MEP

2023/ 2024

OCTOBER 2023
Q1
With reference to the treatment of water for auxiliary boilers:
(a) State the major risks from: (6)
(i) Hard water
(ii) Soft water
(b) Describe FIVE types of boiler water tests that are carried out on board stating the
reason for EACH (5)
(c) State why regular blow down and make up of the contents of a boiler is essential (5)
Water treatment
WHRS & Boiler
Oct 2023
1
Dec 2022
(a) (i) Hard Water:
Scale Formation: Hard water contains dissolved calcium and magnesium salts. When heated, these salts
precipitate and form hard scale on the inner surfaces of the boiler tubes and heat exchangers. This
reduces heat transfer efficiency and increases fuel consumption.
Corrosion: The carbonate hardness in hard water can lead to the formation of an alkaline environment.
This can cause caustic embrittlement and corrosion of the boiler internals, leading to leaks and reduced
lifespan of the equipment.
Foaming and Carryover: Hard water can cause foaming due to the presence of dissolved impurities.
Foaming can lead to carryover of water droplets into the steam, potentially causing damage to
downstream equipment and reduced steam quality.
(ii) Soft Water:
Corrosion: Soft water, which lacks mineral content, can be corrosive to metals. It can cause rapid
corrosion of boiler internals, leading to leaks and equipment failure.
pH Instability: Soft water has low alkalinity and buffering capacity. This can result in pH fluctuations, which
can contribute to corrosion and reduced boiler water stability.
Increased Solubility of Oxygen: Soft water's lower mineral content increases its oxygen-carrying capacity.
This can result in increased dissolved oxygen levels in the feedwater, contributing to oxygen-related
corrosion.
(b) 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.
Five Types of Boiler Water Tests and Their Reasons:
PH test (Alkalinity) -To ensure boiler water stays alkaline and does not become corrosive. The water
needs to be slightly alkaline to prevent corrosion which would be caused if it was acidic.
CHLORIDE test - This is to test for chlorides in the water. To monitor and control the concentration of
chloride salts within boiler water, indicating the ingress of salt water from coolers. If high chlorides are
found, it could indicate there is seawater ingress somewhere in the system.
Oxygen (Hydrazine) - Oxygen needs to be kept to a minimum. To Monitor levels of chemicals added to
remove oxygen from the water to prevent corrosion.
Hardness Test: The hardness test determines the level of hardness due to calcium and magnesium ions
in the water. Monitoring hardness is essential to prevent scale formation, which can reduce heat transfer
efficiency and damage the boiler.
PHOSPHATE reserve - To check chemicals added to remove hardness salts. If hardness salts are found
in the system an insulating layer will be formed on the tubes, again this hints at a saltwater leak.
(c) Regular blowdown and makeup of boiler contents are essential for:
Removal of Impurities: Blowdown removes dissolved and suspended solids that accumulate in the boiler
water. This prevents scale formation, reduces foaming, and minimizes corrosion risks.
Control of TDS Levels: Blowdown helps in controlling TDS levels by removing excess dissolved solids.
High TDS levels can lead to scale, corrosion, and reduced heat transfer efficiency.
Maintaining Water Quality: Continuous blowdown maintains the quality of boiler water by preventing
excessive accumulation of impurities, which can cause operational issues and reduce boiler lifespan.
Prevention of Concentration: Blowdown prevents excessive concentration of impurities in the boiler water,
which can lead to foaming, carryover, and poor steam quality.
Makeup Water Addition: Regular makeup water addition compensates for the loss of water due to
blowdown and steam production. This helps maintain proper water level, pressure, and heat transfer
efficiency in the boiler.

Q2
Describe an air receiver and explain clearly the purpose of the mountings. State the
defects, which may develop and explain the precautions, which should be taken to minimize
the possibility of deterioration or damages to the receiver. (16)
Compressed air system
Oct 2023
1
Dec 2022
An air receiver is a vital component in a compressed air system that stores the compressed air generated
by the compressor. It plays a crucial role in maintaining a steady supply of compressed air to various
onboard systems and equipment. The air receiver is equipped with several mountings, each serving a
specific purpose. The purpose of these mountings and potential defects that may develop, along with
precautions to prevent deterioration or damage, are as follows:
Mountings and Their Purposes:
Manhole Door: This opening allows personnel to enter the air receiver for inspection, maintenance, and
cleaning purposes.
Name Plate: The nameplate displays important information such as the maximum pressure and working
pressure of the air receiver, along with the manufacturer's name.
Main Engine (M/E) Start Valve: This valve controls the supply of compressed air from the air receiver to
the main engine for starting purposes.
Auxiliary Engine (A/E) Start Valve: Similar to the M/E start valve, this valve supplies compressed air to
auxiliary engines for starting.
Safety Valve: The safety valve is a crucial safety feature that releases excess air pressure in the receiver
to prevent over-pressurization and potential damage.
Control Air Valve to Reducing Station: This valve controls the supply of compressed air to control air and
automation equipment.
Service Air Valve to Reducing Station: This valve provides compressed air to various services within and
outside the engine room, supporting various shipboard systems.
Whistle Air Valve to Reducing Station: This valve releases compressed air to operate the ship's horn for
signaling.
Filling Valve: The filling valve is a non-return valve that allows air from the compressor discharge to enter
the air receiver.
Relief Valve: Similar to the safety valve, the relief valve releases excess pressure, preventing over-
pressurization.
Drain Valve: The drain valve is used to remove accumulated condensate and water from the bottom of the
air receiver.
Fusible Plug: The fusible plug acts as a safety feature. In the event of a fire, the plug melts, allowing air to
escape and preventing the air receiver from becoming a potential hazard.
Defects and Precautions:
Accumulated Oil: Regular cleaning of the air receiver with soda and steam is necessary to remove the oil
that accumulates on its inner surface. Inspect for signs of cracking and corrosion.
Condensate Buildup: Failure to drain condensate from the receiver can lead to corrosion and eventual
failure. Regularly drain condensate to prevent these issues.
Defective Safety Valve: A defective safety valve can result in over-pressurization and damage. Regularly
inspect and test safety valves to ensure they function properly.
High Condensate Levels: Regularly drain water from the air receiver to prevent condensate buildup.
Excess water can damage pneumatic tools, cause compressor overheating, and affect system efficiency.
Blocked Blowdown/Drain Valve: Ensure the blowdown or drain valve is not blocked. Blockage can lead to
water buildup, damaging equipment and causing overheating.
Emulsified Oil: The presence of emulsified oil indicates potential compressor wear. Regularly monitor and
maintain the compressor to prevent excessive wear and oil contamination.

