressure is
lost, the FCE will be moved by built-in spring to a position considered safe for the process
in question. This position may be either fully open or fully close.
For the MIE L.O system, the 3-way control valve should be an air-to-close (A.T.C)
type, so that its fail-safe position is full-open to the cooler-side to prevent overheating of
L.O which may lead to bearing failure and possibly crankcase explosion.
c). Operation of M/E LO inlet temperature control system.
Legend: ↓ = Decrease ↑ = Increase
Referring to the diagram above, and assuming that, initially, PV = SV, TCV =50%
Open to cooler side.
If engine load ↓, the following sequenced of control system operation occurs:
1. Oil temp in sump tank ↑
2. LO inlet temp to MIE ↑
3. PV signal from TT ↑
4. Current output of R-A PI temperature controller.
5. Air pressure out put of I to P transducer ↓
6. A.T.C 3-way temperature control valve (TCV) Opens move to cooler side.
7. L.O inlet temp to M/E ↓ and is restored to SP within a few cycles due to I-action
of the PI controller, as shown below.

6. (a). Explain why an elementary flapper-nozzle amplifier has no practical use as pneumatic
transmitters and controllers.
(b). what effect does incorporating negative feed back have or an elementary flapper
nozzle amplifier? Elaborate.
General Diagram
Without feedback, the elementary flapper-nozzle amplifier (the basic building blocks
of prismatic instruments) is a highly sensitive displacement detector. As shown in the
diagram below, it produces a large change in output signal for a very minute change in input
displacement and its input/output relations is non-linear. Hence, besides for an/off
applications, it is of no practical use or process transmitters and controllers.

With negative feedback incorporated, the sensitivity of an elementary flapper-nozzle
is reduced and its input/output relationship become more linear particularly in the range from
3 to 15 PSI as shown above in (a)
7. With reference to a D-A pneumatic propositional controller:
a). Draw the controller and describe its response to a rise in input signal.
b). what adverse effect does a clogged relay vent port have or the FCE operation?
c). State the two factors which influence the setting of the reversing switch.
Assumptions: Initially, normal load condition.
MV = SP, CV =50% Open.
If demand ↓, level ↑, MV ↑, comparator bellows detects deviation, flapper moves

towards nozzle, V ↑, -Ve feedback bellows expend, Flapper moves away from nozzle, new
equilibrium position reached, V settles at new value according to equation below.
V = V0 + Vp = V0 + Kpθ
eg. V = 50 + (1x 10)=60% if Kp = 1 & θ = 10%
kpθ = kp (mv-sp)

AC MOTOR
1. With reference to Direct on line starter suitable for a three phase induction motor.
a) Sketch a starter with local and remote control.
b) Explain the limitations of a starter with respect to length of starting time & repeated
start
c) Explain how the effect of long starting time or motor protection may be overcome
b) In a D O L starter, the starting current is 5-6 times higher than the normal current al full
load. If it takes long time to reach full rated speed. Then high starting current will continue to
flow to motor windings which will over heat the windings 25-64 times 36 times of normal.
Due to I2R effect, starting period may be 15seconds for 25 KW and 25Sec for a 30KW motor
with as initial starting current of not more than 6times full load current.
With repeated successive starts and stop, starting current 5~6 times of full load
current continue to flow to the winding as back E.M.F does not build up to reduce it to full
load current. So motor become overheated and may burn out. Furthermore at the instant of
starting, there is not windage and radiation.

c) If starting time is long, the motor will be over heat and may operate over load relay to trip
the motor during starting.
To overcome this problem bimetallic over load trip is by passed during staring
through a timer. The trip will reset/reconnected after motor attains its full loaded speed.
Example: Purifier motor starter.
Disadvantages of DOL:
 High starting current

 low starting toque
 Single speed operation
 cause voltage dip on supply line
2 .With reference to 3 phase AC induction motors
a) Draw a circuit diagram of a DOL starter incorporating overload & short circuit
protection.
b) Draw a circuit diagram of a reduce voltage starter.
c) Briefly describe the sequence of operation of the starter
d) State an application of each of the starter & explain they are chosen.

