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General Engineering Knowledge

 
1. a) • Engine room log book;
• Oil record book;
• Garbage record book and;
• Seal log.
b) • Provide the engineer with important machinery/system historical, which can be crucial for fault-
finding and correction; for deciding maintenance issues and many other operation-related issues.
• These records are required by law and are very important in legal disputes; it acts as proof that
the vessel is following maritime rules and regulations.
c) The records mentioned in Q1 a) are to be updated on an operation-execution basis. For example, a
“seal log” entry would be made any time a seal was removed or changed for a new one. Likewise, an “oil
record book” would be updated when any related-operation was carried out; the Garbage record book
would be updated when any garbage related operation was carried out and; the Engine room log book,
due to its many entry fields, is to be updated on a daily basis (sometimes even on a watch basis – every 4
hours.
d) Oil record books are used to help authorities monitor if a vessel’s crew are operating according
to their requirements and that they have not performed any illegal oil transfer/discharge. At the same
time, it provides the engineer with operational information of oil-related machineries/systems should him
need it.
(i) The operations that should be entered in the ORB of all ships are:
• Ballasting or clean of fuel oil tanks;
• Discharge of dirty ballast or cleaning water from tanks (fuel tanks);
• Disposal of oily residues (sludge);
• Discharge overboard or disposal otherwise of bilge water that has accumulated in
machinery spaces.
(ii) For any discharge into the sea of oily water from machinery spaces the following
conditions are required:
• The ship is proceeding en route;
• The oily mixture is processed through an approved oil filtering equipment;
• The oil content of the effluent without dilution does not exceed 15ppm;
• The oily mixture does not originate from cargo pump-room bilges on oil tankers;
• The oily mixture, in case if oil tankers, is not mixed with oil cargo residues.
In respect of the Antarctic area, any discharge into the sea of oil or oily mixtures from any
ship is prohibited.
e) The actions required in the event of an oil spillage are:
• Alert crew members;
• Stop spill source if possible and start exercising measures to minimise the escape of oil
and threat to the marine environment (SOPEP-oriented procedures);
• Report the incident;
• Carry out further spill assessment and monitoring.
f) Bilge discharges are monitored by approved an Oil Filtering Equipment, equipped with an alarm
system and automatic stopping devices should the oil content of the effluent without dilution exceed
15ppm.

 
  
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2.

3. a) Before paralleling an a.c. generator with the main electrical switchboard the following
“synchronising variables” should be satisfied (matched):
• Voltage magnitude;
• Frequency;
• Phase angle.
b)
Voltage is monitored by a voltmeter; Frequency is monitored by a Hertz meter and the
(i)
phase angle is monitored from the synchroscope.
(ii) Voltage is normally adjusted by an AVR. Frequency is adjusted through a speed adjustor
(governor adjusting) and the phase angle difference is matched by closing the circuit
breaker of the incoming generator at the set/desired time interval.
c) Assumption: All the necessary checks prior starting were carried out. See task C13.1 for follow-up
procedures.

4. a) The first indication of a leak in such a line would be noted in the condensate return line to the
“observation/inspection tank” leading to the hotwell. That would be a general indication of a leak in any of
the contaminated systems. Further investigation could be carried out using one of the following basic
methods for detecting leaks:
• Inventory review;
• Tank leak testing;
• Monitoring leak effects (pressure/flow monitoring).
b) After detecting the leak a senior officer should be informed and the concerned line should be
immediately isolated. Further actions for line repair/renewal should then be discussed.
c) Steam heating lines outlet from oil tanks are normally fitted with “test cocks”. Any traces of fuel
coming out from the test cock would be an indication of a leak in the line. Alternatively, the leak
may also be traced using one or a combination of the basic methods mentioned in A4 a).
d) Prior to entry into the tank, the following procedure should be applied:
• A safety meeting should be held prior the entry to discuss all aspects of safety and
operational measures;
• An entry permit should be obtained for the space to be entered;
• Possible hazards associated with the entry should be identified and the risks assessed;
• Proper ventilation of the space should be evaluated and carried out;
• The need for space isolation should be evaluated too;

 
  
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• A standby and/or rescue person/team should be in place;

• Space/Tank atmosphere should be checked and evaluated. The testing should include:
o Checking for oxygen levels (ideally 21%);
o Checking for flammable gases in atmosphere (ideally less than 1% of the LFL or LEL);
o Checking the presence of toxic/poisonous gases (ideally bellow TLV – might vary for
different gases).
• Need for precaution against extreme temperature, lighting arrangement and special clothing
and/or equipment should be evaluated;
Note that the permit should only be issued after tests have taken place to ensure that the atmosphere can
sustain life.

5. The sketch shown illustrates a radar level gauge suitable for non-contact level measurements and
remote monitoring in fuel tanks and other types of tanks.