Q3
State with reasons which one of the following would most help to correct a pronounced
discoloration of the M/E lubricating oil: (16)
(a) "Make up" from reserve tanks
(b) Increase purifier throughput
(c) Increase frequency of filter pack cleaning
(d) Overhaul piston rod stuffing boxes
(e) Check tank top integrity of sump tank
Lubricating oil & system
Oct 2023
1
Dec 2022

(a) "Make up" from reserve tanks

Freshening up from reserve tanks will certainly reduce the discolouration, but this will only suppress the
immediate problem, not cure it. The root cause of discolouration must be traced and eliminated.
(b) Increase purifier throughput
For more efficient purification, the oil throughput in the purifier must be reduced. Increasing the throughput
will have the opposite effect and should not be done.
(c) Increase frequency of filter pack cleaning
When a filter is dirty, there will be a larger pressure drop across the filter and there may be oil starvation at
the bearing leading to serious consequences. Therefore, the filters must be cleaned regularly and as often
as necessary depending upon the amount dirt in the filter. However, mere cleaning of the filter will not
solve the problem of discolouration of the oil.
(d) Overhaul piston rod stuffing boxes
Leaky piston rod stuffing box will allow sludge and unburnt carbonaceous matter from the piston under
space to enter the crankcase and discolour the oil by contamination. This may indeed be the root cause,
and if so, overhaul of the, piston rod stuffing boxes should prevent further discolouration.
(e) Check tank top integrity of sump tank
On large ships, the lubricating oil circulating tank is formed as a "triple bottom" by providing coffer dams
not only on all sides, but also at the bottom of the circulating tank. As long as the coffer dams adjoining the
circulating tank are dry, these will unlikely be the source of contamination. However, if the tank top just
above the circulating tank has any crack or leak then dirty oil and water collected on the tank top can enter
the circulating tank and contaminate or discolour the oil. A rise in sounding of the circulating tank should
provide a clue to the problem. It will nevertheless be prudent to check the integrity of the tank top.

Q4
Describe what examination you will carry out on the following parts of Air Compressor:
(a) Suction and delivery valves and seats (4)
(b) Relief valves and bursting discs (4)
(c) Coolers and cooling passages (4)
(d) Piston and piston rings (4)
Compressed air system
Oct 2023
1
Dec 2022
(a) Suction and Delivery Valves and Seats:
Leakage Check: Remove the valves and check for leakage by applying diesel oil or water to the valve
seats. Any leakage indicates a faulty valve seat or valve.
Cleaning: Thoroughly clean all parts after disassembling the valves. Check for carbonization which may
lead to valve sticking.
Valve Plate Check: Push the valve plate from the side of the valve seat using a screwdriver. The valve
plate movement should correspond to valve lift.
Spring and Plate Inspection: Inspect springs and valve plates for wear, distortion, or damage. Replace if
necessary.
Lapping (if needed): If no spare parts are available, valve plates can be lapped for better seating.
Locating Pin: Ensure the locating pin is not worn out, bent, or loose in the vent seat.
Replacement: Renew valve plates and spring plates to prevent fracture due to fatigue.
Valve Seat Damage: If the valve seat's seating face is damaged, it should be replaced.
Assembly: Properly fit spring plates on the locating pin. Tighten castle nuts with correct torque and secure
with split pins.
(b) Relief Valves and Bursting Discs:
Bursting Disc: Slacken the spindle and inspect the disc. Clean dirt accumulation and replace the o-ring
after cleaning the seating area. Reset to lift at 10% in excess of max working pressure.
Relief Valve: Test the relief valve's functionality by bringing the system up to operating pressure, pulling
the ring to depressurize, turning off the system, and restarting to ensure it returns to operating pressure.
(c) Coolers and Cooling Passages:
Intercoolers: Open intercoolers per maintenance schedule and clean using solvent. Check tube integrity.
Bursting discs are provided for pressure relief in case of tube bursts.
Single Tube Coolers: Clean and inspect them. Single tube coolers are harder to clean and wear faster
than straight tube types.
Straight Tube Coolers: Check for leaks. Plugged tubes can be an issue in these types.
(d) Piston and Piston Rings:
Ring Assembly: Assemble rings in respective grooves. Measure side clearance with a feeler gauge.
Replace rings if side clearance exceeds specified limits.
Ring Gap Alignment: Ensure gaps of adjacent rings are in opposite directions. This prevents oil and
compressed air leaks and enhances compressor efficiency.
Cleaning: Clean piston and ring grooves thoroughly after removing carbon deposits.
Gudgeon Pin: Examine the gudgeon pin for damages.
Butt Clearance Measurement: Insert the ring into the cylinder, level with the top surface. Measure butt
clearance with a feeler gauge. Replace rings if butt clearance exceeds specified limits.

Q5
Explain in detail how you would isolate one section of a water sprinkler system for routine
maintenance. Describe all tests and inspections you would make and how you would return
the system to service. (16)
Fire
Oct 2023
4
Jul 2024
Feb 2024
Sep 2023
Dec 2022
Isolating a Water Sprinkler System for Routine Maintenance:
Isolation:
Communication: Inform the bridge about the maintenance activity, outage time, and expected completion
time.
Main Sectional Valve: Close the main sectional valve to isolate the specific section of the water sprinkler
system.
Alarm Disabling: Disable the alarm for the isolated section either locally or from the bridge. This prevents
false alarms during maintenance.
Seawater Pump: Disable the auto start of the seawater pump to prevent unintended water supply to the
isolated section.
Drain Valve: Open the drain valve for the isolated section. This allows any water in the section to be
drained into the scupper.

Regular Maintenance:
Valve Greasing: Regularly grease the various valves in the system and ensure their freedom of
movement.
Pressure Gauge: Log pressure gauge readings before and after each alarm valve. This helps in checking
the tightness of the non-return valve.
Alarm System Check: Test the alarm system by opening test valves to verify the functioning of audible and
visual alarms.
Pressure Tank Check: Check the level of the pressure tank and recharge it if necessary with fresh water
and air.
Centrifugal Pump Test: Test the centrifugal saltwater pump by closing the isolating valve and draining the
pressure switch circuit. Check if the pump starts automatically and log the delivery pressure.
Sprinkler Head Inspection: Regularly inspect each sprinkler head for leaks, corrosion of connectors, and
salt deposition.
Bulb Verification: Ensure the appropriate temperature-sensitive bulb is fitted to different temperature
zones of the sprinkler system.
Individual Section Alarm: Check alarms for individual sections to ensure proper indication of the activated
section.
Valve Operation Check: Inspect the isolation valve for the section to ensure proper operation and
indication.

