General

1. Why would properties of materials be important for a marine engineer to

perform his work
2. Materials used for
3. Why is heat treatment necessary for carbon steel
4. Describe various heat treatment processes and their benefits
5. Discuss the reason of stress on working onboard and how to cope up with
stress? (answer from e-learning)
6. Discuss the reason of stress on working onboard and how to cope up with
stress? (normal answer)
7. Describe fatigue and its various causes and relation with stress.
8. What are the effects of fatigue? How can you deal with it onboard?
9. State rules and regulations that protect you from fatigue
10. Describe how to manage risk and regulatory requirements involving risk
management
11. Explain barriers that exists to situational awareness that may lead to human
errors
12. Explain the SHELL model of maritime resource management involving
technical and human factors
13. Explain the SHELL model of maritime resource management involving
technical and human factors
14. Case study – Human Error / Situational Awareness
15. Stress strain curve for MS. Why materials fail
16. Greenhouse effect. What effects does high sulfur fuel have on environment
17. Sketch and describe the working principle of a double acting reciprocating
pump
18. What precautions do you need to take when starting and stopping this pump?
19. State some of the advantages and limitations on using these pumps
20. Sketch a suction or discharge valve for the reciprocating pump. State one
unique feature of such a valve
21. What are destructive & non-destructive tests that are used on materials for
manufacturing shipboard equipment?
22. Sketch and describe a shell & tube type heat exchangers, used onboard the
ships,
23. Sketch and describe the principles of operation of a shipboard domestic
refrigeration system (e-learning answer)
24. Sketch and describe the principles of operation of a shipboard domestic
refrigeration system (marine insight)
25. What are the refrigerants fluids that can be used on shipboard plant
26. State the problems of using Freon as the refrigerating fluid
27. Sketch and describe the fire detectors -- infrared flame detectors, pneumatic
detector and bimetallic detector and their respective applications
28. State the way the fire alarms are sounded onboard
29. Describe constructional features of a plate type FWG and its operational
procedures for generation
30. Sketch and describe positive displacement pump where the fluid is displaced
by the movement of piston
31. Why are such pumps chosen for bilge pumping duties
32. State why these pumps should not be started with discharge valve closed
33. Describe functional components of a reefer plant for the domestic
refrigeration plant
34. Temperatures to be maintained in different cold rooms
35. Describe pressure switches, the tubular heat exchanger, oil separator and the
drier system.
36. The steering gear used onboard can be of variety of types. Classify the various
types with a simple chart
37. Describe the statutory requirements for
38. Describe an electro-hydraulic steering gear, using a sketch, defining all
important parts as fitted in the steering compartment
39. Describe the role played by the gravity disc and the way to determine its size
for effective purification
40. Describe the purifier safety system layout with a system schematic diagram,
explaining how each of the safety devices keep the automatic purifier
operation safe and trouble free
41. Sketch and describe the operating principles of an OWS
42. State the regulatory requirements including ORB
43. Explain importance of working of the bilge alarm monitoring and control
unit as fitted in the bilge system
44. With reference to centrifugal pumps sketch typical discharge characteristics
showing variation of throughput as the discharge head and speeds are altered
45. With reference to centrifugal pumps explain the relevance of discharge
characteristic for the selection of an emergency pump
46. Describe using simple diagrams, the principle of Osmosis and Reverse
Osmosis
47. Describe and Sketch a line diagram showing a single pass system for
producing fresh water from sea water
48. State safety features incorporated in such fresh water production system
49. With reference to electric arc welding; draw a labeled sectional sketch of a
satisfactory butt weld (from MEP)
50. Briefly define the following defects in electric arc welding; how are they
caused --- Undercut, Splatter, Inclusion, Blow hole, Incomplete root
penetration, Lack of fusion. (from MEP)
51. Why is AC generally more popular than DC for metal arc welding
52. Sketch and describe an independent two-stage air compressor.
53. Draw a set of typical indicator diagrams and insert various pressures and
temperatures
54. Indicate effect of leaking HP suction valve and excessive HP clearance
volume
55. Explain how each the following conditions contribute to the satisfactory
performance of oil centrifuges --- Correct bowl speed, cleanliness of the
bowl, low rate of feed to bowl, contaminated oil allowed to stand for an
appreciable time prior to centrifuging
56. State, with reasons, the causes of fatigue cracking of engineering components
57. State, with reasons, how material and design defects can influence fatigue life
58. With reference to engine bed plate transvers girders explain how the
incidence of fatigues cracking can be minimized
59. Sketch and describe in simple form of constant speed hele-shaw pump
suitable for a hydraulic steering gear
60. What characteristics of hele-shaw pump make it suitable for use in steering
gear system
61. Describe the effects of fresh water feed on auxiliary boilers
62. Describe the measures taken to reduce these effects
63. Describe 5 principle boiler water tests stating the reason for each
64. Explain why regular testing of water in auxiliary boiler is desirable. For each
test carried out, state –
65. With reference to main refrigeration plants give reason for each of the
following operational irregularities and state how are these dealt with
66. Explain how oil carry over occurs in starting air compressors
67. State how the problems of oil carry over are minimized
68. State 3 factors that contribute to air start line explosions in diesel engine
69. With reference to centrifugal pumps, state the reasons for following
70. Outline the manufacturing process for the production of steel suitable for
ships shell plating
71. Sketch simple iron-carbon equilibrium diagram and indicate a typical
composition of ships steel
72. Sketch the microstructure of this steel
73. Sketch and describe a high pressure cut-out in a refrigeration system
74. The refrigeration compressor has stopped due to operation of the HP cut
out. Explain
75. What steps are taken if the compressor ―short cycle‖ on low pressure cut out
76. With reference to the impressed current method of protecting ship‘s hull
from corrosion
77. Compare the desirable qualities of the lubricating oil selected for each of the
following duties and give reasons for the differing properties of the oils
recommended for these 3 purposes
1. Why would properties of materials be important for a marine
engineer to perform his work

Properties define specific characteristics of a material, and form

basis for predicting the behavior of materials under different
conditions. The properties of materials are independent of the dimension or
shape of the material.

The different properties of materials are mechanical, thermal,

electrical, magnetic, chemical and physical properties.
Mechanical properties are those, which define the behavior of a
material under applied stresses such as bending, compressive and
tensile. They are determined by conducting tests on the material specimen.
Knowledge of mechanical properties is essential for fabricating a
mechanically strong machinery component.

In some machinery components, unions, screws, bolts and fasteners are

made of soft ductile material like brass.
Care should be taken while opening and assembling these
components as over-tightening may break the fasteners, and slight cross-
threading will wear out the threads.

In case of welding and gas cutting, since high temperature is involved

in these operations, the knowledge of engineering materials will help to
carry out the maintenance and repair operations without affecting
the internal structure.

In welding, the knowledge of the materials being welded helps in choosing

the correct electrodes.
As a maintenance engineer, we should know about the materials used
for making the various engineering components we handle.
During maintenance, if we know a component‘s material
composition and mechanical property, we will be able to handle it
more safely and efficiently.

For example;
1. Cast iron is used widely in marine machinery. It has high
compressive strength and low tensile strength. It has low
impact strength and is brittle.
When dismantling any cast iron component, undue force should not be
used. If any component is seized and difficult to dismantle, then it
should be heated up. Some examples for this situation include removal of
shaft flanged couplings, and dismantling pumps and motor casings.

2. Low carbon steel or mild steel is used for making structural

components, plates and pipes.
This is prone to corrosion. Therefore, it should be protected
against corrosion by applying paint. Any plate or pipe renewed should be
painted immediately.

3. Heat treated alloy steel components should not be heated for

any reason as it may alter the characteristics of the alloy, which
may affect the functioning of the component.
2. Materials used for
a. Sea Water System
The main use of seawater on board ship is for cooling purposes but is also
used for fire-fighting.
Two types of system can be considered, as follows:
1. A low initial cost system based on carbon steel and cast iron
which will require considerable maintenance over the life of the
plant.
2. A system based mainly on alloy materials which, if correctly
designed and fabricated, will require minimum maintenance and
will function reliably.

It is essential therefore in selecting materials for seawater systems to treat

the system as a whole. This should include the heat exchangers where these
are part of the system.

1. CORROSION CONSIDERATIONS
The corrosion behavior of materials commonly used in seawater systems has
only two factors influencing corrosion behavior, namely
velocity and temperature.

a. Effect of Velocity
When there is a flow of corrosive liquid, then the corrosion rate
increases. As velocity causes a mass flow of oxygen to the surface,
corrosion is very dependent on flow rate and can increase by a factor of 100
in moving from static (zero velocity) to high velocity (40 m/s) conditions.

This is particularly important where features of the system such as small

radius bends, orifices, partly throttled valves, misaligned flanges, etc., which
can generate turbulence, give rise to local high velocities which may accelerate
corrosion. It follows that design and fabrication of the system should aim at
minimizing turbulence raisers.
Nickel base alloys such as Inconel Alloy 625, Hastelloys C-276 and
C-22 and titanium are not subject to pitting or crevice corrosion
in low velocity seawater, nor do they suffer impingement attack
at high velocity. However, price limits their use to special
applications in seawater systems.

Some materials commonly used in sea water system, Carbon steel, Grey
cast iron, Admiralty Gunmetal, Ni Al Bronze, Type 316
Stainless, Ni-Cu Alloy 400.

b. Effect of Temperature
For copper alloys, increase in temperature accelerates film
formation; this takes about 1 day at 15°C, whereas, it may take a week
or more at 2°C. It is important to continue initial circulation of clean
seawater long enough for initial film formation for all copper alloys.

2. Piping
For low initial cost systems, materials such as mild steel, cast
iron and steel with organic coatings are used for piping. Also, as
pipe thickness tends to increase with diameter, experience in systems with
steel pipes show that failures commence first in the smaller diameters and,
as the service life increases, failures occur on larger diameters so that repair
costs accelerate with time.

A schedule 80 pipe has thicker walls and is able to withstand

higher pressures. Hence schedule 80 or a schedule 40 pipe refers mainly
to the pipe wall thickness.

Cast iron behaves in a similar way to carbon steel. Small

diameter steel or cast iron pipes are also easily clogged by
corrosion products if not in continuous service. So it is
important to keep it in service or drain it otherwise.
b. Centrifugal Pump Casing & Impeller
Centrifugal pumps are often used in seawater systems; the main
components being the casing and the impeller. Cast alloys such
as gun metal, nickel aluminum bronze and cast copper nickel
can be suitable for the casing in copper based piping systems
with alloys of resistance to higher water velocities for the
impeller such as alloy 400 or nickel aluminum bronze.
Appropriate attention has to be given to galvanic considerations when
selecting materials.
3. Why is heat treatment necessary for carbon steel
Metals consist of a microstructure of small crystals called grains. The grain size
and composition determine the overall mechanical behavior of the metal. Heat
treatment manipulates the properties of the metal by controlling
the rate of diffusion, and the rate of cooling within the
microstructure.

Heat treatment is defined as an operation or combination of

operations involving heating and cooling of a metal, to obtain
desirable properties such as better machinability, improved ductility etc.

In carbon and low alloy steels, fast rates of cooling result in a high
degree of hardness. The purpose of heat treating plain carbon steel
is to change the mechanical properties of steel, usually ductility,
hardness, yield strength, and impact resistance.

Annealing is the process of softening steel by heating it to a

temperature near but below the transformation range and then
cooling slowly.

Cyaniding is a case-hardening process that is fast and efficient; it is

mainly used on low-carbon steels. The part is heated to
871–954 °C (1600–1750 °F) in a bath of sodium cyanide and then
is quenched and rinsed, in water or oil, to remove any residual cyanide.

----add heat treatment process if required----

4. Describe various heat treatment processes and their benefits
a. Induction Hardening
Benefits: surface hardening
It is a method of surface hardening of steels by using
high frequency electromagnetic field.
Specimen is placed in an inductor. When an alt current is passed through
the inductor, it sets up a magnetic field. The alternating magnetic lines
tread through the surface of the component inducing alt current of same
frequency but in reversed direction. The reverse alt current passes along the
surface of the conductor and is known as skin effect. When desired
temperature is reached after a set time (1-6s) about (1000 –
10000cycles/s) the surface is quenched by pressurized spray of water.

b. Nitriding
Benefits: surface hardening
It is a process of surface hardening by addition of nitrogen to
the steel surface.
Here steel component is placed inside a gas tight container through which
ammonia gas (NH3) is circulated. Container and the component temps are
raised up to 500℃, from 40 to 100hrs depending on the depth of hardness
required. At this temp ammonia disassociates and nitrogen is liberated.
The liberated nitrogen is absorbed by the surface layer of the steel. Nitrides
are then formed close to the material surface promoting surface hardness.

c. Hardening
Benefits: surface hardening
The steel with 0.3 o 0.7% carbon is heated above 750 to 900℃ and
then rapidly cooled by quenching produces hardened steel.
The degree of hardness depends on the carbon content, quenching media and
the quenching temp. The quenching medium can be caustic soda, brine,
water or oil, depending upon the rate of cooling required. This method
produces internal stresses and makes it brittle.
d. Tempering
Benefits: offsets brittleness
Here hardened steel can be partially softened in order to offset
the brittleness. Still the material will be hard and tough.
It consists of heating the material to temp below 720℃ and holding this
temp for duration of time and then quenching or cooling in air.