The top-mounted unit sends a microwave signal with a

continuously varying frequency towards the liquid surface.
When the reflected signal return it is mixed with the
outgoing signal, the difference being proportional to the
distance to the liquid surface. The tank fuel content level is
then fed to the local and remote gauges.

6. a) Heat sensors; infrared flame detectors; photo electric cell smoke detectors, fire gas detectors.
b) - Heat sensors: These are fixed temperature detectors that sense a sudden rise in temperature and
set an alarm off.
- Infrared flame detectors: This type of detector is set off from the flicker of flames. They have a
short time delay incorporated in the unit to minimise false alarms.
- Photo electric cell smoke detectors: There are three types of this detector in use, those that
operate by light scatter, by light obscuration and a combination of both. These types of detectors give a
very early warning, but they can be vulnerable to vibration and dirt.
c) According to European Standard “Classification of fires”:
• Class A Fire: Fire involving ordinary combustibles such as wood, cloth, paper and similar
materials. A water extinguisher is preferable for this fire Class. The water would have a cooling
effect on the heat source. E.g. bedding fire in the accommodation.
• Class B fire: Flammable liquids and solids, which can take a liquid form, such as benzene,
gasoline, oil. Foam and dry powder extinguishers are preferable for this fire class. These
extinguishers would have a smothering effect on the fire.
• Class C fire: Flammable gases, such as butane, propane, and natural gas. Dry powder
extinguishers are preferable for this fire class.
• Class E: These are fires involving any of the materials found in Class A and B fires, but including
electrical appliances, wiring, or other electrically energized objects in the vicinity of the fire,
with a resultant electrical shock risk if a conductive agent is used to control the fire. CO2 and
dry powder extinguishers are preferable for this fire class.
d) The document that indicates the location of the fire extinguishers on board a vessel is the “Fire
fighting training manual”.

 
  
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e) • Crew mess room(s);

• Recreation room(s);
• Navigation Bridge.

7. Check BS 5306 Part 3: 2003 for further and more accurate answers.
a) Other than the yearly basic servicing, CO2 extinguishers, which are subject to pressure vessel
safety legislation due to their high operating pressure, must be hydraulic-pressure tested,
inspected internally and externally every 10 years.
b) Other than the yearly basic servicing, dry powder extinguishers require every five years a
detailed examination including a test discharge of the extinguisher and recharging; on stored
pressure extinguishers this is the only opportunity to internally inspect for damage/corrosion.

8. The function of fixed fire detection and fire alarm systems shall be periodically tested to the
satisfaction of the Administration. That could be 5% of the ship’s system every week, thus making the
entire system inspected every 3 months. The procedures/methods for testing this are as follows:
- Inform and obtain permission from the Bridge before starting inspecting/testing the fire detection
system. Now, depending on the detectors used, actual inspection may be carried out as follows:
• Heat detectors – These are normally tested by means of a portable hot air blower. The air outlet
temperature should be gradually brought up to just the minimum activation temperature of the
detector. Watch for insensitivity or oversensitivity.
• Smoke detectors – These are normally tested by using an aerosol can which has been specially
formulated for testing purposes. A simple one- or two-second spray, from 2 to 4 feet away, will
set off the alarm on a properly functioning smoke detector. Watch for detector delay.
• Detectors operated by other factors indicative of incipient fires may be considered by the
Administration provided that they are no less sensitive than such detectors. Flame detectors
shall only be used in addition to smoke or heat detectors.
- After completion of inspection inform the Bridge and carry out any corrective action as applicable.

9. a) The galley; CO2 and foam;

b)An accommodation space; Water and foam;
c)The machinery space control room; CO2 and dry powder;
d) The main electrical switchboard. CO2 and dry powder.

10. a) According to BS EN 3 guidelines, every fire extinguisher is to be red in colour. However, a band
or circle of a second colour covering between 5-10% of the surface area of the extinguisher should be
used to indicate its contents. The table below details how these can be identified according to their
contents and use:
Suitable for use on fire
classes
Type Old code BS EN 3 colour code
(brackets denote
sometimes applicable)
Water Signal red Signal red A
Foam Cream Red with a cream panel above the operating instructions A B
Dry powder French blue Red with a blue panel above the operating instructions (A) B C E
Carbon dioxide Black Red with a black panel above the operating instructions B E
Wet chemical Not yet in use Red with a canary yellow panel above the operating instructions A (B) F
Class D powder French blue Red with a blue panel above the operating instructions D
Note: Electrical fires involving equipment such as electrical circuits or electronic equipment are
sometimes referred to as Class-E fires, although the category does not officially exist under the
European EN3 rating system. This is because electrical equipment is often the CAUSE of the fire, rather

 
  