Returning to Service:
Refill and Pressurize: Slowly open the section isolation valve to allow water to refill the isolated section.
Initially, keep the drain valve slightly open to flush out any debris.
Tank Replenishment: As the section fills, the water tank level will fall. Replenish the tank to the required
level only after fully opening the stop valve.
Pressure Tank Re-Pressurization: Re-pressurize the pressure tank with air up to the recommended
pressure, typically around 8-8.5 Bar.
Seawater Pump: Put the seawater pump back into auto mode so that it starts and stops as needed.
Alarm Reset: Reset the alarm system to normal mode, ensuring that all alarms are functional.
Q6
The exhaust temperatures of an auxiliary diesel are found to be excessive and uneven at
normal load, with dark exhaust at the funnel. Describe EACH of the following:
(a) An investigation of the situation (5)
(b) The procedure to remedy the immediate problems (6)
(c) Any further action that might be necessary (5)
Troubleshooting
Oct 2023
5
Apr 2024 - 2
Mar 2024
Dec 2023
Sep 2023
Dec 2022
(a) Investigation of the Situation:
Exhaust Smoke Color:
The dark exhaust at the funnel indicates incomplete combustion and excessive carbon particles in the
exhaust. Investigation is needed to identify the root cause.
Air-related Problems:
Check the turbocharger air filter for choking and clean or replace it if necessary.
Inspect the turbocharger turbine blades for fouling or damage, affecting turbocharger RPM.
Examine the turbocharger inlet grid in the exhaust manifold for choking.
Check compressor blades for dirt or damage affecting air compression.
Fuel-related Problems:
Check fuel temperature, as low temperature can lead to poor atomization.
Inspect fuel injectors for dripping or malfunction.
Verify the timing of fuel pumps.
Examine fuel injector holes for wear.
Check the opening pressure of fuel injectors.
Ensure the correct fuel grade and quality are used.
Verify valve lift of fuel injection valves.
Check for unbalanced engine operation.
Investigate if any units are not firing.

(b) Procedure to Remedy Immediate Problems:

Stuck Fuel Rack: If a fuel rack is stuck, manually pull it back and lubricate it. If it doesn't free up, replace
the fuel pump with an overhauled one.
Low Turbocharger Speed: Attempt turbine washing or dry grit cleaning. If speed doesn't improve after
multiple washes, open and clean the turbine.
Temperature Drop Across Turbocharger: Perform turbine washing. If the issue persists, open the turbine
and clean it.
Dirty Turbocharger Compressor: Perform water washing of the blower. If it's ineffective, open and clean
the compressor.
Dirty Air Filter: Replace the air filter and adjust the mesh density if needed.
Incorrect Fuel Pump Timing: Re-adjust the fuel pump timing to the manufacturer's specifications.
Faulty Fuel Injection Valves: Stop the engine, pressure test all fuel valves, and rectify any faults found.
Low Fuel Temperature: Heat up the fuel to the recommended temperature as per the manufacturer's
guidance.
(c) Further Action:
Address any issues found during the immediate remedy procedure, such as repairing or replacing faulty
components.
Regularly monitor exhaust conditions and perform routine maintenance to prevent recurrence of issues.
Analyze data and trends from the engine's performance monitoring system to detect potential problems
early.
Perform regular maintenance of the turbocharger, fuel injection system, air filters, and other relevant
components to ensure optimal performance.
If the problem persists despite corrective actions, consider a comprehensive inspection or even an
overhaul of the engine's major components to ensure long-term reliability and efficiency.
Q7
A centrifugal pump has been opened up due to abnormal noise:
(a) List the checks you will carry out on various parts (4)
(b) Name the parts which may require replacement (4)
(c) Checks to be carried out after assembly (4)
(d) Operational parameters, which may be required to be compared with manufacturers test
record. (4)
Pumps & system
Oct 2023
4
Jun 2024
Jan 2024
Sep 2023
Dec 2022

(a) Checks on Various Parts:

Bearing Inspection:
Inspect bearing for any signs of wear, damage, or noise.
Check for smooth rotation without any roughness or vibrations.
Confirm lubrication is adequate.
Impeller and Wear Rings:
Measure clearance between impeller and top/bottom wear rings.
If clearance exceeds manufacturer's recommendation, consider replacement.
Check the impeller for cavitation marks. If in excess, replace impeller.
Shaft Sleeve:
Inspect for wear and tear.
If worn out, replace with a new shaft sleeve.
Casing and Shaft:
Clean and inspect casing and shaft for any damage or deformation.
Ensure there are no obstructions that could cause noise.
Couplings:
Inspect couplings for misalignment or damage. Ensure that they are securely fastened.

(b) Parts Requiring Replacement:

Impeller: If the impeller is damaged, excessively worn, or imbalanced, it may need to be replaced.
Wear Rings: If clearance between impeller and wear rings is beyond acceptable limits.
Shaft Sleeve: If worn out and affecting performance.
Bearing: If bearing shows signs of wear, damage, or noise.
Mechanical Seal: If any parts of the mechanical seal are damaged or leaking.
Bearing Bush: If bearing bush at the casing bottom is worn beyond acceptable limits.
Worn Components: Any other components found to be excessively worn, damaged, or out of tolerance
during inspection should be replaced as needed.

(c) Checks After Assembly:

Mechanical Seal Check:
Conduct a leak test by filling the casing with liquid and ensure the mechanical seal is not leaking.
Confirm that the seal is properly aligned and functional.
Pump-Motor Coupling:
Fit the distance piece for connecting the pump and motor coupling.
Attach coupling discs and ensure secure fitting.
Operational Check:
Start the pump and observe its operation.
Check for smooth rotation, absence of noise, and stable performance.

(d) Operational Parameters for Comparison:

Suction Pressure: Compare with manufacturer's test record to ensure it falls within acceptable range.
Discharge Pressure: Check against the manufacturer's recorded data to verify consistency.
Motor Current: Compare current draw with the manufacturer's specifications to identify any abnormalities.
Flow Rate: Compare the flow rate with the manufacturer's test data to ensure it meets the expected
values.
RPM (Revolutions Per Minute): Compare the pump's operating speed with the manufacturer's
recommended RPM for that pump model.
Vibration Levels: Measure vibration levels during operation and compare them with acceptable limits
specified by the manufacturer.
Noise Levels: Compare the noise levels of the pump during operation with the manufacturer's
recommendations to identify any abnormal noises that may indicate underlying issues.

Q8
(a) State, with reasons, the causes of fatigue cracking of engineering components (4)
(b) State, with reasons, how material and design defects can influence fatigue life (5)
(c) With reference to engine bed plate transverse girders explain how the incidence of
fatigue cracking can be minimized (6)
Materials
Oct 2023
4
Jul 2024
Feb 2024
Sep 2023
Dec 2022
(a) Fatigue cracking of engineering components is primarily caused by cyclic loading, where the material
experiences repeated cycles of loading and unloading. These cycles create stress fluctuations within the
material, even when the applied loads are significantly below the yield strength. The repetitive nature of
these stress fluctuations leads to the initiation and propagation of cracks within the material.
The factors that contribute to the initiation and propagation of fatigue cracks:
Cyclic Loading: Repeated application of loads induces stress variations in the material, which eventually
leads to crack formation and propagation.
Stress Concentration: Components with geometric features such as sharp corners, notches, or surface
defects concentrate stress, making them susceptible to crack initiation under cyclic loading.
Material Defects: The presence of inclusions, voids, porosity, or other defects within the material can act
as stress raisers, facilitating crack initiation and propagation.
Residual Stresses: Residual stresses remaining in the material from manufacturing processes like
welding, heat treatment, or cold working can significantly reduce the material's fatigue strength, promoting
fatigue cracking.