Straight carbon steels with 0.2% carbon are not subjected to

hardening and tempering process.

e. Annealing
Benefits: grain refinement, inducing ductility, stress relief
Here the material is heated to a determined temp and allowed
to soak at this temp and then cooled in the furnace at
controlled slow rate.

f. Normalizing
Benefits: grain refinement, produces uniform structure, increase ductility and
improves strength
Casting is heated to 750 to 900℃ and held at that temp for a
short time and then cooled in still air at room temp

g. Case Hardening (pack carburizing)

Benefits: hardening
Steel component to be kept in a box made of fire clay, cast iron,
or a heat resistant nickel-iron alloy. Carbon rich material such as
leather charcoal, crushed bone and horn or other carbon material is used as
packing medium. The box is placed in a furnace and temp is
raised to 900℃. The surface of the component absorbs carbon
forming an extremely hard case.
5. Discuss the reason of stress on working onboard and how to
cope up with stress? (answer from e-learning)
1. Personality traits
Self-induced stress is largely due to your personality. If you look closely at
your habits, attitude, and behavior, you will be able to identify certain
negative traits in your personality that is responsible for your
stress. For instance, your inability to manage time can result in stress. You
would have noticed that in spite of your best efforts you fail in managing time
efficiently.
A negative attitude results in many relationship problems. Because
of your attitude, you will tend to shy away from people. Others
may not like you and this may lead to depression.

2. Low self-esteem is another aspect of one's personality that can

cause severe stress.
The self-deprecating attitude becomes a major cause of stress and anxiety in
your life. You are never satisfied with who you are and what you have. With
low self-esteem you are never sure of yourself and always seek approval and
acceptance from others. You become indecisive and unable to take any action
on your own. Anxiety and fear are the constant companions of a person
suffering from low self-esteem. Being unsure of yourself, you become overly
sensitive to any remarks or comments made by others, which becomes a major
cause of stress in your life.

3. Relationship
Much of the relationship stress comes from your conscious or
unconscious efforts to change or control other people. You want
others to behave in certain ways, and when you can't get them to doing it, you
become angry and resentful. The more you try to change them and fail, the
more angry, frustrated, and depressed you are likely to become.
4. Economy
Problems arising out of lack of money are a major cause of stress
and conflict. The rising cost of commodities, a major purchase, loss of
income, loss in business, responsibilities of a large family, and burden of loans
or mounting credit card debt can leave you stressed.

5. Personal well-being
The amount of stress your health creates depends on your attitude
on personal health. You may feel stressed if you have a personal
bad habit such as smoking, abuse of alcohol or other drugs that affects your
health and hence need to be given up. Any kind of illness or injury can be
a cause for serious concern and stress.

6. Personal safety also can cause stress.

Women, more than men, seem to undergo stress due to worry
about either personal or others' safety. When compared with children,
adults are more likely to be stressed about their health.

Ways to cope up
Identifying the sources of stress and being aware of its effect on our lives is not
sufficient for reducing its harmful effects. In fact, the simple realization that
you’re in control of your life is the foundation of stress management. Managing
stress is all about taking charge: taking charge of your thoughts, your emotions,
your schedule, your environment, and the way you deal with problems. The
ultimate goal is a balanced life, with time for work, relationships, relaxation,
and fun – plus the resilience to hold up under pressure and meet challenges
head on.

1. Nurture yourself
When stress is interfering with your work or your personal life, it is time to
take action. Taking care of you doesn't require a total lifestyle change. Even
small things can lift your mood and increase your energy. As you make more
positive lifestyle choices, you’ll see a noticeable difference in your stress level.
a. Get fit
b. Eat healthy
c. Sleep well
d. Relax
e. Connect with others
f. Leisure
g. Laugh

2. Prioritize and Organize

One of the important steps to tackle the stress is to organise your environment
and budget your time. Set a time table and work according to that schedule.
Being organised and getting your priorities straight can help you divide
responsibilities into manageable pieces. Prioritise these tasks and focus on one
task at a time.
a. It's OK To Say No
Do not end up over scheduling yourself because you feel uncomfortable
saying "no" or perhaps because you don't want to disappoint others.
Unfortunately, you ultimately disappoint yourself by not having enough
time to do what's important to you.
b. Be Clear On Your Priorities
What you are doing today is important because you are exchanging a day of
your life for it. Make a list of what's most important to you. List things
like family, friends and career. Then look at how you spend your days. See
how much time goes to these things. Is it a good match, or are you spending
an inordinate amount of time doing things that aren't as important to you?
It's never too late to make changes.

3. Be Practical
a. Resist perfectionism
No situation or decision is ever perfect. Never put undue stress on yourself
by trying to do everything perfectly. When you set unrealistic goals for
yourself or try to do too much, you’re setting yourself up to fall short. Do
your best and you’ll do fine.

b. Be optimistic
If you see the downside of every situation and interaction, you’ll find yourself
drained of energy and motivation. Try to think positively, avoid negative-
thinking people, and pat yourself on the back about small accomplishments,
even if no one else does.

c. Be Yourself
Being you at all times is an enlightening experience. Be yourself and make
sure no one influences your thoughts or behavior. If you allow yourself to be
influenced by others you will start living life for others and lose your life in
the process. I do not worry about making some mistakes. Everybody makes
mistakes. Resist the urge to feel like you're the only one suffering in life by
making mistakes. Everybody makes mistakes. You must realize that
you're never as bad or as good as people say. You are what you are and you
can also change yourself by proper self-realization of errors.
6. Discuss the reason of stress on working onboard and how to
cope up with stress? (normal answer)
1. Separation from family & friends and loneliness onboard
2. Concern over leaving loved ones behind
3. Lack of good quality sleep
4. Poor diet
5. Port inspections
6. Changing crew every few months
7. Working under time pressures
8. Extreme temperatures
9. Heavy seas for a long period
10. Claustrophobia
How to cope up
Seafarers need to take care of their own mental health while
onboard. Key steps to overcome stress onboard are
Think positively
Always keep positive thoughts in mind and do more of what
makes you happy
Talk and discuss
Try not to be lonely and discuss your thoughts as much as
possible
Take a breath
When you feel the pressure, just pause for a moment and take
attention on your breathing to feel calm
Time management
Organize your work and spend quality time off duty
7. Describe fatigue and its various causes and relation with
stress.
Fatigue is described as a state of feeling tired, weary, or sleepy that
results from prolonged mental or physical work, extended periods
of anxiety, exposure to harsh environments, or loss of sleep. The
result is impaired performance and diminished alertness. Fatigue affects
everyone regardless of skill, knowledge and training.
Dealing effectively with fatigue in the marine environment requires addressing
lifestyle habits, rest, medication and workload.
IMO issued valuable practical guidance on understanding and managing
fatigue in 2001 as MSC/Circ.1014, Guidance on Fatigue Mitigation and
Management.

Causes
The most common causes of fatigue known to seafarers are lack of sleep,
poor quality of rest, stress and excessive work load.

Fatigue causes can be categorized into four areas:

1. Crew-specific factors
2. Management factors (ashore and aboard ship)
3. Ship-specific factors
4. Environmental factors

Crew Specific Factors

1. Quality, quantity and duration of sleep; sleep
disorders/disturbances: rest breaks; biological clock/circadian
rhythms.
2. Psychological and emotional factors, including stress
3. Fear; monotony and boredom.
4. Health, Mental illness
5. Stress
6. Skill, knowledge and training related to the job; personal
problems; interpersonal relationships.
7. Ingested chemicals
8. Alcohol; drugs (prescription and noprescription); caffeine.
9. Age
10. Shiftwork and work schedules
11. Workload (mental/physical)
12. Jet lag.

Management Factors
1. Organizational factors
a) Staffing policies and retention
b) Role of riders and shore personnel
c) Paperwork requirements
d) Economics
e) Schedules-shift, overtime, breaks
f) Company culture and management style
g) Rules and regulations
h) Resources
i) Upkeep or vessel
j) Training and selection of crew

2. Voyage and scheduling factors

a) Frequency of port calls
b) Time between ports
c) Routing
d) Weather and sea conditions on route
e) Traffic density on route
f) Nature of duties/workload while in port

Ship Specific Factor

a) Level of automation
 b) Level of redundancy
c) Equipment reliability
d) Inspection and maintenance
e) Age or vessel
f) Physical comfort in work spaces
g) Location of quarters
h) Ship motion
i) Physical comfort of accommodation spaces

Environmental Factor
1. Internal to the ship:
Noise, vibration and temperature (heat, cold, and
humidity).

2. External:
Ship motion
Port and weather conditions
Vessel traffic
8. What are the effects of fatigue? How can you deal with it
onboard?
1. Fatigued individuals become more susceptible to errors of
attention and memory (for example, it is not uncommon for fatigued
individuals to omit steps in a sequence)
2. Chronically fatigued individuals will often select strategies that
have a high degree of risk on the basis that they require less effort
to execute.
3. Fatigue can affect an individual's ability to respond to stimuli,
perceive stimuli, interpret or understand stimuli, and it can take
longer to react to them once they have been identified.
4. Fatigue also affects problem solving, which is all integral part of
handling new or novel tasks.

Fatigue is known to affect a

a) person's performance and
b) may reduce individual and crew effectiveness and efficiency;
c) decrease productivity;
d) lowers standards of work; and may lead to errors being made
Unless steps are taken to alleviate the fatigue, it will pose a hazard to ship
safety.
Dealing
A. Sleep Issues
Sleep is the most effective strategy to fight fatigue. Sleep loss and
sleepiness can degrade every aspect of a person’s performance: physical,
emotional and mental. To satisfy the needs of your body, you must acquire the
following:
1. Deep sleep
2. between 7 to 8 hours of sleep per 24-hour day
3. Uninterrupted sleep
B. Rest Issues
Another important factor that can affect fatigue and performance
is rest. Rest, apart from sleep, can be provided in the form of breaks or
changes in activities. Rest pauses or breaks are indispensable as a physical
requirement if performance is to be maintained. Factors influencing the need for
rest are the length and intensity of the activities prior to a break or a change in
activity, the length of the break, or the nature or change of the new activity.

C. Guidelines for maintaining performance

Here are some general guidelines that can help you maintain
performance:
1. Get sufficient sleep, especially before any period when you
anticipate that you will not get adequate sleep.
2. When you sleep, make it a long period of sleep.
3. Take strategic naps.
4. Take breaks when scheduled breaks are assigned.
5. Develop and maintain good sleep habits, such as a pre-sleep
routine (something that you always do to get you ready to sleep).
6. Monitor your hours of work and rest when opportunity
arises
7. Eat regular, well-balanced meals (including fruits and vegetables,
as well as meat and starches).
8. Exercise regularly.
Strategic Napping
Research has identified ―strategic napping‖ as a short-term relief technique to help
maintain performance levels during long periods of wakefulness. The most effective length
for a nap is about 20 minutes. This means that if you have the opportunity to nap you
should take it. However, there are some drawbacks associated with napping. One
potential drawback is that naps longer than 30 minutes will cause sleep inertia, where
situational awareness is impaired(grogginess and/or disorientation for up to 20 minutes
after waking. A second is that the nap may disrupt later sleeping periods (you may not be
tired when time comes for an extended period of sleep).
9. State rules and regulations that protect you from fatigue
Each individual Flag Administration is responsible for the development,
acceptance, implementation and enforcement of national and international
legislation (conventions, codes, guidelines, etc.) that deals with the various
fatigue aspects: work hours, rest periods, crew competency and watchkeeping
practices.

The following international organizations have issued various conventions and

other instruments that deal with the fatigue aspects:
1. International Labor Organization: Convention Concerning Seafarers’
Hours of Work and the Manning of Ships – ILO Convention No. 1801
2. International Maritime Organization: International Convention on
Standards of Training Certification and Watchkeeping for Seafarers,
1978 as amended in 1995 (STCWConvention); Seafarer’s Training,
Certification and Watchkeeping Code (STCW Code) Parts A and B;
3. International Safety Management Code (ISM Code); and various
guidelines/recommendations

In addition to the international standards, company and flag

administration policies, which may be more stringent in some
cases, should be followed on board all ships.

According to the current provisions in STCW, it is acceptable for a seafarer to

work for 98 hours a week. This can be compared with 72 hours per week in
ILO 180 and 48 hours per week in the European Working Time Directive.
10. Describe how to manage risk and regulatory requirements
involving risk management
Risk management is a formal process, whereby risk factors for a
particular context are systematically identified, analyzed, assessed,
ranked and provided for. It is a systematic way of protecting human,
material and natural resources against losses so that the commercial goals of the
company can be achieved, despite the constant risk of losses due to hazards and
perils that cause accidents and consequential losses.