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than the actual TYPE of fire. As such, most modern fire extinguishers specify on the label whether they
should be used on electrical equipment.
b) Fire hazards associated with the Engine Control Room mainly involve electrical equipment, due
to the switchboards and all of the electrical equipment there. Accordingly, CO2 and dry powder
extinguishers are normally provided for these spaces.
c) The four types of portable fire extinguishers that may be found in the machinery space on
board ships are: CO2, dry powder foam 9L, dry powder 45L and foam extinguishers.
d)
• On outbreak of fire, the fire alarm is sounded and bridge officers are informed about the location of fire.
All crew should be gathered in muster station for head count.
• If the fire is too fierce to be fought with portable extinguishers, the chief engineer should take the
decision in consent with the master to flood the engine room with CO2 to extinguish the fire.
• Emergency generator should be started, as CO2 flooding requires all machineries including
auxiliary power generator to be stopped.
• Reduce ship speed and stop the main engine at a safe location. Captain should inform the
nearest coastal authority if the ship is inside a coastal zone.
• Open the CO2 remote release cabinet. This will give an audible CO2 Alarm in the engine room.
• Some systems and machinery like engine room blowers and fans etc. will trip with opening of
CO2 cabinet. Counter-check all the tripped systems for surety.
• Make sure there is no one left in the engine room by repeating the head count, if necessary.
• Operate all remote closing switches for quick closing valves, funnel flaps, fire flaps, etc;
• Air condition unit of ECR should be stopped.
• Close all the entrance doors of the engine room and make sure the room is airtight.
• Operate the CO2 system.

11. • Sound the alarm;

• Inform the bridge/CE;
• Ensure the main engine is slowed down (ideally from bridge control);
• Report to the muster station;
• When navigationally possibly, stop the M/E;
• Prepare the fire fighting gear;
• Once the fire is extinguished, carry out investigation to find out the causes of fire.

12. a) Soon after the fire is spotted, one should:

• Sound the nearest alarm;
• Shout for help (you’d expect someone heard you shouting inside the accommodation space);
• Restrict the fire;
• Quickly decide whether it may be fought with a portable extinguisher or by smothering it using
blankets, etc. Quickly consider boundary starvation too.
• If not, rush to your muster station and report the condition of the fire so as to help the
officer(s)-in-charge decide the best “attack plan”;
b) The two emergency parties on board a ship are normally composed by members of the three
departments (the engine department, the deck department and the galley).
The Emergency team # 1 operates at the point of emergency and the second team acts as standby and
supporting team. Depending on where the emergency is (e.g.: fire in the ER, S&R in the Accommodation
or fire on main deck) these teams are interchangeable.
One of the teams is led by the Chief Officer and the other by the Second Engineer, and the actions of
both teams during an emergency are co-ordinated by the command team, which involves the Captain
and normally one more officer, from the bridge or any other strategic point on board the vessel.

 
  
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13. a) Soon after the fire is spotted, one should:

• Sound the nearest alarm;
• Restrict the fire, if applicable;
• Quickly assess the situation and decide whether the fire may be fought with a portable
extinguisher;
• If not, rush to your muster station and report the condition of the fire;
• Prepare emergency and support teams for tackling the fire;
• Operate all remote closing switches for quick closing valves, funnel flaps, fire flaps, engine
room pumps and machinery, watertight doors etc.
• Send the fire party to fight the fire.
b) If a stage is reached where the fire has become too fierce to fight, the decision for operating the fixed
flooding CO2 installation should be taken sooner rather than later. For CO2 system releasing procedures, see A10 d).

14. a) Assuming the fire is small enough to be fought with a portable extinguisher the EOOW should:
• Sound the nearest alarm/Inform the Bridge and CE
• Try extinguishing it with a portable Dry powder or foam extinguisher;
• If extinguishing isn’t effective, quickly run to the muster point.
• Report the fire condition.
b)
• Check tanks for leaks leading to bilges (cofferdams);
• Empty bilges often and maintain proper housekeeping all around.
• Avoid naked lights near bilges;
• Avoid any kind of work that generates sparks or heat near bilges;

15. Enclosed/confined space means a space that has any of the following characteristics:
• Limited openings for entry and exit;
• Little or no ventilation;
• Not designed to be occupied on a continual basis.
a) The following areas would be designated as an enclosed space on ships:
• Fuel tanks;
• Chain lockers;
• Cargo and ballast tanks;
• Cofferdams;
• Paint lockers;
• Pump rooms;
• Engine crankcase.
b) See A4 d).

16. a) The water at the evaporator outlet is unsuitable for drinking because:
• It has mineral depletion, as a result of distillation, and thus is highly aggressive;
• It has poor taste and poor thirst-quenching characteristics;
• It has adverse health effects for humans, due to deficiency of certain constituents;
• It is very acidic as it absorbs CO2 readily.
b) Some treatments that may be used to make the water potable are accepted as the sole means
of sterilisation, whereas others require a combination of systems to be effective. These treatment
systems are:
• Automatic chlorine dosing units (accepted as a sole means);
• Ultraviolet sterilisation (no longer accepted as a sole means of sterilisation);
• Electro-katadyn process (sole means - providing certain conditions are met).