(b) Influence of Material and Design Defects on Fatigue Life:

Surface Roughness and Defects: Rough surfaces or manufacturing defects create stress concentration
points, accelerating crack initiation.
Material Quality: Poor material quality, such as coarse grain structure or improper chemical composition,
can lower fatigue strength.
Residual Stresses: High residual stresses from manufacturing processes reduce the fatigue life of
components.
Corrosion and Erosion: Corrosion weakens the material, and erosion due to fluid flow can lead to fatigue
cracking.
Notch Sensitivity: Poor design leading to abrupt changes in geometry can increase stress concentration
and accelerate fatigue cracking.
Stress Raisers: Design features like sharp corners, abrupt changes in section, and inadequate fillets can
promote stress concentration.
(c) The transverse girder acts as a simple beam with the forces of combustion acting on the piston
passing down through the bearing. The forces acting on the head are passed through the Tie Bolts. It can
be seen that to reduce the bending moment, the tie-bolts have to be brought closer to the crankshaft. The
limit to this is the securing arrangement required for the main bearing keep. One method is to use two
bolts (which can be made of smaller diameter) each side of the main bearing keeps instead of one (thick)
bolt. Sulzer use an alternative and very successful method in the form of jacking bolts. This jack up
against the bottom of the A-frame.
Q9
(a) Describe how A.E. crankshaft deflections are measured (6)
(b) State how the measurements can be checked for accuracy (5)
(c) Specify with reasons other checks that should be made on the crankshaft (5)
Crankshaft
Oct 2023
6
Jun 2024
Jan 2024
Sep 2023
Dec 2022
Oct 2022
Sep 2022
(a) The deflection of the crankshaft shall be represented by the value when the engine is cold, and since
the values measured when the engine is warm sometimes differ significantly depending on the measured
conditions, be minded not to use the value measured when the engine is warm as standard.
Stop the engine and engage the turning gear.
Start measuring deflections from the unit farthest to flywheel
Place the crank pin at the point of 30° (position ‘B’) past the bottom dead centre.
Install the deflection gauge in the pop point provided for this purpose.
Set the reading on the gauge to 0 (zero reading) at the position ‘B’ in the figure.
Slowly conduct turning of the engine in the normal direction of rotation, and measure the reading on the
scale when the crankshaft is at the angle of ‘B’, ‘C’, ‘D’, ‘E’ and ‘A’ respectively, of which data shall be
recorded.
Calculating deflection (d): Calculate the deflection values as based not the measured values and in
accordance with the following formula and record the calculated values.
Vertical (V) deflection: dV = D - A+B/ 2
Horizontal (H) deflection: dH = C - E
positive/ negative deflection: open downward (+), closing downward (-) A, B, C, D and E represent the
measured values respective at each corresponding position shown in the figure above.
(b) To plot a deflection curve using the vertical deflections for each unit, proceed as follows:
Draw a horizontal reference line below the crankshaft.
For every unit, draw a vertical line representing the vertical deflection measurement for this unit.
Draw a soft curve using the points obtained by the measurements.
Finally, draw a baseline (tangent) to this curve to see which units deviate the most from the deflection
curve.
This allows us to assess whether there are additional misalignments between the webs, even though the
deflection values are within the manufacturer’s limits.
(c)
The working surface of journals and pins to be examined for signs of corrosion or pitting caused by water
or acid contamination of the lubricating oil
Shrink-fit reference marks should be checked
Crank web deflection to be taken
The tightness of coupling bolts should be checked
Locking of coupling bolts to be examined
The tightness of oil pipes and bearing locking devices should be checked
Oil holes must be cleaned
Balance weights securing arrangement to be checked and inspection for cracks to be carried out
Plug in oil holes and check oil tightness Check crankpin bearing and main bearing clearances

MARCH 2024
Q1
(a) Describe how leak in a Heat exchanger tube is detected? How to rectify leaky tube? (8)
(b) What are the common methods to enhance heat transfer of heat exchanger? (4)
(c) Describe reasons for poor performance of heat exchanger and actions to rectify the
same. (4)
Heat exchanger
Mar 2024
(a) Procedure for leak detection in a heat exchanger
Ensure the end covers are removed from the seawater box side and secure the tube stack by dog clamp
arrangement, the tube stack should not be disturbed when the shell is under pressure.
Clean the seawater side of the cooler.
Start the fresh water cooling pump or lube oil pump (depends on the heat exchanger to be leak tested)
Let the fluid circulate through the cooler spaces on the outside of the tubes.
Leakage within the tubes or at the junction of the tube plate will show up as liquid trickling.
Identify the tube that is leaking. It is a time-consuming procedure, so be patient.

Plugging the tubes

Once the leaky tube is detected, measure the inside diameter of the tube and find suitable plugs for
plugging.
For plugging the leaky tube or tubes, plugs made of brass (the same material as the tube) or plastic are
used on either end of the leaky tube.
The plug should be driven securely to isolate it completely.
Carry out a leak test again to confirm that the leakage has been arrested.

(b) The common methods to enhance heat transfer of heat exchanger:

The use of enhanced surfaces, such as fins or extended surfaces, increases the heat transfer area,
thereby improving efficiency.
Proper sizing and selection of heat exchanger type based on specific application needs.
Optimisation of flow patterns within the heat exchanger, such as using turbulators or baffles, improves
heat transfer rates and reduces pressure drops.
Implementing thermal design improvements like counter-flow or crossflow configurations.
Using materials with high thermal conductivity.
Applying surface treatments or additives to improve heat transfer.
(c)

Q2
(a) Describe the components forming part of a Gear Pump. Explain how pumping is carried
out by gear pump? (8)
(b) By suitable drawing describe what is "back lash' and ennumerate it's importance. How is
'back lash' measured? (4)
(c) What checks will be carried out during ovethauls. (4)
Pumps & system
10 marks
Mar 2024
3 months ago
(a) Gear pumps use the actions of rotating cogs or gears to transfer fluids. The rotating element develops
a liquid seal with the pump casing and creates suction at the pump inlet. Fluid, drawn into the pump, is
enclosed within the cavities of its rotating gears and transferred to the discharge. There are two basic
designs of gear pumps: external and internal (Figure shown below).