"Risk management is the process whereby decisions are made to

accept a known or assessed risk and/or the implementation of
actions to reduce the consequences or probability of
occurrence.(ISO 8402:1995 / BS 4778)"

The risk management process consists of:

1. Identifying hazards
2. Assessing risks
3. Managing risks
4. Monitoring and reviewing.
This proactive process helps in identifying what could go wrong and in
developing a planned response that is factored into the plan. This will increase
the chances of successful action in the face of uncertainty by analyzing and
improving available information.
Regulatory requirements
Risk assessment in some form or other is required under the following
legislation:
1. the ISM Code which states, "Safety management objectives of the
company should establish safeguards against all identified risks."
Although there is no further, explicit reference to this general requirement
in the remainder of the code, risk assessment in one form or another is
essential for compliance with most of its clauses
2. the Merchant Shipping and Fishing Vessels (Health and Safety
at Work) Regulations 1997 on UK registered vessels
3. occupational Health and Safety (Maritime Industry) Act 1993
for vessels registered in Australia.
It is also recommended in various other industry guidelines (eg
OCIMF - Tanker Management and Self Assessment, Code of Safe Working
Practices for Merchant Seaman, etc).
The relevance of risk management in the shipping industry has been recently
emphasized, with IMO using risk management techniques to
determine the cost and benefits of introducing new legislation.
11. Explain barriers that exists to situational awareness that may
lead to human errors
The following barriers reduce our ability to understand the situation.
Recognizing these barriers and taking corrective action is the responsibility of
all team members.
1. Perception based on faulty information processing.
2. Excessive motivation.
3. Complacency.
4. Overload.
5. Fatigue.
6. Poor communications

(Explanation for understanding the concept is given below)

Level 1: Perception
Data not observed, either because it is difficult to observe or your
scanning of the environment is deficient

Perception is our mental picture of reality. The amount and quality of

information available limit all pictures of our current operational state.
Insufficient information makes it difficult to ensure that our mental picture is
always aligned with reality.
Our mental picture is affected by:
1. Past Experiences: We act on information based on our
knowledge. When something looks similar to what we are familiar
with, we may react as if it were the same.
2. Expectations: We interpret information in such a way that it
affirms the planned action. We may rationalize that the ship had a
lot of old deposits on tubes and those are burning off the funnel since
the ship was idle for a while; but the fact could be different.
3. Filters: We are provided with information, but we don’t use it. We
don’t pay attention to information that doesn’t match our mental
picture. Even when the information is passed it can be ignored; e.g.,
slightly elevated exhaust gas temperatures could be ignored since all
 temperatures a bit high; maybe the fuel pump setting or governor
setting will need some adjustment in the next port? That the same
can happen for other reason is ignored.

So, perception could form due to,

1. Passive, complacent behavior
a) High work load or fatigue
2. Distraction, confusion and interruptions including:
a) Not relevant to task, for example, a person reading a book in
the ECR
b) Relevant to task, for example, many simultaneous warning
alarms and flashing lights, distracting and confusing appropriate
response.
c) Unexpected, for example, reacting to a sudden change in speed
due to course alteration or stormy weather. Engine can actually
stop suddenly due to choking of a filter.
3. Visual illusions: a boiler blowback can create a huge fuss with
shattering of insulation and smoke, but in reality it may not be that
serious, while a new watch keeper could be blinded and scared to
death.

Level 2: Understanding
1. Use of poor or incomplete mental picture due to:
a) Deficient observations (level 1 problem)
b) Poor knowledge/experience.
2. Use of a wrong or inappropriate mental picture.
3. Misunderstanding perceived information: expecting to see
something and focusing on this belief can cause you to see what you
expect rather than what is actually happening.
a) For example, applying an internal and simple fuel transfer
procedure without realizing that there is a fuel leak on the deck.
Level 3: Thinking ahead
Over reliance on the mental picture and failing to recognize that the mental
picture needs to change. The practiced mental picture based on previous
experience remains as ―expected mental picture‖ and sometimes blocks the
ability to think clearly based on changed circumstances. A new bunker port
may trigger problems for the Engine; A familiar old ship changes its behavior
out of a repair yard and new problems occur that never happened earlier.

For example, expecting evaporator vacuum to remain steady, while SW

temperature has gone up and while the tubes are fouled. This did not
happen earlier since the ship was only plying in the colder zones.
12. Explain the SHELL model of maritime resource
management involving technical and human factors
(1st of 2 answers)

The SHELL model is a conceptual model of human factors that

clarifies the relationships between the human component and
other resources in the maritime system/environment.
The model is named after the initial letters of its components –
1. software,
2. hardware,
3. environment and
4. liveware.
1. Software
Software includes rules, instructions, regulations, policies,
norms, laws, orders, safety procedures, standard operating
procedures, customs, practices, conventions, habits, symbology,
supervisor commands and computer programs.
Software can be included in a collection of documents such as the contents of
charts, maps, publications, emergency operating manuals and procedural
checklists.
2. Hardware
Physical elements of the maritime system such as the ship (including
controls, surfaces, displays, functional systems, machinery), operator equipment,
tools, materials, buildings, vehicles, computers, etc.
3. Environment
The context in which the ship and the maritime system resources
(software, hardware, liveware) operate, made up of physical,
organisational, economic, regulatory, political and social variables that may
impact on the worker/operator.
Internal environment relates to immediate work area and includes physical
factors such as temperature, humidity, noise, vibration and light levels.
External environment includes the physical environment outside the immediate
work area such as weather (visibility, sea state, wind, current), congested
waters and physical facilities and infrastructure such as ports and fairways.

4. Liveware
Human element or people in the maritime system.
For example, ship’s officers and crew, pilots, VTS operators, shore-side
management and staff.
The liveware component considers human performance, capabilities and
limitations. According to the SHELL model, a mismatch at the interface of
the blocks/components can be a source of human error or system vulnerability
that can lead to system failure in the form of an incident or accident. Maritime
disasters tend to be characterized by mismatches at interfaces between system
components, rather than catastrophic failures of individual components. The
large amount of information processed by teams and the many necessary
interactions within and between teams provides the opportunity for human
error. Chains of human error are normal and should be expected.

Technical and human factors – discussed below

13. Explain the SHELL model of maritime resource
management involving technical and human factors
(2nd of 2 answers)

L (Liveware) : Human factors is about people...

E (Environment) ...in their working and living environments...
H (Hardware) ...relationship with machines and equipment...
S (Software) ...with procedures...
L (Liveware) ... relationship with other people

The SHELL model is a conceptual model of human factors that

clarifies the relationships between the human component and
other resources in the maritime system/environment.

The model is named after the initial letters of its components -

software, hardware, environment and liveware. Each component
of the model represents a building block of human factors studies.

The human element, or worker of interest, is at the centre of the

SHELL model. The human element is the most critical and
flexible component in the system, interacting directly with the
other system components - software, hardware, environment and
liveware.

The SHELL model adopts a system perspective that suggests that

the human is rarely, if ever, the sole cause of an accident. There is
a variety of factors that interact with the human operator that
affects his/her performance. As a result, the SHELL model
considers both active failures and latent failures.

Active risks and failures normally occur at the operational end,

such as the crew onboard the vessel. Latent risks and failures are
hidden in the organization‘s structure, not known or observed by
the organization.

According to the SHELL model, a mismatch at the interface of

the blocks/components can be a source of human error or system
vulnerability that can lead to system failure in the form of an
incident or accident. Maritime disasters tend to be characterized by
mismatches at interfaces between system components, rather than
catastrophic failures of individual components.

Components of the SHELL model (discussed above)

Integration of technical and non-technical skills

During everyday operation onboard a ship, technical and non-
technical skills are integrated into each other and both skills
needed to perform tasks as safely and efficiently as possible. But
there are important differences. The technical skills are related to a
specific department, job, function and rank while the non-
technical skills are generic, i.e. applicable to all. People can learn
about resource management, leadership and teamwork theory. The
challenge is to make resource management principles become part
of a permanent behavior onboard.

The complexity of human, machine and system interfaces are

immense. we need both technical skills as well as human skills to
be able to manage shipboard resources correctly by exhibiting a
sound safety culture and a professional attitude, while keeping in
mind that environment and culture plays a part in people reaction,
especially under stressful situations.

Human Factor (Liveware-Liveware Interface)

Interaction between the central human operator and any other
person in the system.
Involves interrelationships among individuals within and between
groups. This includes masters and bridge officers, engineers, other
crew members, pilots, VTS operators, passengers, shore-side
managers etc.

Human-human/group interactions can positively or negatively

influence behavior and performance. Therefore, the L-L interface
is largely concerned with:
 Interpersonal relations
 Leadership
 Crew cooperation, coordination and communication
 Teamwork
 Cultural interactions- personality and attitude interactions

Examples of mismatches at the L-L interface include:

Communication errors due to misleading, ambiguous,
inappropriate or poorly constructed communication between
individuals.

Reduced performance and error from an imbalanced authority

relationship between ranks. For instance, an autocratic master and
an overly submissive officer may cause the officer to fail to speak
up when something is wrong, or alternatively the master may fail
to listen.
14. Case study – Human Error / Situational Awareness
Refer DG Shipping E-Learning
Marine Engineering Knowledge (General)- EKG - Class 4 MEO
12. ENGINEROOM RESOURCE MANAGEMENT
1.33. Situational Awareness and Risk Assessment
Case Study: Human Element

Initial findings, according to the interim report, were:

1. The lubricating oil sump tanks of all the diesel generators
were maintained at 28%–40% capacity.
MAN’s recommendation was to maintain them at 68%–75%
capacity.
2. The diesel generators shut down as a result of the loss of
lubricating oil suction due to low sump tank levels,
combined with pitching and rolling.
3. All three operational diesel generators shut down within
19 minutes of each other, causing blackout and loss of
propulsion.
4. AIBN estimate that Viking Sky came within a ship‘s
length of grounding, having passed over or in immediate
proximity to 10 m shoals, before propulsion could be re-
established

Recommendation
The safety advice issued by the Norwegian Maritime Authority is
supported by the ongoing safety investigation, with the following
recommendation: All vessel owners and operators are recommended to
ensure that engine lubricating oil tank levels are maintained in
accordance with engine manufacturer’s instructions and topped up in the
event of poor weather being forecast.
15. Stress strain curve for MS. Why materials fail

When any elastic material is subjected to Load, resulting in Stress

within the material, the above stress/ strain diagram can be plotted based
on elongation ( strain) of the material and load ( stress).
Till the load is below the yield stress, if the applied load is
removed, the material or the component, gets back its original
shape.
When the applied load goes above the yield limit and then
released, the material does not go back to its original shape and we
notice a permanent deformation, called a plastic deformation.
If the load is further increased, the yield limit is increased up to a
certain level until the ultimate strength of the material is reached.
This phenomena is known as "strain hardening" that increases the yield limit,
and by introducing a very small permanent deformation. There are many
engineering applications where strain hardening is successfully used—one
example is the manufacture of a Gas Turbine blade, and high pressure pipes
to withstand Hoop stress, etc.
When the applied load is above the ultimate strength, then the
material / component will start to show a permanent deformation
by way of necking—with reduction in diameter in case of an applied
Tensile load.
When this happens, even if the load is reduced, fracture happens
as shown in the diagram.
16. Greenhouse effect. What effects does high sulfur fuel have on
environment
A major portion of solar energy reaching the earth surface is
absorbed. The remaining portion is reflected back to the
atmosphere. But some of the heat is trapped by gases and results
in heating of the atmosphere. This is the main cause of global
warming.
In a green house, soil and plants are heated up by the visible light
passing through the transparent glass. Soil and plants emit infrared
radiations. Glass partly reflects and partly absorbs these radiations,
since they are opaque to infrared. This mechanism keeps the
energy of the sun trapped in the greenhouse. Carbon dioxide
molecules are visible to sunlight but not to heat radiations. If the
amount of carbon dioxide in the atmosphere exceeds a critical
concentration, then the natural greenhouse effect may get
disturbed. CO2 is a major contributor towards global warming.
There are other greenhouse gases like methane, water vapor and
ozone.

Consequences of greenhouse effect

Greenhouse effect leads to warmer conditions in several regions,
causing evaporation at faster rates. This induces drought situations
and excessive flooding. Also, it brings about melting of polar ice
caps and glaciers, thereby increase in the sea level.

High sulfur fuel effects on environment

Heavy fuel oil burnt in engines contains Carbon-C, Hydrogen-H and
Sulphur-S.
Ships are a prime source of sulphur dioxide (SO2), which is produced by
burning heavy fuel oil and diesel oil. After combustion of HFO, we get: S +
O2 = SO2; with further oxidation in uptake, there will be formation of SO3
and when reacted with moisture, at the lower temperature zone, it becomes:
SO3 + H2O = H2SO4;
this is acidic and not only causes corrosion of the uptake,
it is toxic to humans, plants and animals.
When present over land, SOx results in acid rain and smog, which
can cause breathing problems (asthma) and premature death. The
exhaust gas also contains Polyaromatic hydro carbon (PAH) in the
particulate matter (PM), which can be carcinogenic.

The Carbon part of the fuel produces: C + O2 = CO2 (carbon dioxide that
depletes ozone layer) and 2C + O2 = 2CO (carbon monoxide which is
poisonous).
Nitrogen in the air and oil also gets reacted by the heat of combustion and
creates complex nitrogen oxides NOx
17. Sketch and describe the working principle of a double acting
reciprocating pump
Reciprocating pump is a positive displacement pump where the
fluid is displaced by the movement of piston. A constant volume of
liquid is drawn into the cylinder through the suction valve on the suction stroke
and is discharged under positive pressure through the delivery valves on the
discharge stroke.

The discharge from a reciprocating pump keeps fluctuating.

For an even flow, accumulators are connected on the discharge
side of the pump.
Reciprocating pump is self-priming as it can displace the air in suction
piping.
The main disadvantage of this pump is that the discharge is
pulsating and discharge rate is lesser compares to gear pumps.