 
  
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The system should also have a conditioning unit: Re-hardening filter(s); de-chlorination unit(s). Delivery
systems should be independent from all others systems where possible. Calorifiers and hydrophores
should be emptied and cleaned periodically.
Other elements of the treatment/delivery system may include: sand filters; neutraliser/mineraliser;
softeners; calorifiers; carbon filters; etc.
17. a) (i) SOPEP is a set of guidelines provided under MARPOL annex I, to help deal with oil pollution
incidents. Oil tankers of 150GT and above and every other ship other than an oil tanker of 400GT and
above shall carry on board a SOPEP approved by the Administration. It provides information to the
Master or any other person in-charge on how to react in case of an oil spill to prevent or at least mitigate
the negative effects on the environment. The plan contains operation aspects for various oil spill
scenarios and lists communication information to be used in case of such incidents.
(ii) An ORB is a legal document covered under MARPOL Annex I, which is both used for proof
and protection, covering oil related operations on board. Oil tankers of 150GT and above shall be
provided with an ORB part I (Machinery space operations) and part II (Cargo/Ballast operation). Every
other ship of 400GT and above other than an oil tanker shall be provided with an ORB part I.
(iii) See A1 e).
(iv) On ships of 400GT and above but less than 10,000GT, bilge water overboard discharge is
monitored by an approved oil filtering equipment, which ensures a discharge content not exceeding
15ppm. For ships of 10,000GT and above, the oil filtering equipment must be provided with alarm and
automatic cut-off arrangements to indicate and stop discharge when the oil content of the effluent
exceeds 15ppm.
b) MARPOL is the name of the International Convention that regulates the prevention of oil pollution
at sea.
c) See A17 a) (iv).
d) Oil Record Book is the legal document that is required to comply with the convention mentioned
in Q17 b).
e) • Legal requirements – Required by law; and very important in legal disputes;
• Operational requirements and • maintenance requirements – These provide the engineer with
important machinery/system historical, which can be crucial for fault finding and correction, for
deciding maintenance issues and many other operation-related issues.
• Protection issues/requirements – Very important in legal disputes; it acts as proof that the
vessel is following laid down maritime rules and regulations.

18. a) The IMO is a specialized agency of the United Nations. Its function is to develop and maintain a
comprehensive regulatory framework for shipping and its remit today includes safety, environmental
concerns, legal matters, technical co-operation, maritime security and the efficiency of shipping.
b) The ISM Code means the International Management Code for the safe operation of ships and for
pollution prevention. Its objectives are to ensure safety at sea, prevention of human injury or loss of life,
and avoidance of damage to the environment and to the ship. In order to comply with the ISM Code,
each “ship class” must have a working SMS.
c) The International Convention for the Safety of Life at Sea (SOLAS) is an international maritime
safety treaty. The main objective of the SOLAS Convention is to specify minimum standards for the
construction, equipment and safe operation of ships.
d) The International Convention on Standards of Training, Certification and Watchkeeping for
Seafarers (or STCW), sets qualification standards for masters, officers and watch personnel on seagoing
merchant ships. It seeks to establish a baseline standard for the training and education of seafarers
throughout the world by placing an emphasis on quality control and competence-based training.

 
  
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19. For pumping engine room bilges in special areas, Marpol regulations state that any discharge into the
sea of oil or oily mixtures from ships of 400GT and above shall be prohibited except when all of the
following conditions are satisfied:
• The ship is proceeding en route;
• The oily water mixture is processed through an approved oil filtering equipment;
• The oil content of the effluent without dilution does not exceed 15ppm;
• The oily mixture does not originate from cargo pump-room bilges on oil tankers; and
• The oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
In respect of the Antarctic area, any discharge into the sea of oil or oily mixtures from any ship shall be
prohibited.

20. a) See A22 a).

b) The Merchant Shipping and Fishing Vessels (Healthy & Safety at Work) Regulations define the
fundamental structure and authority for the encouragement, regulation and enforcement of health,
safety and welfare on Merchant Shipping and Fishing Vessels, within the UK. Its objectives are:
• Securing the health, safety and welfare of persons at work;
• Protecting persons, other than persons at work, against risks to health or safety arising out or in
connection with the activities of persons at work;
• Controlling the keeping and use of explosive or highly flammable or otherwise dangerous
substances, and generally preventing the unlawful acquisition, possession and use of such
substances.

21. a) Grinding wheels is covered by PUWER 98.

b) Rotating machinery is covered by PUWER 98.
c) Safety Clothing and Footwear is covered by PPE at Work Regulations 1992.
d) Prevention of skin reactions is covered by COSHH.