External Gear Pump:

An external gear pump consists of two identical, interlocking gears supported by separate shafts.
Generally, one gear is driven by a motor, and this drives the other gear (the idler). In some cases, both
shafts may be driven by motors. The shafts are supported by bearings on each side of the casing.
As the gears come out of the mesh on the inlet side of the pump, they create an expanded volume. Liquid
flows into the cavities and is trapped by the gear teeth as the gears continue to rotate against the pump
casing.
The trapped fluid is moved from the inlet to the discharge around the casing.
As the teeth of the gears become interlocked on the discharge side of the pump, the volume is reduced,
and the fluid is forced out under pressure.
No fluid is transferred back through the centre, between the gears, because they are interlocked. Close
tolerances between the gears and the casing allow the pump to develop suction at the inlet and prevent
fluid from leaking back from the discharge side (although leakage is more likely with low-viscosity liquids).
External gear pump designs can utilise spur, helical or herringbone gears.
Internal gear pump:
An internal gear pump operates on the same principle, but the two interlocking gears are of different sizes,
with one rotating inside the other. The larger gear (the rotor) is an internal gear, i.e. it has the teeth
projecting on the inside. Within this is a smaller external gear (the idler – only the rotor is driven) mounted
off-centre. This is designed to interlock with the rotor such that the gear teeth engage at one point. A
pinion and bushing attached to the pump casing hold the idler in position. A fixed crescent-shaped
partition or spacer fills the void created by the off-centre mounting position of the idler and acts as a seal
between the inlet and outlet ports.
As the gears come out of the mesh on the inlet side of the pump, they create an expanded volume. Liquid
flows into the cavities and is trapped by the gear teeth as the gears continue to rotate against the pump
casing and partition.
The trapped fluid is moved from the inlet to the discharge around the casing.
As the teeth of the gears become interlocked on the discharge side of the pump, the volume is reduced,
and the fluid is forced out under pressure.
Internal gear pump designs only use spur gears.

(b) Backlash is defined as the clearance between the conjugated gear teeth flanks on a pair of gears. In
any set of gears, a certain amount of clearance is required to avoid damage caused by tooth interference.
The absence of Backlash can cause noise, overload, overheating of gears and bearings and even
premature breakage.
The backlash of a pair of cylindrical gears is measured by restricting the rotation of one shaft and
measuring the rotational motion of the other shaft with an indicator stand with a magnetic base with the tip
positioned near the diameter of the reference. When measuring the Backlash in cylindrical gears, we can
measure either on the input shaft or the output shaft.

(c) Checks carried out during the overhaul of the gear pump: Once all the parts are removed and properly
cleaned,
Check the bushings/ bearings on which gears (both driver and driven) rest and rotate.
Check the oil seal, if lips are worn or slightly damaged, they must be renewed.
Clean and check the joint sitting place on both the main shell and back cover correctly, if the joints are
damaged, they should be replaced
Check for the backlash clearance: If this is more than the permissible limit as given in the manual, the
gears might need to be changed, the clearance has to be recorded for further reference
Once completed, the gears have to be assembled and boxed up, make sure to hold the back cover
correctly and in place while the gear shafts enter the bushings/bearings.
Make sure to turn the drive shaft with your hand, and it should turn without any wobbling.

Q3
(a) How Leaks are detected and rectified on refrigerating plant? (4)
(b) Describe how suction & discharge valves are tested for tightness? (4)
(c) Describe with an illustration, how refrigerant charging is carried out? (8)
Reefer & A/C
Mar 2024
1
May 2023
(a) Leaks can be detected using the following methods:
Electronic Leak Detector:
Ventilate the compartment thoroughly before usage.
Switch on the device and adjust sensitivity.
Slowly move the probe through suspected areas, and the device will provide visual and audible alarms
upon detecting a leak.
Halide Leak Detector:
Consists of a burner, needle valve, suction tube, and chimney with a copper reaction plate.
Move the detector tube slowly through suspected areas; a change in flame color indicates a leak (greenish
tinge for small leaks, vivid blue flame for large leaks).
Soap Solution:
An old and cost-effective method.
Apply soapy foam to suspected areas; bubbles will form at the site of a leak.
Pressure Test:
Conducted in shipyards or after major repair works.
Fill dry nitrogen into the system.
Close compressor suction/discharge valves and other valves not suitable for high pressure.
Use soap solution to detect leaks.
Pressurize the system to the test pressure (around 20 bar for HP side, 15 bar for LP side).
Monitor system pressure stability over a specified duration.
(b) Suction & Discharge valve tightness check:
Discharge Valves
Close the liquid valve in the receiver outlet and collect the refrigerant.
The compressor will stop on LP trip.
Shut the suction and discharge valves quickly.
Observe the suction and discharge pressure gauges. If the discharge pressure falls roughly by 1 bar and
above in five minutes and simultaneously if suction pressure rises, then the discharge valve is leaking.
Suction Valve
Run the compressor under manual control.
Close the suction valve slowly to prevent foaming of lubricating oil in the crankcase.
With the suction valves shut, the compressor should develop a vacuum of 0.4 bar or more.
This indicates the suction valves are ‘holding’ and functioning correctly.
(c) Refrigerant Charging Procedure:
Close the condenser outlet valve.
Run the compressor to suck the lower-pressure side of the refrigerant into the condenser
The compressor stops automatically as the low-pressure cutout switch gets activated (the set point at
around 0.2 bar).
Verify the gas level in the sight glass.
Weigh the charging bottle before charging
Connect the liquid line charging hose at the liquid side charging point, usually at the filter/drier, and purge
it.
Open the liquid charging valve of the charging cylinder and start the compressor.
Keep an eye on the receiver gauge glass for an increase in level.
Check the suction gauge, and once the desired pressure has reached as per maker, stop the
compressor.
Remove the charging connection, open the condenser outlet valve, and run the system normally.
Record the weight of the refrigerant bottle.
Q4
(a) Describe by drawing a suitable diagram, Bilge water system of an ocean going ship.
Name each part/equipment with its function. (10)
(b) Discuss the commonly associated troubles with the Bilge system and their probable
solutions. (6)
Bilge, OWS & ORB
Mar 2024
2
May 2023
Feb 2023
(a)
(b) Problems associated with bilge water system and their solutions.
Engine room bilge pump not be able to take suction from Fwd. (P) bilge well while it taking suction
efficiently from Fwd. (S) and aft bilge wells. The Fwd. (P) bilge well suction filter cover gasket might be
leaking, could be the most probable cause.
While pumping out sludge to a shore facility using sludge pump, it is found that the discharge rate of pump
is very slow and suction filter is getting clogged frequently. Increasing the tank temperature, keeping an
eye on the pump suction pressure and clean the filter as soon as it drops, is the best solution to
counteract the problem.
A ballast pump is being used to de ballast a fore peak tank which is full. It is seen that suction pressure is
positive and discharge pressure is very low compared to rated discharge head. It indicates that Pump is
operating normally or Pump is not operating satisfactorily and pumping capacity is higher than rated,
throttling of discharge valve is required.
OWS is observed to be operating in flushing water when taking over watch and it suddenly stopped with
an alarm when you tried to close bypass valve, follow the CE standing instructions to inform CE.
Sludge pump suction pressure is going full vacuum when started the pump and taking water of double
bottom tank suction is checked and the suction filter was found in clean condition. Suction from fuel oil
sludge tank does not happen. Cause of the problem could be W.O. tank (D.B. tank) suction pipeline has a
blockage.