Based on the working principle reciprocating principle is classified

as:
Single acting - single suction and discharge stroke in a cycle
Double acting - two suction and discharge strokes in a cycle
(Explain the working in your own words)
Refer DGS e-learning
Marine Engineering Knowledge (General)- EKG - Class 4 MEO
7. SHIP BILGE/BALLAST/OIL - PUMPS AND PUMPING SYSTEM-
HYDROPHORE SYSTEM
Various types of Pumps
Reciprocating Pump
18. What precautions do you need to take when starting and
stopping this pump?
Starting: Before starting the Pump, find out,
1. If any maintenance related work has been carried out on
the pump, if done, make sure that job has been correctly executed and pump
has been tested.
The operations manual which is ship specific (regulations under ISM)
should provide you with necessary check lists-- the check points to be carried out
before starting the Pump.
2. Some general Points are,
a. Check the Lube oil level in the sump
b. Make sure to open the discharge valve-- This is an
important step for all the positive displacement pumps-
c. Turn the pump shaft by hand and make sure that pump
turns freely.
d. Check the coupling for the drive and driven shaft
for smooth rotation, with out any wobble.
e. Open the suction valve and start the pump-- Check
for the current, pressures, any visible leakages, unusual sound. If
nothing is abnormal, continue to run the pump

Checks to be carried out, when the Pump is running:

1. Check the Discharge and Suction Pressures and it should be as
specified by the manufacturer
2. Check the Motor current
3. Check the Lube oil level in the sump and also note the color of the
Lube oil-- Lube Oil contaminated by water may appear cloudy or milky
4. Check for Unusual noise and also vibrations if any
5. Physically touch the Motor and pump and the bearings---make
sure that both are not running hot.
You must have been briefed on the operation for which the pump has been
started-- transfer of fluid or pumping out bilges, keep an eye on the process and
do not let the pump to operate dry. The discharge of a reciprocating pump is
pulsating whereas the discharge of a centrifugal pump is continuous.

Stopping: (For normal stop)

After making sure that the transfer process is completed, the stop button on the
local panel can be used to stop the pump.
When the pump is stopping—reducing speed slowly before a
complete stop, you can find out the following—
Some freak/ shrill noise from the bearing
if the bearings deteriorating
You can see slight wobble
if there is a slight misalignment.
Abrupt stop of the shaft,
too much tightness on the stuffing box or on the gland packing,
the bearings or one of the bearings to be replaced or there is a soft leg,
due to misalignment.
Once the Pump is stopped, close the suction/discharge valves
19. State some of the advantages and limitations on using these
pumps
Advantages
1. A constant volume of liquid is drawn into the cylinder
through the suction valve on the suction stroke and is discharged
under positive pressure through the delivery valves on the
discharge stroke.
2. Reciprocating pump is self-priming as it can displace the
air in suction piping.

Limitations
1. The discharge from a reciprocating pump keeps
fluctuating. For an even flow, accumulators are connected on the discharge
side of the pump.
2. Discharge rate is lesser compares to gear pumps.
20. Sketch a suction or discharge valve for the reciprocating
pump. State one unique feature of such a valve

Wing Type Valve

On each stroke of a reciprocating pump, a suction valve or a discharge valve
opens. Both valves are closed at the beginning and end of a stroke. Both valves
in a pump are the same type. They are a form of check valve, that is, they
allow flow in only one direction; and they open when pressure on the
outlet end is lower than pressure on the inlet end.
21. What are destructive & non-destructive tests that are used on
materials for manufacturing shipboard equipment?
a. Describe such tests & inferences drawn from such
testing of materials

Destructive tests are carried out on specimen to ascertain mechanical properties

such as strength, ductility, hardness, strength.
While carrying out destructive tests, the specimen fractures or breaks.
A finished component cannot be inspected by this test, since the component
cannot be used after the test.

The tensile test is carried out on test specimens to determine the

strength and ductility of the material.

The impact test is a method for evaluating the toughness and

notch sensitivity (toughness at discontinuity) of engineering
materials.

The fatigue test helps estimate the endurance strength and

endurance limit of the material.

Hardness test is carried out to determine the hardness (wear

resistance) of the material.

Creep test is carried out to calculate limiting creep stress

Refer DGS e-learning videos

Marine Engineering Knowledge (General)- EKG – Class 4 MEO
1. MARINE ENGINEERING MATERIALS
Materials under load and Testing of materials
Non-destructive testing is defined as the testing of an object so that its future
usefulness is not impaired.
The most common non-destructive testing techniques used in industry are
Ultrasonics, Radiography, Eddy Current, Dye Penetrant, Magnetic Particle,
Acoustic Emission and Thermography,

Ultrasonic non-destructive testing. The most commonly used form of

Ultrasonic testing is Pulse/Echo, which uses pulses of high
frequency sound transmitted into material that are reflected from
the internal surfaces of the material and any discontinuity within
the material. It is widely used in weld examination and may find
discontinuities such as laminations in the metal plate or lack of fusion,
porosity, inclusions or lack of penetration in a weld.

Radiography -- using x-rays. A shadow image based on material

density variations is formed and when used to examine welds
defects such as cracks, porosity, and inclusions show up darker
than the surrounding metal.

In Dye Penetrant testing, a liquid with high surface wetting

characteristics is applied to and flows over the surface of a
component under test. The penetrant ―penetrates‖ into surface
breaking discontinuities via capillary action and other mechanisms.
Excess penetrant is removed from the surface and a developer is
applied to draw trapped penetrant back to the surface. Visual
indications of any surface breaking discontinuities present become
apparent after a suitable development time. Part cleanliness is of
utmost importance with the method.

Magnetic Particle testing is the most reliable method for reliable

detection of surface or near surface discontinuities in ferro-
magnetic materials. When part is magnetised, discontinuities at
right angles to the magnetic field cause a magnetic leakage field.
Application of finely divided ferro-magnetic particles which are
attracted to and held in leakage field outlining discontinuity
position and shape. This is a rapid technique and is suitable for
finding surface breaking discontinuities in welds, heat treated and
ground components, forgings etc.

Thermography is based on response to radiant energy in the infra-

red bandwidth within the electromotive spectrum, between red
light and microwaves with wavelengths about 7 x 10-4 to 1mm. It
relies on the fact that all bodies emit some infra-red radiation, the
amount being related to absolute temperatures of the body, as is
the radiation spectrum or range of frequencies emitted. It has
been applied to inspection of electronic equipment, buildings and
search and rescue operations amongst many other applications.
22. Sketch and describe a shell & tube type heat exchangers,
used onboard the ships,
a. State some advantages and disadvantages

Refer DGS e-learning to know how to sketch

Marine Engineering Knowledge (General)- EKG - Class 4 MEO
3. INTRODUCTION TO SHIP AND SHIP'S ROUTINES (Marine Auxiliaries)
Heat Exchangers>Shell and Tube type HE>Sketch It

Description
Refer DGS e-learning Exam Guide for Shell and Tube Q2a
Marine Engineering Knowledge (General)- EKG - Class 4 MEO>
3. INTRODUCTION TO SHIP AND SHIP'S ROUTINES (Marine Auxiliaries)>
Heat Exchangers>Shell and Tube type HE>Exam Guide>pdf link question 2.a

Advantages
1. Less expensive than Plate type HE
2. Can be used in systems with higher temperatures and pressures
3. Pressure drop across a tube sheet is less
4. Tube leaks are easy to locate and plug by pressure testing
5. Tubular coolers in refrigeration system can act as receiver also.
6. Sacrificial anodes can protect the whole cooling system against
corrosion
 7. Tubular HE are preferred for lubricating oil cooling because of
the pressure differential
8. Can be made to any size, large or small
9. Less complicated in design, thereby makes the maintenance
easier by ship's crew

Disadvantages
1. Heat transfer efficiency is lower compared to plate type cooler
2. Cleaning and maintenance is sometimes difficult since a tube
HE requires enough space at one end to remove the tube nest
3. Capacity of tube HE cannot be increased, once made.
4. Requires more space in comparison to plate HE for the same
capacity
23. Sketch and describe the principles of operation of a
shipboard domestic refrigeration system (e-learning answer)

The main components of direct expansion refrigeration system are

Compressor,
Oil separator,
Condenser,
Filter drier,
Thermostatic expansion valve (TEV) and
Evaporator

A compressor is used to compress the vapor and increase its

temperature above that of the atmosphere. This allows air or water at
normal atmospheric temperature to be used as the cooling medium in the
condenser. Any vapor or gas can be liquefied by compression and cooling.

The correct term for a coil using a thermostatic Expansion Valve, capillary
tubes, or restrictor is Direct Expansion.

In the liquid line, solenoid valves are fitted to control the flow of
the refrigerant. The master solenoid valve stops the flow of
refrigerant when the compressor is stopped; it is not actuated when the
LP cut-out stops the compressor. Each cold room is fitted with a solenoid valve
to stop the flow of refrigerant when the temperature of the room reaches the set
limit.

The evaporator is fitted with a heating element for defrosting. Defrosting is

carried out periodically by an adjustable timer. The evaporator pressure
regulator is fitted in the suction line between the evaporator and
the compressor. The regulator maintains the required evaporator
pressure. Evaporator is installed directly downstream of the thermal
expansion valve.
Bypass valves are provided for the filter driers and TEV to facilitate
maintenance.

Please note that if the back pressure adjusting valve is set to a low position
then frost will appear on the evaporator coil, if done after the vegetable
storage room, then vegetables are dehydrated and frost seen on the evaporator
coil.
24. Sketch and describe the principles of operation of a
shipboard domestic refrigeration system (marine insight)
Main Components of Refrigeration plants
1. Compressor: Reciprocating single or two stage compressor is
commonly used for compressing and supplying the refrigerant to
the system.

2. Condenser: Shell and tube type condenser is used to cool down

the refrigerant in the system.

3. Receiver: The cooled refrigerant is supplied to the receiver,

which is also used to drain out the refrigerant from the system for
maintenance purpose.

4. Drier: The drier connected in the system consists of silica gel to

remove any moisture from the refrigerant

5. Solenoids: Different solenoid valves are used to control the flow

of refrigerant into the hold or room. Master solenoid is provided
in the main line and other solenoid is present in all individual cargo
hold or rooms.

6. Expansion valve: An Expansion valve regulates the refrigerants

to maintain the correct hold or room temperature.

7. Evaporator unit: The evaporator unit acts as a heat exchanger to

cool down the hold or room area by transferring heat to the
refrigerant.

8. Control unit: The control unit consist of different safety and

operating circuits for safe operation of the refer plant.
Working of Ship’s Refrigeration Plant
The compressor acting as a circulation pump for refrigerant
has two safety cut-outs-
Low pressure (LP) and
High Pressure (HP) cut outs.
When the pressure on the suction side drops below the set valve, the control unit
stops the compressor and when the pressure on the discharge side shoots up, the
compressor trips.

LP or low pressure cut out is controlled automatically i.e. when the

suction pressure drops, the compressor stops and when the suction pressure rises
again, the control system starts the compressor.
HP or high pressure cut out is provided with manual re-set.

The hot compressed liquid is passed to a receiver through a

condenser to cool it down. The receiver can be used to collect the
refrigerant when any major repair work has to be performed.

The master solenoid is fitted after the receiver, which is controlled

by the control unit. In case of sudden stoppage of compressor, the master
solenoid also closes, avoiding the flooding of evaporator with refrigerant liquid.

The room or hold solenoid and thermostatic valve regulate the

flow of the refrigerant in to the room to maintain the temperature
of the room. For this, the expansion valve is controlled by a diaphragm
movement due to the pressure variation which is operated by the bulb sensor
filled with expandable fluid fitted at the evaporator outlet.

The thermostatic expansion valve supplies the correct amount of

refrigerants to evaporators where the refrigerants takes up the heat
from the room and boils off into vapors resulting in temperature
drop for that room.
25. What are the refrigerants fluids that can be used on
shipboard plant
Refrigerants used on board are basically fluorinated hydrocarbon
compounds Chloro Fluoro Carbons (CFC) depletes Ozone layer

R11 is a low pressure gas and hence large circulation of gas is

required for the given cooling effect, but consumes very low
power but when R12, R22, R123 and R134A are compared; R123 is
classified as the low pressure refrigerant.

R 12 is substantially available at low price, but its pressure goes below

after the evaporator and if there is a leak in the system, it draws, air and
moisture into the system

R22 highly useful for low temperature operation and due to this a
small quantity is required to bring the desired temperature, making the whole
unit less in size and power requirement goes down

The mixture of R22 and R 115, gives us R502, which is a fixed

boiling point refrigerant.
Similar to R22, R502 requires a smaller components but its temperature after
the compressor is comparatively low and does not breakdown the Lube oil
properties and also no temperature induced stress on the delivery valves. But
this is more expensive due to its non availability.

A Note on CFC ( Chlorofluorocarbon )

Due to damaging effects on OZONE layer and causing Global
Warming, most CFCs are now replaced by HFCs,
Banned from 19 May 2005
HFC 134a has
Ozone Depletion Potential, (ODP) ‗0‘ and
Global Warming Potential, (GWP) ‗0.28‘.
Some chlorinated fluorocarbon refrigerants may decompose into a
toxic irritating gas if it is exposed to an open flame or hot surface.

Environmentally friendly refrigerants

R12 or CF12 can be replaced by HFC 134 A as both have similar
properties and it does not affect the Ozone layer.
Either alternates to R22 /R 502 should be found or use Carbon
dioxide or Ammonia to save the Ozone layer.
As per Clean Air Act EPA of 1990, violations that includes the intentional
release of R-11, R-12, R-22 and other related class I or class II substances in
the territorial waters of United States, will attract a fine of USD 25000/
26. State the problems of using Freon as the refrigerating fluid
As a CFC gas, Freon is a carbon-based product, and when released
into the atmosphere, it becomes incredibly damaging to the
environment.

CFCs are now illegal in most products due to their capacity to

deplete the ozone layer.