22. a) MSNs, MGNs and MINs are Marine Notices, which publicise to the shipping and fishing industries
important safety, pollution prevention and other relevant information.
(i) Merchant Shipping Notices convey mandatory information that must be complied with under
UK legislation. These MSNs relate to Statutory Instruments and contain the technical detail of such
regulations.
(ii) Marine Guidance Notes give significant advice and guidance relating to the improvement of
the safety of shipping and of life at sea, and to prevent or minimise pollution from shipping.
(iii) Marine Information Notes are intended for a more limited audience e.g. training
establishments or equipment manufacturers, or contain information which will only be of use for a short
period of time, such as timetables for MCA examinations.
b) It can be determined that such MCA publications have been superseded or cancelled from particulars
updated/modified notices on the same subject. Additionally, it can also be determined by checking the historic
record of current/active notices, through the MCA website.

23. a) COSWOP is one publication dealing with the storage of ship batteries.
b) When working in an area where batteries are stored, and also when moving or handling them:
• Make sure the compartment is adequately ventilated to prevent an accumulation of dangerous
gases;
• Ensure appropriate lighting conditions;
• Wear gloves and suitable eye protection;
• Empty your pockets of any metal objects that could fall onto the battery or bridge across its
terminals;
• Don’t wear a watch, rings, chains, bracelets or any other metal item;

 
  
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• Keep sources of ignition well away from the batteries;

• Fit temporary plastic covers over the battery terminals.
c) (i) The two types of secondary cell batteries used on board are: Lead acid cells and alkaline cells.
(ii) Batteries applications on board ships include:
• Emergency lighting;
• NUC signal lights;
• Communication and alarm systems;
• Emergency starting applications.
(iii) When carrying out maintenance on batteries, the following should be observed:
• Clean the battery container and terminals;
• Cable connections need to be cleaned and tightened as battery problems are often caused by
dirty and loose connections;
• Ensure the vents caps and kept tight;
• Check the battery’s electrolyte level constantly;
• Don't overfill battery cells especially in warmer weather because the natural fluid expansion in
hot weather can push excess electrolytes from the battery;
• Check condition of “battery recharger”.

24.

25. a) Centrifugal pumps can be started with the discharge shut because as long the delivery valve is
closed and the impeller is rotating, it just churns the liquid in the casing and it creates what is called “shut-
off head”, which is the total head corresponding to zero flow on the pump performance curve. Keeping
the delivery valve closed during start-up can also help reducing the starting torque and load on the motor.
b) Reasons for the pump failing to achieve suction from a double bottom tank may be:
• Pump failing to prime;
• Pump inlet or suction filters clogged;
• Too high a suction lift for the pump to overcome;
• Prime mover failure;
• Pump cavitation.

26. a) Gravity discs, also called dam rings, are used to help create/control the radial position of the fuel-
water interface. If a purifier is to be used for an oil of lower density, then a gravity disc having a larger
inner diameter is to be used. As a general rule, the largest diameter ring, which does not break the ‘seal’,
should be used.

 
  
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(i) Using the correct size of gravity disc helps ensuring optimisation of the separation
efficiency. The discharge oil comes clean of water and the discharge water comes free of oil.
(ii) • Oil density;
• Throughput.
• Separating temperature(s);
b) (i) When too large a gravity disc is fitted, the interface is disposed too near the bowl periphery,
the liquid seal may thus be broken and oil may pass through the water outlet;
(ii) When too small a gravity disc is fitted, the interface is disposed too near the bowl centre,
making way for water to pass through the oil outlet, thus contaminating the oil.
c) Centrifugal oil purifiers are used for the separation of two liquids of different densities, also
removing solid particles in the process, according to their density, viscosity and rotor speed. Centrifuges
achieve separation by means of the accelerated gravitational force achieved by a rapid rotation. When
the bowl is rotated, centrifugal forces will throw particles with higher density (like solids and water) to the
periphery of the bowl. Oil, being lighter, is directed towards the centre of the bowl and centripetally led
to the outlet connection. The wastewater and sludge get accumulated and are discharged into the sludge
tank.
d) The course of separation can be influenced by changes in viscosity/density/temperature and
throughput (process liquid supply rate).
e) The purifier may fail to attain full running speed if:
• Brake is on;
• Motor is incorrectly connected;
• Friction surfaces of clutch shoes are oily;
• Linings of clutch shoes are worn;
• Bowl is too high or too low and thus rubs against the centripetal pump;
• Liquid or sludge has accumulated in upper section of frame.
• Dirty (very dense) sealing liquid.