c. Sequence of operation in star delta starter.
a) At starting contactor L2 closes and a time delay not shown is energies.

b) Line contactor L1 close next.
c) Motor starts on reduced voltage due to star connection of motor windings.

d) At the end of the time delay period, star connected contactor L2 opens.
e) Immediately after wards contactor L3 closes.
f) Motor now run on full voltage and delta connections.
d. Direct on line starter (Full line voltage starter)
Normally used for small motor where generation and distribution system can with
stand the starting current. They are cheap, simple to operate and maintain.
Reduce voltage Starter (Star delta auto transformer)
Normally used for large motor where the motor starting current is very high. Due to
reduced starting current, large motor can start without any severe damage or voltage dip on
power system.
3. With reference to AC motor protection
a) Describe an electric overload relay commonly used for motor protection

b) With the aid of sketch, explain the over-current characterization with reference to
back-up protection.
c) Explain the valve at which the over-current relay set for a continuous maximum
rating.
Description
Two of the three phases motor currents are monitored by current transformers.
The CTs from integral part of the relay, and external CTs are required for currents
above 60Amps. Internal solid state circuitry compares the actual motor current with
the preset load current, set by the load knob (load). When current level is greater than
the present point due to overload or single phasing, red LED illuminated and after the
elapse of the preset delay time, SPDT relay switches contact.

a. The over-current characterization
The largest over current possible is the current taken when the motor has
stalled. This of course is the starting current of the motor, which will be about five
times the full load current. The contactor is capable of tripping this stalled current
quickly and safely.
If a short circuit occurs in the motor, the starter or the supply cable, then a
huge fault current will flow. If the contactor tries to open under short circuit
conditions, serious arcing will occur at its contact such that it may fail to interrupt the
fault current. The prolonged short circuit current will cause serious damage to the
motor, starter and cable with the attendant risk of an electrical fire. To present this, a
set of fuses or a circuit breaker is fitted up stream of the contactor which will trip out
almost instantaneously thereby protecting the contactor during the short circuit fault.

It is important that the tripping characteristics, shown in the diagram above, of the
OCR and fuses/circuit breaker are co-ordinate so that the contactors trips on thermal over
current while the fuses/circuit breaker interrupt short circuit fault currents. This contactor +
fuse arrangement is usually called back-up protection
c. To protect a modern CMR (Continuous max ratings) not the thermal OCR should be set at
the full load current (FLC) rating of the motor. This will ensure that, Tripping will not occur
within 2 hours at 105%FLC
Tripping will occur within 2hours at 120% FLC
4. Comment on the accuracy of the following statements
a) A thermal overload relay provides protection under all loading during a single phase
fault.
b) There is no adverse effect on a three phase, 440V; 60 Hz motor that continues to run
star-connected after it has been started using a star-delta starter method.
c) A thermal over load relay on the supply line does not provide protection under all
loading during single phase fault.

A 100% loading over current, relay will trip the motor on signal phase fault as the line
current is 2.4 time full load current and normally tripping current is set at 1.2 times full load
current.
But at 60% loaded with single phase fault the line current will be 1.2 times full load
current is not more that tripping current. So motor will not trip and the motor winding will
overheat at 1.3 times full load current.
At this time, thermistor will come in operation protect the windings from burn out.
b. When a 3phase 440V, 60Hz motor continuous to run star connection after it has been
started using a star delta starter then each starter winding will be carrying an overload of
current of 1.73 times of full load current

We can say, motor will run 3 times hotter in star connected than delta connected. In
this case, thermal over load relay will not operate to protect the motor from overheating and
burn out of windings.
Q5. With reference to 3 phase induction motors
a) Explain the generation of a two-pole rotating magnetic field & with effect on the rotor
bars
b) Compare the magnitude of the starting current drawn by a motor from the supply,
when it is started using DOL starter & star-delta starter.
c) Explain the consequences of interchanging any two lines of the power supply to a
motor
 Diagram shows 1 turn of winding in each of the 3 phases.
 3 phases power supply is fed to the windings