From a safety perspective, Freon‘s stability is beneficial, but

stability is a bad thing from an environmental perspective.
Some other substances will react with other compounds or gases as they rise
towards the stratosphere, preventing them from damaging the ozone layer.
But, Freon remains stable and reaches the stratosphere quickly,
Thus depleting ozone layer.
27. Sketch and describe the fire detectors -- infrared flame
detectors, pneumatic detector and bimetallic detector and
their respective applications
Infrared Flame Detectors

Flames usually have a characteristic ―flicker frequency‖ of about

25 Hz and this is sensed to cause an alarm to trigger.

The radiation sent by the ―flicker frequency‖ is sent to the lens /

filter unit, which allows infra-red rays to pass and be focused upon
the cell and causes a signal to be generated.

This signal from the cell goes into the selective amplifier, which is
tuned to 25 Hz, then into a time delay unit (so that false alarms are not
generated, unless there is a persistent flame for about 2-3 minutes)
and finally leading to an alarm being triggered.
Pneumatic Detector

Increase in temperature as may be caused by a fire, increases the air-

pressure inside the hemispherical-bulb and causes the diaphragm
to move up.

If the rate of bleed of air through the bleed-valve is sufficiently

steady, the diaphragm will not move up and close the contacts.

If however, the rate of rise of temperature causes sufficient

pressure build-up inside the bulb (and in excess of the air being bled),
the diaphragm is caused to rise, the contacts are made and an
alarm is triggered.
Bimetallic Detector

Two coils bi-metal coils are encased in a protective metal cap, as

can be seen in the diagram above.

When there is a rise in temperature say due to fire, the metal-strip

end of A will move to close the gap C at a rate that is faster than B
(since it is better insulated) to move for maintaining the gap C.

If the rate of rise of the temperature is high enough to close the

gap C an alarm is triggered.
28. State the way the fire alarms are sounded onboard
The General Emergency Alarm is an alarm used on board ships in
times of emergency. The signal is composed of seven short blasts
followed by one long blast on the ship's whistle and internal alarm
system.
Some ships may have a fire alarm which is separate from the other
emergency alarms. But in such cases, it shall be clearly mention in
the muster list and should be explained during the drills.
Commonly used – Continuous ringing of the bell

a. The difference between the abandon ship signal and a

fire alarm signal
Fire alarm should not be confused with the abandon ship signal.
The abandon ship alarm which is used should it become necessary
to abandon ship, after all other efforts have been exhausted. This
signal is given audibly/verbally by the ship's Master over the PA
system. It is never given by automatic means or with recorded
media.
29. Describe constructional features of a plate type FWG and its
operational procedures for generation

The plate type fresh water generator consists of a

1. Main shell/vessel where vacuum is maintained
2. The evaporator plates are located at the bottom
3. Demister in between both the heat exchangers
4. The condenser plates are located at the top of the shell
5. A distillate pump transfers the fresh water to a storage tank
6. A salinometer monitors the salinity in water
7. The flow meter calculates the amount of fresh water produced
8. The water produced can be discharged to a potable fresh water
tank through the solenoid operated three way valve.

Working principle of plate type freshwater generator is same as that of

submerged tube type. The difference is that heat exchangers are of
plate type.

Heat from the diesel engine cooling water-outlet is used to

evaporate a small part of the seawater feed in the plate type
freshwater generator or evaporator. Water that is not evaporated is
discharged as brine (by combined air / brine ejector). The evaporated water
passes through the demister-pads as stated above (used for stripping the
vapour of sea-water droplets, cause these droplets to coalesce and form larger
drops and fall-off the vapour-flow to be ultimately pumped-out with the brine)
to the plate type vapour condenser. The vapour, after
condensation, is discharged to fresh-water storage tank, by the
distillate pump.

---------Debriefed Explanation ------------

The hot jacket water from the diesel engine cooling-water-outlet is
passed through the evaporator‘s heater nest.
The sea water enters the evaporator and due to the low pressure of
the chamber, it boils and gets converted to steam. (Generally the feed
of the seawater is kept restricted to facilitate the adequate boiling of sea water.
It is generally understood that around half of the sea-water feed is converted
into distilled water. The remaining half is pumped out with and as brine).

The steam then passes through a steam -separator, in which the

water particles in the steam are separated and collected.
The heating of the sea water causes air and other gases to be
released, which may not condense. These gases are removed by the
ejector. For example, the heating causes CO2 gas to be produced from the
calcium bi-carbonate in the sea-water, leaving behind calcium carbonate which
is liable to form scales.
This scale-formation (usually soft) may not be a serious problem,
given the low-level temperatures (say, 60℃) to which the heating-
coils are subjected.

The steam then enters the condenser, where it cools down to form
fresh water (i.e. distillate). It is then removed from the condenser
with the help of a distillate pump.
The remainder sea water particles, termed as ―brine‖, which gets
collected at the bottom of the generator, is drawn out with the
help of an ejector pump. Continuous removal of the brine is
essential for limiting its density.

The process described in the foregoing, causes sea-water to boil at

the saturation-temperature (i.e. boiling point). It is the temperature
for a corresponding saturation-pressure at which a liquid boils into
its vapour phase) which corresponds with the pressure prevailing
uniformly in the evaporating and condensing chambers.

During the entire operation, the feed-rate to the evaporator is

metered by an orifice-plate at the feed-inlet to evaporator.
Even in this case, the distillate salinity is monitored by a
salinometer. If the salinity, as is the norm, is less than 3 mg / litre,
the distillate is led to the demarcated storage tank.
If the salinity is more, the salinometer triggers a solenoid valve
which leads the "unacceptable-distillate" to the bilges. Otherwise,
the distillate-pump is tripped by a relay energized by the
salinometer and the distillate is returned to the evaporator for
another round of evaporation-condensation purification process.
The first step while securing this distillate pump is to trip the three
way solenoid valve.

If the distillate is to be used for drinking purposes, necessary sterilization of the

water is imperative, since the process of production involves low-temperatures
which does not deter the survival of harmful micro-organisms available in sea-
water. Accordingly, the evaporators should not be run near the coasts, where
the waters of which are quite liable to be having these micro-organisms which
are harmful for human consumption. Therefore, either chlorine-sterilization or
electro-katadyn-sterilization or ultra-violet sterilization need be used as a
preventive to combat such infestation.
 a. State temp and pressure at salient points

Jacket Water
Inlet 80℃ 3.0 bars
Outlet 77℃ 3.0 bars

Shell / Vessel 50℃ -1.0 bars

Feed Water 42℃ 3.0 bars

Sea Water 20℃ 3.0 bars

Distillate Water 25℃ 5.0 bars

 b. State some of the advantages and disadvantages in
using plate type heat exchanger
Advantages
1) High heat transfer coefficient. The plate heat exchanger has a small
flow path, the plate is a corrugation shape, and the section change is
complicated, so that the fluid flow direction and velocity are constantly changed,
the fluid disturbance is increased, and the turbulence can be achieved at a small
flow rate, which has a high Heat transfer coefficient. It is especially suitable for
liquid-liquid heat exchange and fluid heat exchange with large viscosity.

2) Great adaptability. The required heat transfer area can be achieved by

increasing or decreasing the heat exchanger plates. A heat exchanger can be
divided into several units to accommodate simultaneous heating or cooling of
several fluids.

3) Compact structure, small size and low consumables. The heat

transfer area per cubic meter volume can reach 250 m2, and only about 15 kg
metal per square meter of heat transfer surface.

4) High heat transfer coefficient and low metal consumption,

making heat transfer effective (85% to over 90%.).

5) Easy to remove, wash and repair.

6) The fouling factor is small. Due to the large flow disturbance, the dirt
is not easy to deposit; the plate used is good in material and rarely corroded,
which makes the fouling coefficient value small.

7) Plate heat exchangers are made of sheet metal, so the raw

materials price is lower
Disadvantages
1) Poor sealing and easy to leak. It is more troublesome to replace the
gasket frequently.

2) The pressure of use is limited, generally not more than 1.5MPa.

3) The operating temperature is limited by the temperature

resistance of the gasket material.

4) The flow path is small; it is not suitable for gas-to-gas heat

exchange or steam condensation.

5) It is easy to block. It‘s not suitable for fluids containing

suspended solids.

6) The flow resistance is larger than shell and tube

30. Sketch and describe positive displacement pump where the
fluid is displaced by the movement of piston
Refer Questions 17, 18 and 19

31. Why are such pumps chosen for bilge pumping duties
Because it does not create a ―churning‖ effect else it is difficult to
separate the oil and water in OWS.

Characteristics of the Reciprocating Pump

1. It is used for stripping duties
2. Able to create a very high vacuum
3. Self-priming in nature
4. It ensures the smooth flow with no churning effect
5. It can handle any liquid even air or gas

32. State why these pumps should not be started with discharge
valve closed
Reciprocating pumps are constant volume pumps.
Variations in discharge pressure do not affect flow rate.
Since these pumps continue to deliver the same capacity, any
attempt to throttle the discharge flow may overpressure the pump
casing and/or discharge piping.
Over pressuring may damage the pump or piping or both.
Thus no reciprocating pump should ever be started or operated with the
discharge block valve closed.

Flow is regulated by speed.

In rare cases that require a discharge throttle valve, an automatic
bypass valve that is piped back to the suction source must be
provided.
33. Describe functional components of a reefer plant for the
domestic refrigeration plant
Refer Questions 23 and 24

34. Temperatures to be maintained in different cold rooms

Meat and Fish room = -12℃ to -20℃
Veg and Lobby = +4℃ to -5℃

35. Describe pressure switches, the tubular heat exchanger, oil

separator and the drier system.
Pressure Switches
A device which opens/closes an electrical circuit when pressure in
the system has reached the value preset on this device

These devices are very similar in construction and operation but perform different functions
in the refrigeration system. The high-pressure switch is a safety device. It is actuated by the
compressor discharge pressure and stops the compressor in the event of high pressure. The
low-pressure switch is actuated by the compressor suction pressure. It is the primary
control for stopping and starting the compressor during normal system operation when
operating on the pump-down cycle. The sensing line for the low pressure cutout switch for a
refrigeration system is typically connected at the suction side of the Compressor

When the suction pressure has been pumped down to the desired level (the cut-out setting),
the low-pressure switch opens and stops the compressor. When the pressure rises to the
desired level (the cut-in setting), the switch closes, and compressor starts. The low-pressure
switch is designed to close on high discharge pressure and open on low system pressures,
while the high-pressure switch is designed to open on high system pressure and close on low
system pressures.

The Tubular Heat Exchanger

A typical shell and tube heat exchanger consists of a set of tubes
forming a nest. The tube nest is also called as tubestack and is
embedded within a shell. Cupro-nickel alloy is commonly used in
heat exchangers and possesses a high resistance to corrosion.
Expansion of the tube bundle in a shell-and-tube type cooler may
be provided for by the floating end tube sheet.

One fluid flows through these tubes, while the second fluid flows
inside the shell over the tubes. The cooling or heating medium
flows through the tubes in one or more passes depending on the
requirement.

In one pass, the coolant enters through one side and leaves from
the other side. In double pass, one set of tubes carries the coolant
in a direction, while the other set of tubes passes the coolant in the
reverse direction. Directing the flow causes the heating or cooling
medium to stay longer inside the tube stack. This is known as
dwell time.

Oil Separator
To recover a substantial quantity of oil and to make it return to the
compressor as soon as possible

Oil separators are almost always made of steel. As oil-laden discharge gas enters the oil
separator's very large internal volume, it immediately slows down its velocity. This low
velocity is the key to good oil separation. The oil is mixed with the discharge gas in the
form of a fog. This refrigerant/oil fog now runs into internal baffling, which forces the fog
mixture to change direction. At the same time, this fog mixture is slowing down rapidly
on the surface of these baffles. Very fine oil particles collide with one another and form
heavier particles. Finally, fine mesh screens separate the oil and refrigerant even farther,
causing larger oil droplets to form and drop to the bottom of the separator. Often, a
magnet is connected to the bottom of the oil sump to collect any metallic particles. When
the level of oil gets high enough to raise a float, an oil return needle is opened and the oil is
returned to the compressor crankcase through a small return line connected to the
compressor crankcase. The pressure difference between the high and low sides of the
refrigeration or air conditioning system is the driving force for the oil to travel from the oil
separator to the crankcase.
The Drier System
Refrigerant driers are recommended for all refrigerating systems employing a
hydrocarbon refrigerant.
Moisture in the Freon system should always be avoided as it would
lead to ice formation at the expansion valves. Also, it may cause
corrosion of the steel parts the product of which may also block
the expansion valves and form sludge in the lube oil.
The most common drying agents used are silica gel, alumina gel and synthetic
silicates as these are excellent moisture absorbent.
Driers absorb water faster at lower temperature; therefore the drier should be
installed in the liquid line just before the refrigerant flow control device.
A non-refillable drier has an arrow stamped or cast on the body to indicate the
direction that the refrigerant should flow through it. one must ensure that it is
installed properly when replaced.
36. The steering gear used onboard can be of variety of types.
Classify the various types with a simple chart

The steering gears used onboard can be broadly classified into

 Electro hydraulic type and
 All electric steering gear
based on the actuator mechanism, which turns the rudder stock.

The electro hydraulic steering gears are further classified as,

 Ram
 Rotary vane

Ram steering gear is the common steering system used onboard.