27. a) • Raise the nearest alarm, notify the bridge and the Chief Engineer;
• Conduct initial damage control, bearing in mind the following concerns:
- Isolation of affected areas;
- Protection/shielding of machineries, especially those used for damage/flooding control;
• When the on-scene leader arrives (e.g. Chief Engineer), start preparing the emergency bilge
suction station and any other provided arrangements for dealing with bilge waters;
• Thereafter, act as directed.
b) To deal with the situation outlined in Q27 a), in addition to the bilge main and direct suctions to
different pumps, a “direct emergency bilge suction” connected to the main circulating pump (or the
largest available independent power driven pump) leading to the drainage level of the machinery space
and fitted with a non-return valve shall be provided in the machinery space.  
c)
• Pump not primed or prime lost;
• Air leak in suction line;
• Pump casing leakage;
• Suction and/or discharge valves/inlet closed or clogged;
• Insufficient NPSH available;
• Motor/prime mover failure.
• Pump cavitation issues;
• Suction lift too high;

 
  
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28. This system design incorporates three stages of oil-water separation in a single vertical cylindrical
pressure / vacuum vessel.

29. a) It is not permissible to discharge the bilge water overboard, even via an oily water separator
when the following conditions are met:
• The ship is within the Antarctic area;
• The ship is NOT proceeding en route;
• The oil content of the effluent without dilution DOES exceed 15ppm;
• The oily mixture DOES originate from cargo pump-room bilges on oil tankers; and
• The oily mixture, in case of oil tankers, IS mixed with oil cargo residues.
b) The maximum permissible oil content of the overboard discharge is 15 parts per million.
c) Following such an operation, an entry has to be made in the Oil Record Book (part I). The
officer-in-charge has to sign after each completed operation entry is made and the Master then
countersigns every completed page.

30. a) The emergency bilge system is used to pump the bilges when flooding is imminent. The
diameter of the “direct emergency suction” should be at least 2/3 the diameter of the main injection pipe
for steam ships and the same size for motor ships.
This injection valve arrangement allows for the main sea chest to be bypassed in case of an emergency
(e.g. flooding in ER), allowing water to be drawn from the lowest point in the machinery space by the
main circulating seawater pump (or the highest capacity seawater pump).

 
  
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b)Bilge injection systems are used for removing large amounts of water from the engine room in
the event of serious flooding or when the service/general bilge pumps cannot deal with the rising bilge
water levels.
c) A bilge injection system is located at the lowest possible level in the machinery spaces.

31. a) Free surface effect is an effect that occurs when liquids — and aggregates of small solid objects, like
seeds, gravel, or crushed ore which can act as liquids — move across a tank in reaction to sailing-induced motions
or sea states (caused by waves and strong winds), which can cause a vessel to become unstable and even roll over
(capsize).
b) Free surface effect is important (to avoid) in ro-ro ferries because of the long, unbroken cargo/vehicle
decks they have. Water/liquids sloshing on the vehicle deck can very quickly set up a free surface effect making
the ship unstable and causing it to capsize.

32. a)
• Inform the bridge on way to the E/R;
• When entering the E/R, arm the dead man alarm and keep resetting at set intervals;
• On way to the ECR, check machinery working parameters (if applicable);
• Upon arrival at the ECR inform the bridge;
• Switch the E/R control mode back to the “Manned” mode;
• Carry out complete E/R checks in accordance with the safety procedures;
• Establish whether the “UMS mode” performed to expectations;
• When appropriate report to the Chief Engineer and submit the completed report of findings;
b) • Any special modes of operation dictated by conditions such as weather, ice, contaminated water,
shallow water, etc. – This helps establishing the best counteracting actions;
• The exhaust smoke colour leaving from the funnel – This helps establishing the proper air/fuel
ratio is being maintained;
• The condition of the bilges and tanks (slop, reserve, sewage, etc.) – This makes the engineer
aware of the present condition and helps him planning for future actions;
• The condition and level of fuel in the tanks – For ensuring enough fuel for the voyage;
• The condition of monitoring and control console equipment – For establishing which equipment
is being operated manually;
• The availability of fire-fighting appliances – Ensuring a state of readiness should an emergency
arise;
• Any special modes of operation dictated by equipment failure or adverse ship conditions – This
helps establishing the best counteracting actions;
• The condition and mode of operation of the various main and auxiliary systems – This helps
making the duty engineer aware of the machinery status.

31. a)
• Check the surrounding is free of debris and that there is enough ventilation;
• Check level of cooling fluid;
• Check oil level of the engine
• Check fuel valves and quantity of fuel in tanks;
• Check all pipe and hose connections are secured
b) The testing of ship’s emergency generator is done weekly or monthly in some cases. The testing
should include the following.
• Carrying out common checks prior starting the generator;
• Starting the generator manually off-load. Use all manual starting methods provided for checking
correct functioning;
• For stopping, use manual stop button from the panel;

 
  
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• Put the generator back on “Automatic standby mode”;

• Simulate a power outage condition for testing the automatic starting mechanism (watch for
time delay);
• Let the generator run on-load for minimum 30 minutes;
• If simulation is done using generator manual start, then check the manual transfer switch
arrangement too (or, if using push button for circuit breakers, first open the main bus tie
breaker and then close the emergency bus tie breaker push button. This will interrupt the
emergency circuit feed momentarily);
• After completion, make an entry in the appropriate logbook.