By the right hand grip rule.
By right hand grip rule,

For instant c
By the right hand grip rule
b. comparing current in DOL and star-delta starter

c. The direction of rotation of a 3 phase induction motor can be reversed readily. The motor
will rotate in opposite direction if any of two of three lines is interchanged. It has the effect
of changing the direction of the magnetic field.
Rotation Before connections are changed.
Rotation After connections are change.
6 With reference to emergency lead acid batteries used on board ship.
a) Describe with the aid of a circuit diagram how shipboard batteries may be charged
from a high voltage supply. The circuit should also show how 24V emergency power
is supplied in the event of black out, the kept on floating charge under normal
condition. (7M)
b) Explain the gas re-combination behavior in a value regulated lead acid battery (3M)

Answer:
a) The circuit diagram of emergency lead acid batteries used on board ship.
In the circuit diagram, high voltage is passing through the step down transformer 24 V
D.C Battery bank can be function charged y both of Trickle charge and Quick charged and this
transformer power supply to 24VDC system, simultaneously.
During EQX(NC) of trickle charge contactor is closing condition, all of EQX(NC)

contactors in the diagram are also closing the output of the 24VDC Band is charging by trickle
charge with 26V, which the voltage from the is passing through 2 pieces of 2v silicon dropper.

Also 24v DC system is supplying by 24V DC which the power is passing through the 3pieces
of 2v silicon dropper.
If operator wants to charge the 24VDC battery bank by quick charge he needs to push
the switch button. That time EQX contactor (Quick charge is energies and all of EQX(NO)
contactors will close. Simultaneously, all of EQX(NC) contactors will open and 24V DC
battery bank will be charging by 30v Quick charge. Also 24V DC system will be supplied by
24V DC which the voltage is passing through the 3 pieces of 2v silicon dropper until to EQT
contactor timer setting for trickle charge.
B, Theory of Internal Recombination.
When a traditional open lead acid cell is charged, a release of gas occurs.
This happens when water, through the recess of electrolyze decomposes into its
forming elements.
To maintain the chemical balance in the cell, the lost water must therefore be replaced
periodically, involving time consuming verification and refilling of the electrolyte.
In the case of value regulated batteries, however, the elements in the gases created are
combined a new during the charge phase, through the so called Cycle of Oxygen
recombination, there by producing water as described in the following cycle:
1. On the positive plates, oxygen is generated by water electrolysis and is diffused

through the separators to the negative plates.
H2O = 1/2O2 + 2H+ + 2e-
1. On the negative plates, the oxygen combines with part of the lead contained in these
plates producing lead oxide.
Pb + 1/2O2 = PbO
2. The lead oxide combines with the sulphuric acid of the electrolyte, forming lead
sulphate and water.
PbO + H2SO4== PbSO4 + H2O

Water is therefore regenerated on the positive plates, while lead sulphate is
formed from the partially discharged negative plates.
3. The charge process recharges the partially discharged negative plates, thereby closing
the cycle.
PbSO4 + 2H+ + 2e- == Pb + H2SO4
The recombination cycle, as described above, is therefore theoretically

complete the constituent parts of water and sulphuric acid in the electrolyte, as well as
the amount of lead of the negative plates, reappear at the end of the process in their
original state, without having modified the change condition of the plates.
AC GENERATOR
1. Describe the excitation system used in.
a) Error operated, safe excitation system
b) Compound A.C generator
c) Explain the procedure to be taken if fails to excite.
d) Excitation system of self excited brush less a.c.generator.