Based on the number of rams and cylinders, the ram type steering
gear is classified as,
 Two ram
 Four ram
37. Describe the statutory requirements for
a. Main steering gear
b. Auxiliary steering gear
General statutory requirements
 Every ship must be provided with,
o (a) A main steering gear; and,
o (b) An auxiliary steering gear, as approved by the
Administration.
 The arrangement must be such that, failure of the main
steering gear should not render the auxiliary steering
gear inoperative, and vice versa.
 All steering gear components and the rudder stock
must be of sound and reliable construction, as approved
by the Administration.
 Special consideration must be given to the suitability of
any essential component, which is not duplicated. Any
such essential component shall, as necessary, utilize antifriction
bearings such as ball-bearings, roller-bearings or sleeve-bearings
which shall be permanently lubricated or provided with
lubrication fittings.
 Relief valves must be fitted to any part of the hydraulic
system which can be isolated and in which pressure
can be generated.
 Power-operated steering gears are to be provided with
positive arrangements, such a limit switches, for
stopping the gear before the rudder stops are reached
 The rudder remains locked in its last position, when an
electric motor failure occurs in an electro-hydraulic
steering gear system.

-----Refer e learning for more details----

a. Main Steering Gear and Rudder Stock
 Must be of adequate strength and capable of steering
the ship which ought to be demonstrated;
 Must be capable of putting the rudder over from 35°
on one side to 35° on the other side with the ship at its
deepest sea-going draft and running ahead at maximum
ahead service speed and under the same conditions,
from 35° on either side to 30° on the other side, in not
more than 28 seconds;
 Must be operated by power where necessary to meet
the requirements of the immediate preceding bullet
and in any case when the Administration requires a
rudder stock over 120 mm diameter in way of the
tiller(excluding strengthening for navigation in ice);
 Must be designed so that they will not be damaged at
maximum astern speed. This requirement however,
need not be established by trials at the maximum
astern speed and the maximum rudder angle.

b. Auxiliary Steering Gear

 Must be of adequate strength and capable of steering
the ship at navigable speed and of being brought
speedily into action in an emergency;
 Must be capable of putting the rudder over from 15°
on one side to 15° on the other side in 60 seconds or
less, with the ship at its deepest sea-going draft and
running ahead at half the maximum ahead service
speed or 7 knots, whichever is greater, and,
 Must be operated by power where needed, to meet the
requirements of the immediate preceding bullet and in
any case when the Administration requires a rudder
stock of more than 230 mm diameter in way of the
tiller(excluding strengthening for navigation in ice)
Main and Auxiliary steering gear power units
 Must be arranged to restart automatically when power
is restored after a power failure;
 Capable of being brought into operation from a
position on the navigation bridge; and,
 Should there be a power failure to any one of the
steering gear power units, an audible and visual alarm
must be given on the navigation bridge.

----Refer e-learning for more regulations---

38. Describe an electro-hydraulic steering gear, using a sketch,
defining all important parts as fitted in the steering
compartment
Ram Type
Ram type steering gear comprises of hydraulic pumps, reservoirs,
cylinders and rams.

The pressurized oil is supplied to the cylinder, which acts on the

ram. The linear motion of the ram is converted to rotary motion
of the rudder stock by the tiller.

The rudder can be actuated by two rams and cylinders or four

rams and cylinders.
Rotary vane type
Rotary vane steering gear comprises of hydraulic pumps, reservoirs
and rotary vane unit. The rotary vane unit consists of two principal
elements stator and rotor. The pressurized hydraulic oil acts on the
vanes and turns the rotor. The rudder stock is fitted to the rotor,
which turns the rudder.

The rudder position is fed back to the control unit so that it stops
turning as it attains the required angle. The feedback mechanism
can be mechanical or electrical.

The hydraulic system is 100% redundant as any one of the system

provided can operate the rotary vane unit to produce 100%
torque.
39. Describe the role played by the gravity disc and the way to
determine its size for effective purification
The position of the interface is adjusted by altering the outlet
diameter of the heavy liquid phase that is by exchanging the gravity
disc.
A gravity disc with a larger hole will move the interface towards
the bowl periphery, whereas a disc with a smaller hole will place it
closer to the bowl centre. When selecting a gravity disc for a
purifier the general rule is to use the disc having the largest
possible hole without causing a break of the water seal.

The way of using the nomogram on selection of gravity disc is

somewhat different between
the case 1 where specific gravity at 15℃ of oil to be treated is known
the case 2 where it is not known.
Case 1
Specific gravity of oil: 0.905 at 15℃
Separating temperature: 70°C
Feed rate: 3000 l/h
Selection Method
1. Draw a straight line to the right from the point of
intersection of the curve from
Specific gravity = 0.905 and
A vertical line from 70 ℃
2. Extend it to the point of 100 ℃ line
3. Then connect with feed rate 3000 l/h
4. The intersecting point indicates the inside diameter of
gravity disc desired (@ 84).

Case 2
Specific gravity of oil: 0.944 at 50 Deg C
Separating temperature: 98 Deg C
Feed rate: 1800 l/h
Selection Method
1. Draw the curve from the point of intersection (to be
converted into specific gravity at 15°C) of the curve from
Specific gravity 0.944 and
A vertical line from 50°c,
And draw a straight line from the point of
intersection with 98 ℃.
2. Next. Connect with feed rate 1800 l/h.
3. The intersecting point indicates the inside diameter of
gravity disc desired. (@ 77.5).
40. Describe the purifier safety system layout with a system
schematic diagram, explaining how each of the safety
devices keep the automatic purifier operation safe and
trouble free

When the oil back pressure decreases below the set limit, the low back
pressure switch sounds an alarm and stops the feed to the purifier.

When the oil back pressure increases above the set limit, the high back
pressure switch sounds an alarm and stops the feed to the purifier.

High oil inlet temperature will cause oil overflow resulting in loss of oil. The
oil temperature alarm senses the oil inlet temperature.

If the temperature increases above the set temperature, then it sounds an

alarm and stops the purifier.

The power failure alarm sounds when the power supply fails or there is
an inadvertent opening of main switch.
The low level alarm in the operating water tank sounds an alarm
when the water falls below the set limit.

Emergency stop: The emergency stop switch is depressed to stop

the purifier in case of heavy vibration. The purifier should come to
a complete stop before starting to open the purifier or carry out
any maintenance on the purifier.
41. Sketch and describe the operating principles of an OWS

Bilge oil separators control the discharge of oil overboard when

bilges are being pumped out from the engine room, as required by
Annex I.

Discharge of oily water into the sea is permitted through an oil

discharge monitoring and control system together with oil filtering
equipment.

The oil filtering equipment ensures that the oil content while
discharging bilge water does not exceed 15 ppm.
If the oil content exceeds 15 ppm, the bilge water is discharged
into the bilge holding tank.
The oil residues are collected in a separated oil tank and should
either be incinerated or discharged into shore reception tanks in
port.
The first action taken by watch keeper during operation of OWS is
to shut the equipment and inform CEO if the discharge content
exceeds 15 ppm.
Operating principle
The fundamental principle of separation by which oil / water
separators work is the difference of gravity between oil and water.

The complete unit is filled with clean water and after that the oil /
water is pumped to the first stage of the coarse separating
compartment. Here, oil with a lower density than water will rise to
the surface with the aid of heating coils in this process. It‘s known
as a collection space.

A sensor then senses the oil level and the oil is then dumped
(according to ppm) to the dirty oil tank via an oil valve.

The remaining oil – water mixture moves down to the fine

separation compartment and moves slowly between the catch
plates.

On the underside of these plates, more oil will separate and move
outwards until it is free to rise up to the collection space.
And then, almost oil free water passes on to the second stage of
the unit.

In the second stage, two coalesce filters are situated. The first filter
removes any physical impurities present and promotes some
filtration, the 2nd filter uses coalesce filter elements to achieve
final filtration.

Clean water then leaves the 2nd stage on to a clean water holding
tank or via a 15ppm monitor with audible and visual alarms
overboard.

Coalescence: - Breakdown if surface tension between the oil droplets in an oil-

water mixture which causes them to join and increase in size.
42. State the regulatory requirements including ORB
Oily Water Separator (OWS): Basics and Ramifications of
MARPOL, NPDES and VGP are not in MARPOL | Rev 1.0 |
No. 40

1. Machinery space oily water must be processed through

approved oil filtering equipment per Reg. 14 to limit
water oil content to 15 parts per million (ppm)

2. Current approval standard is found in IMO Resolution

MEPC.107(49), adopted 17 JUL 2003, and US Coast
Guard Regulations 46 CFR 162.050-21

3. Equipment meeting earlier approval standards may still

be used. See the IOPP Supplement

4. Different technologies include chemical separation,

coalescing filters and centrifugal separation.

Oil Record Book: (from e-learning)

It shall be provided as follows:
 Tanker of GT ≥ 150 tons
--- Parts I and II.
 Ship, other than tanker, of GT ≥ 400 tons
--- Part I.
 Ship, other than tanker, having spaces for carrying bulk
oil cargo of aggregate capacity ≥ 200m3
--- Part II. (Reg. 2.2)

It shall be in the specified format. (Appendix III)

Following machinery space operations shall be recorded in
Part I of this book:
 Ballasting or cleaning of fuel tanks
 Discharge of dirty ballast or cleaning water from fuel
tanks
 Collection, transfer and disposal of oil residue (sludge)
 Automatic or non-automatic disposal of bilge water
 Condition of filtering equipment
 Accidental or exceptional discharge of oil
 Bunkering

Following cargo/ballast operations of a tanker shall be

recorded in Part II of this book:
 Loading/unloading of cargo
 Internal transfer of cargo during the voyage
 COW operation
 Ballasting of cargo tanks and CBTs
 Cleaning of cargo tanks
 Discharge of dirty ballast, clean ballast from cargo tanks
and CBTs, except from SBTs
 Discharge of water from slop tanks
 Disposal of residues and oily mixtures
 Condition of ODMCS
 Accidental or exceptional discharge of oil with
circumstances and reasons
 Loading/re-allocation of ballast in a tanker engaged in
specific trades
 Ballast water discharge to reception facility
All entries shall be made without delay in the official
language of the Flag State, and also in English, French or
Spanish.

Officer in charge shall sign each operation, and Master shall

sign each completed page.

If tank washings, dirty ballast, residues or oily mixtures are

transferred to a reception facility, then a receipt should be
obtained from them detailing the quantity, time and date of
transfer. It should be attached with ORB as a proof that
such a transfer was carried out. (Appendix III)

Tanker of DWT ≥ 40000 tons delivered on or before 01-06-

1982, need not comply with the requirements of
SBT/COW/CBT systems if it complies with certain
conditions stated in Reg. 2.5. If so, then the appropriate
entry in the ORB shall be endorsed by the Port State.

It shall be readily available for inspection and shall be

retained on board for 3 years after the last entry.

Competent authority of a Party State may obtain a copy of

any entry duly certified by the Master, without unduly
delaying the ship.

Flag State should develop an ORB for tanker of GT < 150

tons
43. Explain importance of working of the bilge alarm monitoring
and control unit as fitted in the bilge system
According to MARPOL Annex I, ships of 400 gross tonnage and
above must be fitted with a bilge water separator, and on ships of
10000 gross tonnage and above the bilge water separator must
additionally be fitted with a 15 ppm bilge alarm.

However, ships between 400 and 10000 gross tonnage are also
required to have the 15ppm alarm in order to be allowed to
operate the bilge water separator when the ship is in one of the
following "Special Areas" as defined by MARPOL.

The Mediterranean Sea

The Black Sea
The Baltic Sea and the North West European waters
The Red Sea and the Gulf of Aden
The Arabian Gulf
The Oman area of the Arabian Sea

Ships built before 2005 may operate with equipment meeting the
requirements of older IMO Rules, but ships built in 2005 and later
must be fitted with bilge separators and 15ppm bilge alarms type
approved According to MEPC.107(49)

Thus to prevent and to make sure positive prevention of marine

pollution through mal-functioning of control and alarm system, it
is important for the system to work accurately.
44. With reference to centrifugal pumps sketch typical discharge
characteristics showing variation of throughput as the
discharge head and speeds are altered
a. Explain why this characteristic profile is desirable

Shaft Input Power

=Torque x Speed

Pump performance curves are important drawings produced by

the pump manufacturer. Pump performance curves are primarily
used to predict the variation of the differential head across the
pump, as the flow is changed. But in addition variation of
efficiency, power, NPSH required, as the flow is changed, can also
be represented on the pump performance curves by the
manufacturer.

It is important to be able to read and understand the pump curves

for selection, testing, operation and maintenance of pumps.
45. With reference to centrifugal pumps explain the relevance of
discharge characteristic for the selection of an emergency
pump
(don‘t know the exact answer)

Emergency fire pump shall be capable of supplying two jets of

water to the satisfaction of the administration

Capacity of emergency fire pump shall not be less than 40% of the
total capacity of the fire pumps required by this regulation with a
minimum of 25m3/hour.

Total suction head and NPSH (Net Positive Suction Head) of the
pump shall be such as to give the required two jets of water,
capacity of pump and minimum pressure at the hydrants.
46. Describe using simple diagrams, the principle of Osmosis
and Reverse Osmosis
Osmosis is the diffusion of molecules through a semi-permeable
membrane from a place of lower concentration to a place of
higher concentration. The diffusion takes place because of the
osmotic pressure due to the differential concentration.