Q5
(a) Describe the uses of packed gland seal. What are the machineries they are in use? In a
running pump, how the gland packing is lubricated and kept cool? (6)
(b) Describe advantages of using gland packing. (5)
(c) Describe disadvantages of using gland packing. (5)
Pumps & system
Mar 2024
1
May 2023 - 2
(a) Gland packing is commonly used in various machinery and equipment for sealing purposes. Some of
the applications include:
Centrifugal Pumps: for sealing the shaft, preventing leakage and maintaining fluid integrity.
Reciprocating Pumps: to ensure effective sealing during the back-and-forth movement of the piston.
Valves: used in different types of valves, including gate valves, globe valves, and ball valves, providing a
reliable and cost-effective sealing solution.
Agitators and Mixers: where a rotating shaft penetrates the vessel, preventing leakage.
Compressors: In reciprocating and rotary compressors, gland packing serves to seal the rotating or
reciprocating components.
In a running pump, gland packing is lubricated and kept cool by the controlled leakage of the fluid being
pumped. The friction between the shaft and the bore of the packing generates heat, and a small amount of
controlled leakage is essential to provide lubrication and dissipate this heat. The fluid that leaks through
the packing serves the dual purpose of lubricating the interface between the shaft and packing and
carrying away excess heat generated during operation.
(b) Advantages of Gland Packing:
cost-effective than mechanical seals, making it a preferred choice in applications where initial cost is a
significant consideration.
Gland packing is versatile and can be used in a wide range of operating conditions and with various fluids
by selecting appropriate packing materials.
Maintenance of gland packing is relatively straightforward, and replacement or adjustment can be done
without extensive downtime.
Gland packing is suitable for stem sealing in different types of valves, making it a practical solution for
valve applications.
The controlled leakage of fluid through the gland packing provides a self-lubricating mechanism, reducing
friction and wear on the shaft.
(c) Disadvantages of Gland Packing:
Gland packing provides only limited control over leakage, and excess leakage can lead to environmental
concerns, especially when handling hazardous fluids.
The friction between the shaft and packing can result in wear over time, leading to reduced packing life
and potential maintenance issues.
In applications where zero leakage is critical, gland packing may not be the ideal choice, as it inherently
allows controlled leakage.
Gland packing may require periodic adjustment or replacement, leading to more frequent maintenance
compared to some mechanical seals.
In certain situations, such as starting a pump with the discharge valve closed, there is a risk of
overpressurization due to the limited control over leakage provided by gland packing.

Q6
With respect to centrifuges; (a) Explain the reasons which shall cause a purifier to overflow
(6)
(b) What are reasons that induces vibration in a purifier" (4)
(c) Explain the process of desludging? Why is the purifier amperage an important
parameter for the operator? (6)
Purifiers & system
Mar 2024

(a) Reasons for Purifier Overflowing:

Sealing water low
Excessive back pressure
Fuel temperature high or low
Oversized gravity disc
Orifice plate installed wrongly in the inlet side
Excessive feed rate
Excessive sludge deposit inside the bowl
Sealing ring leakage (Between bowl and hood)
Low rpm or wrong direction
Leaking three-way valve.
Abnormal Vibration
Bowl out of balance due to buildup of solids
Incorrect assembly
Low disc stack pressure
Spindle bearing springs weak or broken
Wrong bearings or worm gears

(b) Causes of vibration in purifier:

Sludge accumulation on one side during desludging or Sludge on one side got sticky
Bearing wear or Bearing Failure
Loose Foundation Bolts
At the time of starting, the bigger gear drives the smaller gear and at the time of stopping, The reversal of
action takes place ie, the smaller gear drives the bigger gear which is not suitable worm and gear
arrangement and vibration may occur. and further, the gear arrangement may break due to stress.
Uneven wear of friction clutch
Motor speed too low or too high

(c) The process of desludging in a centrifuge:

Close the 3-way valve for the liquid being purified. On a modern purifier, you would use the air valve to
cause the valve to close (turn off air). On manual versions, there is a pneumatic switch.
Open “sealing water” for a short period to eject some of the purified liquid from the bowl - this is optional.
Close “operating water”
Open “shooting or desludging water” and listen for a metallic clang as the bowl opens. (Amps drawn will
drop)
Close “shooting water”
Open “operating water” wait 30 seconds
Open “Sealing water” watch for water discharge (water discharge pipe - model dependent)
When water is observed close the “Sealing water”
Open the 3-way valve - observe back pressure to ensure that bowl has closed (Amps will rise.)

Q7
(a) Explain with a sketch showing the components of an auxiliary engine fuel valve, the
complete maintenance procedure including the removal of the fuel valve, pressure-testing
and overhaul. (12)
(b) What are the precautions to be taken before installation of a fuel valve on the cylinder
head? Indicate the special tools that may be required for the fuel valve removal and
overhaul. (4)
Fuel pump & injectors
Mar 2024
(a) The fuel injector nozzle contains a non-return valve labelled nozzle valve, which is forced open against
the spring loading by pressure of fuel from the fuel pump.
The upper part of the nozzle (or needle) valve is lapped into the nozzle body within which it works freely.
The lower part is of smaller diameter having at its extremity a valve face and at the junction of the two
diameters a shoulder. The upper end has a small extension or spigot which engages with the valve
spindle.
Fuel is delivered to an annular space in the nozzle via a hole, drilled through the nozzle body from the
inlet. The nozzle valve is forced from its seat in the nozzle body by the pressure of fuel from the pump,
acting on the shoulder of the needle valve. Pressure from the fuel pump also forces the fuel through the
holes in the nozzle to form a fine spray in the engine combustion chamber.
Maintenance:
Injectors should be taken out for examination, external cleaning and testing at regular intervals based on
running hours as recommended by the makers handbook or as dictated by operational factors. Injector
opening pressure, spray pattern and effective closing without leakage, are checked with a test pump.
Defective injectors require overhaul in very clean conditions with special tools.
On board overhaul may be carried out or alternatively nozzles may be sent to a specialist firm. After a
replacement nozzle has been fitted in the nozzle holder, injector spring compression is set on the test rig
and then the spray pattern and effective closing are checked.
Inexperienced personnel must be warned against contact with the nozzle tip when testing. Spray intensity
is sufficient to puncture the skin and inject fuel.
For cleaning the fuel injectors, a special set of tools is available and contains the following main items:
brass wire brush, nozzle body groove scraper, probing tool nozzle body seat cleaner, nozzle body dome
cavity cleaner.
Q8
The exhaust temperatures of an auxiliary diesel engine are found to be excessive and
uneven at normal load, with dark exhaust at the funnel. Describe EACH of the following: (a)
An investigation of the situation (5)
(b) The procedure to remedy the immediate problems (6)
(c) Any further action that might be necessury (5)
Troubleshooting
Mar 2024
5
Apr 2024 - 2
Dec 2023
Oct 2023
Sep 2023
Dec 2022
(a) Investigation of the Situation:
Exhaust Smoke Color:
The dark exhaust at the funnel indicates incomplete combustion and excessive carbon particles in the
exhaust. Investigation is needed to identify the root cause.
Air-related Problems:
Check the turbocharger air filter for choking and clean or replace it if necessary.
Inspect the turbocharger turbine blades for fouling or damage, affecting turbocharger RPM.
Examine the turbocharger inlet grid in the exhaust manifold for choking.
Check compressor blades for dirt or damage affecting air compression.
Fuel-related Problems:
Check fuel temperature, as low temperature can lead to poor atomization.
Inspect fuel injectors for dripping or malfunction.
Verify the timing of fuel pumps.
Examine fuel injector holes for wear.
Check the opening pressure of fuel injectors.
Ensure the correct fuel grade and quality are used.
Verify valve lift of fuel injection valves.
Check for unbalanced engine operation.
Investigate if any units are not firing.