1. The main rotor has residual magnetism which produces a weak magnetic field.
2. So when the rotor turns, this weak field flux cuts the main stator winding.
3. A low voltage is generated in the main stator.
4. This output is filed back to the AVR which rectifies the a.c power to d.c.
5. This d.c is fed to the exciter stator.
6. A stationary magnetic field is created in the exciter stator by the d.c fed to it.
7. The exciter rotor, when it rotates cuts this stationary field
8. since the exciter rotor windings are wound and 3 phase a.c is generated in it.
9. All of this 3phase a.c is led to a bank of rotaing diodes mounted on the same shaft.
10. The diodes convert all of this a.c to d.c
11. This d.c is the excitation of the main generator
12. This d.c in the main rotor adds to the weak magnetic Field already there due to
residual magnetism of the main rotor.

The principle of the static or self excitation system is that a 3 phase transformer with
two primaries. One is shunt and the other in series with alternator, output feeds, current from
its secondary windings through a 3 phase rectifier for excitation of the main alternator rotor.
On no load the generator excitation is provided by shunt connected primary to main

rotor field current for normal alternator voltage.
On load, generator extra excitation is provided by the series primary coil to the main
rotor for extra voltage keep up right.
c. Procedure if fails to excite
Connect the rectifier with d.c 24V circuit as shown in figure, connecting (+) to the I of AVR
and (-) to the K of AVR with the generator stationary.
Keep the switch closed to supply d.c to the field Coil for 2 minutes. This should restore the
residual magnetism.

Q2. With reference to voltage dip ac installation
a) Briefly explain the causes
b) State any undesirable effect
c) Briefly explain with the aid of sketch how terminal voltage is restricted to desirable
value.
a. Cause of voltage dipping
Starting a large induction motor (always with a low pf of 0.3-0.4 lagging) causes
sudden load current surges (6-8 times of normal)
Large voltage drop in generator winding reduces terminal voltage at the load. This
effect is voltage dip. Similarly stopping of large motors will produce an over voltage on bus
bars.
b. Undesirable effect
Too great a dip with too long recovery time will cause objectionable flicker of lighting
At high voltage dip motor magnetic contact press will be reduced due to low voltage and
welding may occur contact point.
As we know, stalling max occur at 79% of voltage with motor running at full speed.
Stop motor cannot stand due to the starting falls torque voltage dip.
c. The real need of AVR in to deal with the voltage dip following the sudden connection of
extra load & to restore the voltage quickly without under overheating of regeneration (voltage
hunting).

1. At the voltage sensing unit, generator output is transformed & rectified &
smoothed to give a proportional DC signal
2. Error voltage from zener diode in supplied to the excitation system control.
3. If the generator output voltage in lower than set point than error signal will be
used to trigger the SCR in the bridge circuit earlier.
4. This result a higher current to flow to the generator excitable system to increase
the output voltage
5. It the time of higher output voltage it will act reverse.
6. When there is no error signal, then a normal amount of current flows into the
excitation field winding.
3. With reference to a limiting voltage dip & response time on impact loading
State the effect of suddenly connecting a large load across a ship electrical power supply
system.

Explain causes of the above effect
Explain with the aid of sketch how one type of alternator is able to achieve a faster response
time to impact loading.
a. Undesirable effect
Too great a dip with too long recovery time will cause objectionable flicker of lighting
At high voltage dip motor magnetic contact press will be reduced due to low voltage and
welding may occur contact point.
As we know, stalling max occur at 79% of voltage with motor running at full speed.
Stop motor cannot stand due to the starting falls torque voltage dip.
b. Cause of voltage dipping
Starting a large induction motor (always with a low pf of 0.3-0.4 lagging) causes
sudden load current surges (6-8 times of normal)
Large voltage drop in generator winding reduces terminal voltage at the load. This
effect is voltage dip. Similarly stopping of large motors will produce an over voltage on bus
bars.
c.
In the static excitation system, senses the line current when the line current increases
it also increases the excitation through series connected transformer. It taken 0.2 sec to
recover the voltage.