Reverse Osmosis is the diffusion of molecules through a semi-

permeable membrane from a place of higher concentration to a
place of lower concentration. The diffusion takes place because of
the applied external pressure.
47. Describe and Sketch a line diagram showing a single pass
system for producing fresh water from sea water

Refer DGS e-learning video for description

Marine Engineering Knowledge (General) - EKG - Class 4 MEO>
8. FRESHWATER GENERATORS AND VACUUM EVAPORATORS>
Construction, operation and characteristics of FW generator and Vacuum Evaporators>
Reverse Osmosis>
Video
48. State safety features incorporated in such fresh water
production system
Chemical dosing is provided to minimize fouling of the
membranes

Never bypass the salinometer or switch off the alarm. If salinity of

the produced water increases without warning the fresh water tank
will be contaminated with the salt water. This will make the water
in the tank unsuitable for both domestic purposes as well as for
the machinery.

Never operate the freshwater generator within 20 miles off the

coastline as the water is polluted by the toxic wastes from sewage
outfalls, chemical wastes from the industry etc. (M notice M620).
49. With reference to electric arc welding; draw a labeled
sectional sketch of a satisfactory butt weld (from MEP)

Refer DGS e-learning

Marine Engineering Practice (MEP) - Class 4 MEO>
2. CHARACTERISTICS AND LIMITATIONS OF PROCESSES FOR
FABRICATION AND REPAIR>
Fabrication, Welding, Joining and Cutting>Electrical Arc Welding>
Welding Basics 2>
Weld Nomenclature>
Video

50. Briefly define the following defects in electric arc welding;

how are they caused --- Undercut, Splatter, Inclusion, Blow
hole, Incomplete root penetration, Lack of fusion.
(from MEP)

Refer DGS e-learning

Marine Engineering Practice (MEP) - Class 4 MEO>
2. CHARACTERISTICS AND LIMITATIONS OF PROCESSES FOR
FABRICATION AND REPAIR>
Fabrication, Welding, Joining and Cutting>
Electrical Arc Welding>
Welding Defects and Distortion Control>
Arc Welding Defects>
Video

51. Why is AC generally more popular than DC for metal arc

welding
Shipbuilding sectors often use AC welding because it allows deep
infiltration of plate metal, which you can‘t get with DC welding.
Inseam welding, during shipbuilding, the current settings is mostly
higher than preferred in DC welding, so AC welding serves best
for this purpose.
52. Sketch and describe an independent two-stage air
compressor.
A 2 stage air compressor is a type of compressor which
compresses the air in two stages. In this air compressor, the fluid
compresses two times. It has two cylinders, and each cylinder has a
piston. This air compressor uses two pistons. It uses one for
compressing the air while the second piston uses to transfer the
compressed air from one cylinder to the second cylinder.

2 Stage Air Compressor Working Principle

This air compressor has a piston that connects with the crankshaft
via a connecting rod. When the crankshaft rotates the piston, the
piston moves forward and backward. The crankcase connects to
the crankshaft. The inlet valve and outlet valve are connected to a
cylindrical head which contains a valve cavity.
As the prime mover coupled with the crankshaft starts rotating,
the crankshaft also rotates. Due to the rotation of the crankshaft,
the piston of the first cylinder (L.P cylinder) also starts its
reciprocating motion.

During this process, the piston sucks air through the suction valve
and filter. The piston of the low pressure (L.P) cylinder
compresses the air. The air in the L.P cylinder is compressed to an
intermediate pressure ―P2‖.

After compressing the air to a specific degree, the piston of the

L.P cylinder sends the compressed air into an intermediate
pressure (I.P) air cooler where compressed air is cooled (as shown
in the below-given diagram) before transferring it into the second
(H.P) cylinder. The first stage compression ratio depends on the
degree of cooling required.

During the H.P cylinder‘s air compression process, the piston

moves upward and downward and converts the air into high
pressurized air. At last, the high pressurized air collects through
the outlet valve.
Components of Two-stage Air Compressor
The main components of the two-stage compressor are given
below.

1) Inlet Valve or Suction Valve

The inlet valve uses for sucking the air from an external source
into the compressor cylinder.

2) Cylinder
Cylinder uses for air compression. This type of compressor has
two cylinders: a low-pressure cylinder and a high-pressure cylinder.

3) Piston
The piston uses to compress the air into the cylinder. It moves
upward and downward into the cylinder. When it moves upward,
it sucks the air into the cylinder while when it moves downward, it
compresses the air. This piston air compressor has two pistons.
Each cylinder has a piston.

4) Connecting Rod
The connecting rod connects the crankshaft and piston. The
piston moves due to the movement of the connecting rod.

5) Intercooler
It uses to reduce the temperature of the air before sending it into
the H.P cylinder. It cools the air.

6) Outlet Valve
It connects with the H.P cylinder. An outlet valve uses to
discharge the compressed air.
53. Draw a set of typical indicator diagrams and insert various
pressures and temperatures

Inlet 1 bar 25-30℃

1st Stage Out 5 bars 110℃
Inter Cooler Out 5 bars 30℃
2nd Stage Out 25 bars 110℃
After Cooler Out 25 bars 30℃
54. Indicate effect of leaking HP suction valve and excessive HP
clearance volume

Leaking HP suction valve effects

1. LP relief valve lifts
2. Won‘t allow LP delivery valve to lift until pressure relief
3. Delayed air bottle fill-up
4. Drop in HP stage efficiency
5. Compressor will run longer

Excessive HP clearance volume effects

If the bumping clearance is large the extra clearance would result
in a small volume of air being re-expanded every time causing
1. Increase in air temperature
2. Fall in efficiency and
3. Overheating of the compressors.

This would endanger the ship during maneuvering by sudden loss

of propulsion.
55. Explain how each the following conditions contribute to the
satisfactory performance of oil centrifuges --- Correct bowl
speed, cleanliness of the bowl, low rate of feed to bowl,
contaminated oil allowed to stand for an appreciable time
prior to centrifuging

Correct bowl speed:

If the purifier has not achieved full RPM (revolutions per minute),
then the centrifugal force will not be sufficient enough to aid the
separation.

Cleanliness of the bowl:

Sediment will accumulate on the inside periphery of the bowl.
When the sludge space is filled up the flow inside the bowl is
influenced by the sediment and thereby reducing the separating
efficiency. In such cases the time between cleaning should be
reduced to suit these conditions.

Low rate of feed to bowl:

Throughput means the quantity of oil pumped into the purifier/hr.
In order to optimize the purification, the throughput must be
minimum.

Contaminated oil allowed to stand…

Consider gravity separation, as occurs in a settling tank, over a
gradual period solids such as sludge, dirt, etc., will settle out at the
bottom of the tank. The heavy liquids, such as water, will settle out
above the solids and the lighter liquids, such as oil, will be at the
top of the tank.
Thus removing the major impurities prior to centrifuging helps in
better purification.
56. State, with reasons, the causes of fatigue cracking of
engineering components
57. State, with reasons, how material and design defects can
influence fatigue life

Fatigue -- In materials science, fatigue is the weakening of a

material caused by repeatedly applied loads.

It is the progressive and localised structural damage that occurs

when a material is subjected to cyclic loading.

The nominal maximum stress values that cause such damage may be much less
than the strength of the material typically quoted as the ultimate tensile stress
limit, or the yield stress limit.

For some materials, notably steel and titanium, there is a theoretical value for
stress amplitude below which the material will not fail for any number of cycles,
called a fatigue limit, endurance limit, or fatigue strength.

Fatigue is a failure under fluctuating or cyclic stress, occurs when

the load is considerably below the yield strength of the material
under static load.

Almost 60 to 90% of the failures are said to be due to fatigue.

Though the material is ductile, the fatigue failure is brittle and
sudden.

The fatigue failure is aided by stress raisers where the stress concentrates —a
sudden rise in cross section or a crack or a pitting due to corrosion can also act
as stress raisers. Thermal stress aids fatigue failure

The cyclic load need not be symmetrical or can be fluctuating in any manner
Simple tests can be done to find out for any of the above three loads,
 The number stress cycles, it will take to cause a fatigue failure
known as fatigue life
 The applied load at that cycle take to cause a fatigue failure
known as fatigue strength
 The load under which the material will never fail known as
Endurance limit

Crack initiates in the place where stress raisers are there like microcracks,
scratches, indents, interior corners, dislocation slip steps, etc.

Crack propagation
Stage I: initial slow propagation along crystal planes with high
resolved shear stress. Involves just a few grains, and has flat
fracture surface
Stage II: faster propagation perpendicular to the applied stress.
Crack grows by repetitive blunting and sharpening process at crack
tip. Rough fracture surface.
Crack eventually reaches critical dimension and propagates very
rapidly

Factors that affect fatigue life

Magnitude of stress (mean, amplitude...)
Quality of the surface (scratches, sharp transitions).
58. With reference to engine bed plate transvers girders explain
how the incidence of fatigues cracking can be minimized
(https://marineengineeringonline.com/crack-on-diesel-engine-bedplate-transverse-girder/)

Initiation of Cracks
Possible reasons for appearing a crack on diesel engine bedplate transverse
girder would be:
1. Excess load on the transverse girder from high
combustion loads due to excessive power output from
that cylinder or misalignment of the bedplate.
2. Incorrect tension of the tie bolts for a slow speed
engine
3. Manufacturing defect

Limiting Crack Growth

Due to the position of the crack in a highly stressed area of the engine
structure, investigation into the extent of the damage caused by the crack on
diesel engine bedplate would be required and prevention measures implemented
to limit crack growth. Checks would be made of the crankshaft deflections and
tie rod tension to ensure that these are correct/acceptable.

To investigate the crack, the area around it would be exposed,

which could include light grinding to remove the protective paint
covering. The best non-destructive test (NDT) method on-board
would be used to find the extent of the crack, and methods such as
dye penetrant or magnetic particle investigation (MPI) could be
used.

Once the extent of the crack is established, then advice would be

sought from the engine makers to ensure that the engine is safe to
operate. To reduce the loads present in the bedplate, the engine
power for those cylinders would be removed by lifting the two fuel
pumps. This would be a prudent course of action until the extent
of the crack had been fully identified. Class would be informed,
especially if repairs are to be performed, to ensure that any
proposed method of repair would be acceptable to them.

Preventing Crack Formation

Future incidents of crack on diesel engine bedplate would be minimised by
preventing the causes stated before:
1. Regular checks would be made on the cylinder powers
developed by taking indicator cards, and on the
crankshaft alignment by taking deflections.
2. Tie bolt tension would be checked every 12 months.
3. Also crankcase inspections would ensure that visual
inspections beneath the bedplate are carried out at
every inspection.
59. Sketch and describe in simple form of constant speed hele-
shaw pump suitable for a hydraulic steering gear

Refer DGS e-learning video

Marine Engineering Knowledge (General)- EKG - Class 4 MEO>
3. INTRODUCTION TO SHIP AND SHIP'S ROUTINES (Marine Auxiliaries)>
Steering Gear Systems>
Electro Hydraulic Steering Gear>
Steering Gear Pumps>
Radial Piston Pumps>
Video

60. What characteristics of hele-shaw pump make it suitable for

use in steering gear system

The variable stroke pump having radial piston is driven by a

constant speed electric motor.

Its output is controlled by a simple push pull rod attached to the

floating ring in the pump.

Without stopping the pump, the output can be varied from zero to
maximum delivery in both directions.

The fluid pressure increases without any shock load on the pipe
lines.
61. Describe the effects of fresh water feed on auxiliary boilers
1. Distilled water is used in boiler feed water system, but at
higher temperatures it becomes acidic.

2. Feed water treatment gives the water sufficient alkalinity. The

presence of oxygen in the feed water gives rise to feed
line corrosion. This results in the formation of corrosive
products such as oxides of iron and copper.

62. Describe the measures taken to reduce these effects

1. Temperature of feed water is maintained at around
75-85℃
2. Oxygen scavenging chemicals are added to remove the
dissolved oxygen in feed water.
63. Describe 5 principle boiler water tests stating the reason for
each
64. Explain why regular testing of water in auxiliary boiler is
desirable. For each test carried out, state –
a. Reasons for making the test
b. Acceptable values
c. Action required if desired value is not obtained

A regular boiler water test assures higher efficiency and reduced

maintenance of boilers. It is quite essential to maintain correct
water conditions by careful monitoring of boiler water to avoid
scale formation, reduction in efficiency, steam purity, and
corrosive water conditions.

Recap,
1. To prevent scale formation in the boiler.
2. To prevent corrosion in the boiler feed system by maintaining
the boiler water’s alkaline condition.
3. To remove dissolved gases such as oxygen from water.
4. To control sludge formation, thus preventing carry over into the
system.
5. To determine the amount of impurities and thereby determining
the amount of treatment required.
6. To maintain and provide residual reserve of chemicals.

The "Boiler feed water tests‖ are carried out regularly to test the
following content:
 Total dissolved solids
When a boiler generates steam, impurities in the feed
water will concentrate in the boiler water. When the
concentration of impurities becomes higher, foam is
generated and the volume of the boiling water starts to
 increase. As a result - more and more - low quality wet
steam will be generated

If excess, blow down action to be taken.

 Hardness
Water hardness is composed primarily of dissolved calcium
and magnesium compounds. Hardness is the main source
of boiler scale. Feed water hardness is one of the main
factors in making treatment recommendations.

Total hardness should not exceed 50 PPM

If excess, use water softener

 Alkalinity
The alkalinity of boiler water should be sufficiently high
enough to protect shell and plates against acidic corrosion,
but not high enough to produce carryover.