(b) Procedure to Remedy Immediate Problems:

Stuck Fuel Rack: If a fuel rack is stuck, manually pull it back and lubricate it. If it doesn't free up, replace
the fuel pump with an overhauled one.
Low Turbocharger Speed: Attempt turbine washing or dry grit cleaning. If speed doesn't improve after
multiple washes, open and clean the turbine.
Temperature Drop Across Turbocharger: Perform turbine washing. If the issue persists, open the turbine
and clean it.
Dirty Turbocharger Compressor: Perform water washing of the blower. If it's ineffective, open and clean
the compressor.
Dirty Air Filter: Replace the air filter and adjust the mesh density if needed.
Incorrect Fuel Pump Timing: Re-adjust the fuel pump timing to the manufacturer's specifications.
Faulty Fuel Injection Valves: Stop the engine, pressure test all fuel valves, and rectify any faults found.
Low Fuel Temperature: Heat up the fuel to the recommended temperature as per the manufacturer's
guidance.
(c) Further Action:
Address any issues found during the immediate remedy procedure, such as repairing or replacing faulty
components.
Regularly monitor exhaust conditions and perform routine maintenance to prevent recurrence of issues.
Analyze data and trends from the engine's performance monitoring system to detect potential problems
early.
Perform regular maintenance of the turbocharger, fuel injection system, air filters, and other relevant
components to ensure optimal performance.
If the problem persists despite corrective actions, consider a comprehensive inspection or even an
overhaul of the engine's major components to ensure long-term reliability and efficiency.

Q9
(a) What is Accumulation of pressure test for Boiler and what is its purpose? (6)
(b) Describe the detalled procedure for an Accumulation of pressure test. (10)
WHRS & Boiler
Mar 2024
1
Feb 2023
(a) The capacity of the safety valve is checked by an accumulation test. This test is carried out to see
whether this safety valve is suitable or not for this boiler. As per the Classification Society requirement,
during a test of 15 minutes for fire tube boilers or of 7 minutes for water-tube boilers, with the stop valves
closed and under full firing conditions, the accumulation of pressure is not to exceed 10 per cent of the
working pressure. During this test, no more feed water is to be supplied than is necessary to maintain a
safe working water level.
The purpose accumulation pressure test is:
To detect whether the safety valve is suitable for this boiler or not.
To limit the rise in boiler pressure under full fire conditions.

(b) Procedure for boiler accumulation pressure test:

Ensure that the boiler is properly prepared for testing, including cleaning and draining as necessary, and
that all equipment and instruments are calibrated and in good working condition.
Ensure the boiler is isolated from the rest of the system during the test by closing the Steam Stop Valve.
Identify the maximum allowable working pressure (MAWP) of the boiler and calculate the target pressure
for the accumulation test, which is typically 1.5 times the MAWP.
Fire the boiler and slowly raise the pressure inside the boiler to the target pressure, taking care to monitor
the pressure gauge and other instrumentation to ensure that the pressure is increasing steadily and that
there are no signs of distress or leakage in the boiler components.
Once the target pressure is reached, hold the pressure steady for the specified duration of the test, around
15 minutes for the fire tube and 7 minutes for the water tube boiler. During this time, closely monitor the
boiler components for any signs of distress, such as leaks, deformations, or unusual vibrations.
Measure the amount of steam released by each safety valve during the test and compare it to the
manufacturer's specifications to ensure that they are operating correctly.
Record all measurements and observations during the test and compare them to previous test results and
industry standards to identify any trends or deviations.
Once the test is complete and the pressure has been released from the boiler, inspect all components for
any signs of damage or wear and make any necessary repairs or replacements.
Document the results of the test and any maintenance activities in the logbook or other records.

JANUARY/JUNE 2024
Q1
Draw cooling water system of main engine and naming each component and describe flow
of cooling water through the system. (16)
Cooling system & FWG
Jan 2024
1
Jun 2024
Header Tank/ Expansion Tank:
Expansion tank having mainly three functions storage of fresh water, Maintaining constant head and
allowing for the expansion/contraction of the water as its temperature changes. It is also known as a
Makeup water tank.
Air Separator/ De-Aerator:
It is an important component in the system, de-aerator removes the air accumulated in the system. Air
accumulates in the system because of the heating of water or improper purging after maintenance. If it is
not removed air lock in the system is likely to happen
J.W Cooler
Cooling can be done by dedicated coolers which cools the hot jacket water from the main engine. The
cooling medium is fresh water or sea water, in new ships central cooling systems are used, where fresh
water is a cooling medium.
Circulating Pump:
There are two jacket water circulating pumps used onboard with a discharge pressure of 3-4 bars. The
Circulating Pump takes suction from the deaeration tank to the main engine.
Pre-Heater:
When the main engine is not running or the ship is passing through colder areas it is necessary to keep
the jacket water temperature at 80-85 degree Celsius. To do this job a Preheater is provided, which will
not allow the jacket water temperature below 80-85 degrees Celsius.
Fresh Water Generator:
Fresh water generators act as a cooling component in the jacket water system. It uses the waste heat to
produce distilled water.
Valve controller
This will control the three-way valve according to the jacket water engine outlet temperature. If the
temperature at the outlet is less than the desired value valve controller bypasses the cooler with the help
of 3 way valve