34. See task number 13.1

35. a) • Go through the paperwork (obtain a work permit, carry out risk assessment, hold a toolbox
meeting with everyone involved in the task, establish need for “special” PPE);
• Know the equipment and potential hazards – Define the scope of work;
• Identify sources of electrical supply and isolate them all;
• Lock-out and tag-out the equipment being worked on (if applicable, remove fuses to ensure
the circuit can’t be re-energised while work is being carried out);
• Prove the isolation is effective (check between phases and also check the system is earthed).
b) • Ensure there is safe working clearance between operator and live equipment;
• Put up an earthed barrier (if possible) between the operator and live equipment;
• Use appropriate PPE and use a rubber mat.;

36. Assumption: All necessary paperwork has been carried out

a) • Prepare and start another generator (oncoming generator);
• Synchronise and parallel the oncoming generator with the running generator;
• Transfer the load from the running generator to the oncoming generator;
- Turn the “speed adjustor” of both generators ¼ clockwise (fast – for oncoming
generator) and anticlockwise (slow – for running generator). “Turning is to be effected
at the same time, otherwise the frequency settings will be affected.
• Open the circuit breaker of running generator when its load share starts
approaching to zero.
Obs.: Load transfer is carried out in a gradual manner, i.e. the entire load is not transferred from one
generator to another in just one go.
b) • Define the scope of work;
• Use appropriate PPE;
• Isolate the alternator from the main switchboard feed system;
• Stop/isolate “standstill heating” system, if applicable;
• Prove the isolation is effective;
• Lock-out and tag-out any electrical connections specific to the generator;
• Mechanically isolate the pieces of equipment relevant to the work being carried out
(e.g. pre-lube pump connections; air and water pipes; etc.);
• Ensure a safe working zone;

37. a) • Overload relay;

• Reverse power trip;
• Low frequency trip;
• Under voltage relay;
• Fuses.

 
  
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b) An earth fault is a defect in an electrical circuit or apparatus that results in a current flow to
earth at the point of the defect. Earth faults are undesirable because they can lead to safety hazards such
as equipment malfunctions, fire and injury to personnel (electric shocks).

38. • Wipe, brush, vacuum or blow accumulated dirt from the frame and air passages of the motor.
• In wet or corrosive environments, open the conduit box and check for deteriorating insulation or
corroded terminals;
• Lubricate the bearings only when scheduled or if they are noisy or running hot. Do NOT over-
lubricate.
• Carry out static electrical (e.g. continuity; insulation resistance; etc.) and dynamic tests.
b) To test for electrical faults within an electrical motor, check the cleanliness and condition of the:
• Windings; • Bearings and housings;
• Stator; • End covers;
• Rotor; • Greasing points (if applicable).
After reassembling the motor, carry out static electrical tests and dynamic tests.

39. a) The minimum satisfactory value of insulation resistance is 0.5MΩ.

The instrument used for the insulation resistance test is the “Megger” and the voltage used is
b)
500V (for the 440V systems found on ships);
c) See A38 a).

40. a)

b) (i) • Reduced cooling effect;

• Air bubbles in the sight glass;
• Compressor overheating;
• High-pressure in the condenser.
(ii) • Low suction pressure;
• High evaporator outlet pressure;
• Bubbles in sight glass;
• Low delivery pressure.
c) • Pump and retain refrigerant in condenser (close outlet valves). Air being lighter than
refrigerant will collect at the top of the condenser;
• Open the bleed valve on the condenser/receiver to allow the air (plus a small amount of
refrigerant) into the recovery cylinder;
• Ensure cooling water is circulated throughout “air removal”.
d) • Low-pressure side charging – Refrigerant is added on the suction side of the compressor. The
refrigerant bottle is kept in the upright position to ensure only vapour (being lighter) is drawn
into the system.
• High-pressure side charging – Refrigerant is added after the condenser outlet. The bottle is
kept inclined to ensure liquid refrigerant is being drawn.

 
  
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41. a) The thrust developed on the propeller is transmitted to the ship's structure by the main shaft
through the thrust block.
b) Michell bearings contain a number of sector-shaped pads, arranged in a circle around the shaft,
and which are free to pivot. These create wedge-shaped films of oil between the pads and a rotating disk
on the shaft. No lubrication pump is needed, the rotation of the shaft itself is sufficient.

42. Prior departure from port, the following should be checked:

• Operation of main steering gear;
- Full movement of the rudder according to the required capabilities of the steering
gear;
- Operation of the means of communication between the navigation bridge and the
steering gear compartment;
• Operation of auxiliary/emergency steering gear arrangement;
• State of control systems;
• Emergency power supply;
• Rudder angle indicators in relation to actual position of rudder;
• Power failure alarms.
These checks and tests are normally performed within 12 hours before departure, as required under
SOLAS Chapter V.