A minimum value for alkalinity for adequate protection is

200 PPM. High boiler alkalinity, which is in excess of
700 PPM, can lead to embrittlement of the steel

If the result is less than 100 ppm, dose the highly

concentrate of alkaline chemical NaOH.
If the result is excess, action to blow down, because it may
cause caustic corrosion and embattlement
 Phosphate
Phosphates are used to react with calcium hardness in the
boiler water.

It is desirable to keep the concentration of phosphates in

the water to 30 – 50 PPM in order for complete reaction
of the phosphates with the calcium hardness entering the
boiler through the feed water

If less than 20 ppm dose NaSO4 chemical as per

instruction
If excess 40 ppm, take blow down action

 pH
The pH factor influences scale formation and the corrosive
tendencies of boiler water.

The pH should be maintained between a minimum of

10.5 and a maximum of 11.0 to prevent acidic corrosion
of boiler tubes and plates, and to provide for the
precipitation of scale forming salts before scale is deposited.

If the result is less than 8.3, dose SLCC-A corrosion

inhibitor chemical increase by 25 %.
If more than 8.6, reduce by 25 %.

 Chloride
Chloride ions, unlike other ions that enter the boiler, are
extremely soluble and do not precipitate or decompose
when subjected to boiler conditions. Therefore, chlorides are
used as a measure of boiler water concentrations (i.e. how
 many times the mineral content–which stays in the boiler
when steam is produced–of the raw water has been
concentrated or built up in the boiler.

Control limit is 240 ppm. Test result should less than

limit. If excess, blow down action to be taken.

The chloride test is used (often in conjunction with the

conductivity test) to regulate boiler blowdown. Blowdown is
necessary to keep boiler solids (both dissolved and
precipitated) from building up to the level where they might
cause scale and carryover.

 Sulphite
Sodium sulphite is generally used for the chemical removal
of dissolved oxygen within the boiler water.

To assure the rapid and complete removal of the oxygen

entering the boiler feed water system the concentration of
sulphite in the boiler must be maintained at a minimum
of 20 PPM

If less, add sodium sulphite

If excess, blow down action to be taken.
65. With reference to main refrigeration plants give reason for
each of the following operational irregularities and state how
are these dealt with

a. Rapid loss of lubricating oil form the crankcase of a vee

block compressor

Reasons
– Remedies (not mentioned as they are self-understood)

1. Oil separator faulty

2. low refrigerant velocity,
3. low loads,
4. traps in the suction line,
5. suction line piping errors,
6. Short cycling.

b. Steady fall off in refrigeration effect over a

comparatively short period of time

Reasons (made up answer – confirm before studying)

– Remedies (not mentioned as they are self-understood)

1. Loss of refrigerant
2. Decrease in compressor efficiency
3. Carbon accumulation on valves
4. Expansion valve becomes sluggish
5. Evaporator coils fouling
6. Reduced evaporator fan speed
7. Oil separator faulty
c. Excessive icing up at compressor suction
If the evaporation is not taking place in the evaporator tubes,
the liquid refrigerant flows further to the compressor
resulting in icing up at its suction

Reasons
- Remedies

1. Evaporator tubes frosted

– Defrost

2. Expansion valve is not adjusted properly

– Adjust for proper superheat

3. Sub cooling is high (in case of cold countries)

– Throttle condenser outlet

4. Bulb unattached; senses atm temp instead of line temp,

resulting in sending large amount of refrigerant through
– Attach bulb to its original place

5. Oil in evaporator tube, acts as insulator

– Collecting oil in receiver
d. Short cycling
Frequent start and stop of compressor on LP cut out is
called short cycling

Reasons
Remedies (not mentioned as they are self-understood)

1. LP cut out difference too low

2. Compressor valves leaking
3. Low charge
4. Filter/Drier choked
5. Leaky solenoid valves
6. Moisture in the system
66. Explain how oil carry over occurs in starting air compressors

Oil carry-over occurs when the oil that is used to lubricate your air
compressor makes it past the separator filter and into the pipes.
The main causes of oil carry-over are excess oil in the reservoir,
low temperatures; faulty separator filter and scavenge lines, and oil
degradation.

Recap,
 There is too much oil in the reservoir
 The temperature is too low
 The separator filter is not working properly
 The scavenge line is clogged
 The oil has degraded over time

67. State how the problems of oil carry over are minimized

The most effective way to prevent oil carry-over in your air

compressor is to address the aforementioned issues on a regular
basis.
In addition, only experienced personnel should handle the
maintenance of your compressed air systems. This will prevent
human errors like filling the reservoir too high.

Be sure to regularly check the temperature of your system and

make sure it is within that sweet spot of 185 to 190 ℉

Periodically check the separator filter and it‘s scavenge line to

make sure that both are in working order.

Finally, you should replace the oil on an annual basis to ensure that
it does not degrade and lose its viscosity.
68. State 3 factors that contribute to air start line explosions in
diesel engine

1. The main cause of starting airline explosion is the leaking

starting air valve or jamming at open position of the
valve.

a. Initially, the oil which is discharged from the air

compressor to starting air line, it will deposit as a
thin moist film on the internal surface of the pipes
but not ready to combustion.

b. If starting air valve leaked or jammed at open

position, hot gas or flame may enter the starting air
manifold, vaporize the oil and set the fire to oil mist
and greasy matters, which generally deposit on the
surface.

c. At that condition, mostly arrival first start for

manoeuvring time, high pressure compressed air
coming into contact with the fire and may cause
explosion.
 2. Fuel leaking inside the cylinder when the engine is
stopped.

a. When the engine then undergoes a start sequence,

& builds up speed, the fuel which has been leaked
into the cylinder vaporises & the heat from the
compression of the air in the cylinder, as the piston
rises, ignites the fuel.

b. When the air start valve opens as the piston comes

over the TDC, the pressure inside the cylinder is
higher than the air start pressure, & the burning
combustion gases pass to the air start manifold,
igniting the oil entrained in the air.

Recap,

1. Oxygen: In the air starting line or manifold, Air for starting

(oxygen) is present in bulk.

2. Heat source: Due to leaky air starting valve. During

operations of engine, heat leak from air starting valve acts as
a heat source.

3. Combustible Substance: In the Air starting line, air is

available at 30 bars. But this air is not pure. It contains some
amount of oil.
69. With reference to centrifugal pumps, state the reasons for
following
a. Pump fails to deliver water
Check the following in order to tackle this issue:
1. Ensure that the pump is primed properly
2. Check if the pump is moving with sufficient speed
3. Check for air leakage
4. Ensure that the impeller/gear/screw or other liquid
driving mechanism is not broken or damaged
5. The pump shaft should move in the right direction
6. Check that the suction lift is not more than required

b. Pump vibrates
Sometimes the pump vibrates a lot making loud noise. If there is a
lot of vibration in the pump, check the following:
1. Ensure there is no loose foundation
2. The alignment of the pump is proper
3. There is no impeller imbalance or erosion
4. There are no mechanical faults
5. The distance piece between the pump shaft and motor
shaft is of correct length and, is not worn out
6. The rubber bush piece connecting the motor and
pump shaft is not worn out
7. There are no worn bearings or bent shafts

c. Reduction in capacity
Several times due to continuous running, the capacity of the pump
reduces drastically. If the capacity of the pump has been reduced
or there is insufficient capacity, check

1. The pump is running at proper speed

2. There is no air leakage
 3. There is no obstruction in the suction pipe
4. Ensure that the suction lift and temperature are not
too high
5. The total dynamic head is not larger than the rated
6. The setting of the pump relief valve is not below the
required value

For extra knowledge read about

Motor overload,
Loss of liquid,
Priming failures,
Inability to build pressure
from e-learning
70. Outline the manufacturing process for the production of steel
suitable for ships shell plating
Most metals occur in nature as oxides, sulphides or chlorides. For
example, the iron ore exists as magnetite (Fe3O4), hematite
(Fe2O3), goethite, limonite or siderite. The iron oxides vary in
colour from dark grey to rusty red. Hematite is also known as
natural ore and is fed directly into iron making blast furnaces.

Iron ore contains impurities such as silicon, manganese, carbon. It

is extracted from rocks and used to make pig iron, which is one of
the main raw materials to make steel. 98% of the mined iron ore is
used to make steel. There are two important methods by which
steel is manufactured. They are,
 Bessemer Process
 L-D Process

Bessemer process
The "Bessemer Process" (PDF in e-learning, 109kb) involves the
removal of impurities such as silicon, manganese and carbon from
molten pig iron and producing ingot moulds.

Converters are pear shaped steel vessels lined with refractory

material. They can hold up to 10 to 25 tons of molten steel. The
converter has an open mouth at the top and openings for allowing
air at the bottom. The converter is mounted on trunnions to allow
rotation of the vessel either horizontally or vertically.

Linz-Donawitz process (L-D process)

In "L-D Process" (PDF in e-learning, 111kb), the ingot moulds are

produced by using oxygen in the oxidation process. The molten
pig iron and steel scrap are refined into steel by the removal of
carbon, manganese, phosphorous and silicon. The heat generated
during this process is 2000°C.
71. Sketch simple iron-carbon equilibrium diagram and indicate
a typical composition of ships steel
72. Sketch the microstructure of this steel
73. Sketch and describe a high pressure cut-out in a refrigeration
system
74. The refrigeration compressor has stopped due to operation of
the HP cut out. Explain
a. Possible causes

Occurs due to
a. condenser coolant failure,
b. low coolant pressure,
c. dirty or choked condenser tubes
If the refrigerant cannot liquefy rapidly, The discharge
pressure will abnormally raise and high pressure cut out will
be triggered.

b. How these causes would be found and possible

remedies
Causes identification – During watch keeping rounds
1. Condenser coolant failure
– Observe flow in CW pipe gauge glass
2. Low coolant pressure
– Observe CW pump discharge pressure
3. Dirty or choked condenser tubes
– Observe differential pressure

Remedies

1. Refrigerant fills condenser and reduces its effective area.

Draw-off coolant.
2. Regulate water/air supply or reduce compressor capacity, if
called for. Check condenser as per instructions for same.
3. Blow air out of condenser. Follow instructions for
condenser.
75. What steps are taken if the compressor “short cycle” on low
pressure cut out

1. To provide sufficient suction pressure control difference

according to the system loading and frequency of room
inspection

2. Refrigerant charges should be adequate, system should be

without leaks. Suction line filter to be kept cleaned with no
obstruction in suction line.

3. Leaky solenoid valve to be replaced. Evaporator coil to be

defrosted regularly and inner surface to be ensured clean.

4. Piston rings, cylinder liner, discharge valve, by-pass valve and

safety valve are to be maintained in good condition.

5. Compressor capacity to be selected according to the system

requirement and nature of loading.
76. With reference to the impressed current method of protecting
ship’s hull from corrosion
a. Sketch and describe a fully automated impressed
current system

An impressed current is applied in opposite direction to nullify the

corrosion current and convert the corroding metal from anode to
cathode.

A source of direct current is required; this is generally obtained

from mains power units that contain a transformer and rectifier.
The magnitude of this current may be automatically controlled in
response to a continuous monitor of the cathode / electrolyte
potential or may be manually controlled after intermittent
measurement.

Impressed current anodes are made from graphite, silicon iron,

lead alloys some with platinum dielectrodes, platinised titanium or
more exotic combinations such as platinum clad niobium.

Impressed current anode materials can, in principle, be made

from any conductor, although it is advisable to use a material with
a low self-corrosion rate and high-current-density carrying
capacity.
b. Sketch a simple transverse section of the hull and show
the direction of current flow through the system and
hull
 c. How are the propulsion and manoeuvring systems
protected from corrosion in this arrangement
The ICCP system consists of
a. anodes and electrodes for installation through the hull using
penetration arrangements,
b. a power supply unit for location internally and
c. bonding arrangements for attachments such as
propeller or rudder.

A turning propeller is electrically insulated from the hull by the

lubricating oil film in the bearings. Electrical potential is generated
between the shaft and the hull. As a result the cathodic protection
of the ship will not protect the propeller. Electrical potential can
cause currents in the bearings resulting in pitting of the bearing
surfaces. This problem is eliminated by earthing the propeller shaft
to the hull with the help of a slip ring and contact brush assembly.
This shaft earthing assembly comprises a pair of high silver
content/graphite compound brushes mounted in a balanced brush
holder, running on a copper slip ring with solid silver track.

To enable the rudder to receive corrosive protection through the

ICCP, a flexible Rubber bonding cable is used with one end
attached to the top of the rudder stock and the other end to the
Hull Structure using cable lugs or eye plates. This forms a
dedicated electrical bond.
 d. Advantages and disadvantages of this systems
protected over sacrificial anode system of cathodic
protection of ship’s hull

Advantages
1. The output current can be continuously adjusted;

2. Wide protection range;

3. Not influenced by the environmental resistance;

4. The larger the influential engineering is, the more economic

it is;

5. Long service life of the protection equipment.

Disadvantages
1. It needs the external power;

2. Great interference on neighbouring metal structures;

3. Much work for maintenance and management

77. Compare the desirable qualities of the lubricating oil selected
for each of the following duties and give reasons for the
differing properties of the oils recommended for these 3
purposes
a. Auxiliary diesel engines
 high oxidation and thermal stability
 high anti wear property
 High TBN and high TBN retention capability
 high detergency and high dispersity
 it should be zinc free in order to protect silver bearing
 high viscosity index
 good water separable property

b. Stern tube bearings

 Biodegradable
 Lower toxicity
 High viscosity index
 Reduced environmental pollution

c. Refrigeration compressors
 good chemical and thermal stability
 low wax content and pour point
 low foaming
 high flash point
 should not be miscible with refrigerant