In the error operated excitation system wait for the error to occur & start to work.
Eliminate error by activating AVR. It taken 0.6 sec to come steady voltage.
According to fig. the faster response in alternator with static excitation system.
4. With reference to automatic voltage regulator
a) Sketch an AVR & explain the need of such a device.
b) Explain how error voltage is derive from a bridge containing dived.
c) Describe the use of this error voltage to control the excitation system of an alternator.
The real need of AVR in to deal with the voltage dip following the sudden connection
of extra load & to restore the voltage quickly without under overheating of regeneration
(voltage hunting).
b. The characteristics of zener diode in to derive the error voltage from the input voltage &
set point. Hence the after diode shows VZ is almost constant when diode reach in breakdown
condition.

In fig.a assuming to supply voltage in 20V generator voltage am 440V so potential
difference voltage both A & B is zero no error
In fig.b assuming the supply voltage in 21V generator volt in 450V The potential difference
between A & B in +1V so error signal is +1V.
In fig.c assuming the supply voltage is 19V, generator voltage is 430V the potential different
both A & B -1V. So error signal is -1V

5. With reference to Ac system
a) Draw an electrical diagram of An ACB used in MSB
b) Briefly explain its closing procedure
c) State three faults that may occur in Ac system
d) Briefly explain how one of these fault, may be made t trip an air circuit breaker
a)ACB
Principle of operation:
 The main contacts are kept closed & latched against high spring force
 Quick acting tripping action is provided by releasing spring

 Arcing contact close earlier & open later than main contact
 Closing coil is provided to close circuit breaker. This coil is operate on dc power from
rectifiers & is energized by a closing relay operated by a push button
 The no-volt coil trips the circuit breaker when severe voltage drop offers. It also
prevent circuit breaker from being closed when generator voltage in very low or
absent.
c. The three fault that may occur in the Ac system.
 Over current
 Reverse power
 Under voltage replaced
d. The ACB over current trip, reverse power trip & contactor under voltage trip coil & NO
push button are connected in parallel to each other.
In case of reverse power or over current fault trip contacts will be closed & cause current to
flow through the contact instead of under voltage coil
Hence the coil will be energized & cause to open the main contacts & trip the ACB
6. a. Sketch a simplified diagram of a reverse power relay
b. Explain with the aid of sketch how reverse power relay is used in conjunction with ACB
c.State an instant valve the time delay which is incorporated between the reverse power
relay
Answers
b. In the event of reverse power the fault is sensed by reverse power relay which then
closing the RP contact which is connect to ACB circuit on shown in fig. This de energize the
no volt (under voltage coil) to release the latch & trips the ACB.

c. During a generator off loading from parallel operation, the governor setting is
lowered to reduce load (active power) if lowering in excessive, reverse power occur, but the
tripping is delayed by a timer 5 sec to prevent the reverse power relay come into use.
a. reverse power relay
MISC
Q1. a. Describe how insulation resistance test is carried out on a 3phase AC motor
b. Explain how insulation resistance test reading are recoded & inspected
c. Briefly describe the factor that would improve IR reading of affected motors.
d. Name the effect fault that could result from failure of insulation in one phase only.
a. Insulation test
Insulation resistance is measured
 Between conductor & earth

 Between two conductor.
The test in carried out by a portable insulation tester called “MEGGER”

Procedure
 Switch off power to the equipment

 Set the voltage selection switch of appropriate setting
 Connect one lead to circuit & other load do ground & now press the test button.
b. Insulation test readings are recorded on regular basis example.(SW pump)
DATE DR (MSL) E/R COLD
2/1/11 20 E/R COLD
3/5/11 15 WARM
3/9/11 5 HOT HUMD
3/1/12 2 WARM
3/1/12 25 AFTER CLEANING
IR varies with ambient temp, so record should be keep of same as well temp, humidity to
reduce IR.
c. Factor improver IR.
 Keeping the motor clean
 Fan install will keep it cool
 Space heater keeps the motor dry when stopped
 Dust, oil, deposit should be removed
d. If failure of insulation one phase then it may cause electric shock.
If more than one phase then it will cause a short circuit fault, which would trip the breaker &
blow fuse .
2. a. Draw a wiring diagram of earth detection lamp for a 3 phase AC system.
b. Explain how the lamps are used to detect non earthed & earthed condition.