43. See A42.

44. a) (i)

(ii)

 
  
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Watertight bulkhead integrity may be tested by means of:

b)
• Hose test – To test tightness of structural items that contribute to the watertight integrity;
• Structural test – To test the tightness of the bulkheads and the structural adequacy of the design;
• Hydro-pneumatic test – A combination of hydrostatic and air testing to check the integrity of • the
watertight bulkhead;
• Leak test – An air or other medium test to demonstrate the tightness of the structure.

45. At the bow the framing system is transverse and solid floors are fitted at each frame and horizontal
stringers are fitted forward of the collision bulkhead at a spacing of approximately 2 metres.

46. a) Forward collision bulkhead is a transverse bulkhead extending from the keel to the bulkhead deck
(uppermost continuous deck). These are normally 12% thicker than other watertight bulkheads. They can
be of the plain type or the corrugated type.
b) Their function is to prevent water flowing aft in the event of a collision or a ship’s hull becoming
damaged, pierced or developing any other failure forward of the bulkhead.
c) The forward collision bulkhead on a ship would be found no more than 1/20th of the ship’s length
away from the forward end of the ship.

47. Assumption: Pre-bunkering plan and meeting already carried out:

• Ensure everyone involved is fully aware of their responsibilities;
• Make sure SOPEP is in place;
• Empty or take ullages/soundings on overflow tanks and fuel tanks;
• Establish/identify emergency stop stations;
• Check on-board communication is satisfactory;
• Ensure barge moorings are secured;
• Agree a means of communication with the bunker barge (agree on start/stop signals, etc.);
• Check for paperwork (fuel grade, density, etc.);
• When everything is put in place (as per the bunkering checklist), start the operation;
• Once completed, make entry in the appropriate log book;

 
  
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48. a) • Temperature;
• Volume;
• Pressure;
• Rotational speed.

b) A two-step controller is a feedback controller that switches abruptly between two states. A
two-step controller simply drives the manipulated variable from fully closed (OFF) to fully open (ON)
depending on the position of the controlled variable relative to the setpoint.
c) A proportional control system is a type of linear feedback control system. The principle aim of
proportional control is to control the process as the conditions change.
This controller sets the manipulated variable in proportion to the difference between the setpoint and the
measured variable.

49. a)

b) A freeing port assists in

maintaining the ship’s stability in that it allows for the draining of the accumulated green (sea) water from
the decks. Seawater can present a risk to stability if not drained in a timely matter, as it can be of
considerable weight and induce a free surface effect.

50. • Inform the C/E of conditions ahead;

• Secure pieces of equipment and/or any loose items;
• Drain fuel tanks, as water that might have settled in the bottom could mix again with fuel;
• Ensure engine sump tank lube oil level is high enough to avoid engine lube oil starvation;
• Ensure low sea suction is used;
• Empty the bilges;
• Reduce engine speed if applicable to help ensure propeller remains underwater throughout.
Consult the bridge first;
• If engine is slowed down, prepare another generator to be put on load as it might become
advisable to take the shaft generator off load (due to the reduction in engine rpm);

51. a) • By transferring fuel from the DB tanks, the CG of the whole vessel moves up towards M, thus
creating a reduction in GM and affecting the ship’s capabilities of returning to the upright position when
disturbed by an external force.
• By transferring fuel from DB tanks to Wing tanks, not only is the CG affected, but the TCG too.
And if the fuel is unequally transferred on either side of the centre line of the vessel, an angle of list will
be created
b) • Ensure a proper transfer plan is in place;
• Check valves and vents of concerned tanks are properly lined up;
• Check ullages/tank levels and record it;
• During the transfer check flow rates, pressures and tank levels against planned;
• Observe caution when topping off tanks;
• Check and log final tank levels as applicable;
52. • Place the entire CABA set in a suitable area for inspection;
• Remove the cylinder from the set and examine the securing mechanism;
• Carry out a thorough visual inspection of the apparatus (check harness; waistbelt backplate; etc.);

 
  
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• Clean and disinfect the face mask;

• Check cylinder contents using station test gauge;
• Refit cylinder as required;
• Check the cylinder connection is tight and that the cylinder retaining strap catch is secure;
• Ensure the demand valve quickfit connection is correctly fitted to the mask;
• Restore the entire set – checking the securing device;
• Complete and sign inspection record.

53. • Oil mist detector alarm indication;

• Blackout/power failure;
• Malfunction of main and auxiliary engines control systems;
• Flooding of Engine Room;
• Manoeuvring or state of readiness;
• Scavenge fire situation;
• Steering equipment failure;
• Problem during bunkering/internal fuel transfer;