c. Explain why earth fault must be traced & rectified immediately
d. Explain why the casing of electrical equipment must be secured by earthed.
b. With earth lamp switch closed
If there is no fault in the system or it is healthy, then the lamps glow with equal brightness.
If earth fault occur in one line, the lamp connected on that line will be dimmed or
extinguished & other lamp glow brightly.
c. Earth fault give immediate indication of a current leakage that is potentially dangerous. A
number of fires have been the result of ignition by the spark at an earth fault in wiring. The
most dangerous condition occur when there in a fault on both positive & negative side of the
distribution at the same time. So, earth fault must be traced & rectified immediately.
d. In order to protect against the dangerous shock & fire that may result from earth fault, the
metal enclosures and other non - current carrying metal parts of electrical equipment must be
earthed.
3. With reference to electrical equipment in potentially flammable atmospheres on board

ship. Explain.
a. Why conventional equipment is considered hazardous.

b. Explain the protection concept that are used in the following equipment.
I, Exi
II. Exp
III. Exd
a)
Conventional equipment or cables are suitable for areas that are considered safe. Special
regulation apply to hazardous zone, requiring only safe equipment or non at all.
Ex d: The protection concept is the use of flameproof casing that can withstand without
damage, an explosion of flammable gas within itself also potential flame path are made being
enough to prevent flame emission.
Ex d: The protection concept in the prevention of entry into the equipment enclosure of a
surrounding flammable gas by maintaining within the enclosure a protective gas (which is by
air on inert gas) at a press. which is higher than that of the surrounding.
Ex i: Intrinsic safety in a protection technique based on the restriction if electrical energy

with of interconnecting wiring to a level below that which cause ignition of an explosive
atmosphere by either spanning on heat effects.

Ex i is limiting the circuit condition less than 30V & 50mA.
Exi is also use in low power instrumentation n alarm & communication circuits.

Class 1 - 2 EK General

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ENGINEERING KNOWLEDGE

Chapter Page No.

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1. With reference to steering gears:

II. Explain how it meets an infinitely variable demand in both directions.(4)

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Thus variable demand in both directions can be achieved by hele-shaw pump.

2. With reference to steering gears:

II. Explain how it meets an infinitely variable demand in both directions.

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3. With reference to steering gears:

II. Describe how the cushioning and relief arrangements function

# Line Relief Valve:-

Sluggish action/operation the system:

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4. With reference to ram steering gear, explain:

I. The Purpose of the Rapson slide.(4)

Purpose of the rapson slide:

When tiller radius is 0o.

Torque = Force x Distance

= Pa (Ram Force) x r (Tiller Radius)

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1. One piston will not be able to produce enough torque.

1. Close the isolating valve of one Pair Cylinder required to isolate.

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5. With reference to hydraulic Steering gears Explain Why:

I. Relief Valves are provided as well as shock valves.

# Line Relief Valve:-

II).The Pump is of Constant Speed, Variable Stroke. Because:

6. With Reference to steering gears:

1. Sluggish Response to Steering gear operation.

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1. To provide a feedback mechanism to the steering gear system.

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The Sequence of Operation is as Follows.

7. With Reference to steering gears:

I. Sketch a Rotary Vane Steering gear. (5/3/4)

1. Compact and Space Saving.

1. Limitations on Working Pressure due to sealic difficulties. It is Normally designed

VINOTH VIJAYAKUMAR Page 13

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Non Follow-up System;-

II) Working Procedure of non follow-up System:-

4 ram steering drawing

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2. Under Emergency steering conditions state the requirements for:

a). Rudder Actuation. b). Electrical Power.

Single Failure Concept:-

I. According to SOLAS Regulation:-

Two ideal layouts which could satisfy requirement are as follows:

b). Electrical Power:-

I. Same as Ques-9 (II)

II. Same as ques-9 (I)

1. Pumps running at correct speed

VINOTH VIJAYAKUMAR Page 18

1. Change Over Power Pumps

Besides this, some precautions to be taken