Q2
Describe the Stern Tube Lubrication System by drawing a schematic diagram and
explaining function of each component. (16)
Propeller, shafting & thrusters
Jan 2024

Stern Tube Lubrication System:

Drain Tank: The stern tube lubrication system consists of a drain tank that acts as a reservoir for the
storage of oil. The drain tank is a double-bottom tank located in the aft of the engine room.
Oil Pumps: The system consists of two sets of oil pumps. The purpose of having two pumps is that if one
pump fails, the other pump can take over and continue the operation. The pump draws suction from the
drain tank and sends it to the oil cooler.
Oil Cooler: The cooler cools the lubricating oil and maintains the temperature of the oil to its optimum
range for effective lubrication and sealing operation. The cooling medium used is water.
Header Tank: The oil reaches the header tank at the full load condition, and from there, it overflows to the
ballast condition header tank. Both the tanks have an outlet valve located at the tank bottom. The
pressure head is exerted by the oil level in the header tank, and the water draught is monitored in the
pressure gauge. A drain valve is fitted to check water intrusion. A small pressure differential of air
(increase in pressure) ensures water exclusion.
Stern Tube Bearing: The lubricating oil passes through the Stern tube bearing. The oil pressure is
sufficient to generate hydrodynamic fluid film lubrication. Since a static head generates oil pressure, it is
sometimes called static lubrication.
Forward Seal: The diagram also shows a lubrication system for the forward seal. The oil circulation within
forward seals is achieved by natural convection. Oil in the forward seal tank is cooled by a cooler. In some
cases, the tank is provided with radiation fins on the tank surface. The air in contact with the fins cools the
tanks, which in turn cools the oil.
The Sealing rings are spring-loaded and seal the shaft against water ingress. The forward sealing rings
prevent oil leakage to the sea by Spring load and oil pressure of the system. The lip seal keeps oil within
the Stern tube and accepts slight misalignment. Chrome Steel liners are located at the aft and forward
ends of the propeller shaft. They act as rubbing surface lip seals. The liner at the outboard end protects
the Steel shaft from seawater and corrosion. The lubrication system is connected between the two fwd
seals.
Q3
Describe following procedures for rudder maintenance in a dry dock.
(a) What is Jumping Clearance and why is it considered a value of importance? (8)
(b) What is Rudder Drop and describe the procedure for measuring the rudder drop? (8)
Steering & stabilisers
Jan 2024
1
Jun 2024
(a) Pads are welded to the hull and rudder. A clearance is given (sometimes referred to as the jumping
clearance). As the carrier wears this clearance will increase.
The jumping clearance is required to prevent damage to the steering gear, regardless of the rudder type.
Therefore the maximum jumping clearance should always be less than the clearance between the tiller
and steering gear . An increasing jumping clearance can indicate that the bearing wear is excessive. Less
jumping clearance causes striking of the tiller with the ram and causes damage to it. There is not much
significance of it in the rotary vane steering gear system
(b) "Rudder drop" - is the wear down of the rudder carrier bearing. It is measured by a 'trammel gauge'.
The trammel gauge is an L-shaped instrument. A point is marked on the rudder stock and another point is
marked on the hull inside the steering gear room (Here it is on the Deckhead girder). The distance
between these points is measured and recorded at the time of construction. The difference between the
original and the measured is called rudder drop or rudder wear down as shown in Fig.

Q4
Describe following non-destructive test methods:
(a) Dye penetration test - principle, and method in detail. (8)
(b) Magnetic particle testing - principle and method in detail. (8)
Materials
Jan 2024
2
Jun 2024
Feb 2023

(a) Dye penetration test:

Dye penetration testing is a non-destructive testing method that is used to detect surface-breaking flaws in
any material that is not porous on the surface. The test is based on the principle of capillary action that a
liquid dye will penetrate surface-breaking flaws but will not penetrate into sound material. The dye is then
forced out of the flaws by a developer, and the flaws are made visible by applying a powder or a
fluorescent dye.
The dye penetration test is a simple and effective method for detecting surface-breaking flaws in non-
porous and ferromagnetic materials. The test is relatively inexpensive and can be performed quickly and
easily. The test is also non-destructive, which means that the material being tested does not need to be
repaired or replaced after the test is completed.
The dye penetration test is used to inspect a wide variety of materials, including steel, iron, and nickel.
The test is used to inspect a variety of products, including castings, forgings, welds, and machined parts.

(b) Magnetic particle testing:

When ferromagnetic material (typically iron or steel) is defect-free, it will transfer lines of magnetic flux
(field) through the material without any interruption.
But when a crack or other discontinuity is present, the magnetic flux leaks out of the material. As it leaks,
magnetic flux (magnetic field) will collect ferromagnetic particles (iron powder), making the size and shape
of the discontinuity easily visible.
However, the magnetic flux will only leak out of the material if the discontinuity is generally perpendicular
to its flow. If the discontinuity, such as a crack, is parallel to the lines of magnetic flux, there will be no
leakage and, therefore, no indication observed. To resolve this issue, each area needs to be examined
twice. The second examination needs to be perpendicular to the first, so discontinuities in any direction
are detected. The examiner must ensure that enough overlap of areas of magnetic flux is maintained
throughout the examination process so discontinuities are not missed.
The magnetic particle test is a simple and effective method for detecting surface-breaking and subsurface
flaws in ferromagnetic materials. The test is relatively inexpensive and can be performed quickly and
easily. The test is also non-destructive, which means that the material being tested does not need to be
repaired or replaced after the test is completed.
Q5
(a) Describe types of arc welding processes. (8)
(b) Describe what level of temperatures are reached during arc welding. (4)
(c) Describe precautions taken to avoid health and shock hazards during welding. (4)
Welding
Jan 2024
1
Jun 2024

(a) Types of Arc welding:

Shielded Metal Arc (SMAW) Welding: SMAW (sometimes called "stick welding") is the most common and
accessible type of arc welding. It makes use of a consumable, hand-held electrode (the "stick"). This
electrode is coated with flux, which melts at the tip of the electrode and produces the shielding gas, as
well as a slag product that protects the weld from oxidation during welding.
Flux Cored Arc Welding (FCAW): This is similar to SMAW welding, but it is semi-automatic. The
consumable electrode used contains flux and it is continuously fed.
Metal Inert Gas (MIG) Welding: This welding technique uses shielding gas to protect the molten metals
from the atmosphere. The metal consumable electrode is machine-fed.
Tungsten Inert Gas (TIG) Welding: This welding method uses a non-consumable electrode made of
tungsten, and therefore requires a filler wire to be fed to make the weld. Shielding gas is necessary.
Submerged Arc Welding (SAW): This strategy is used with automated welding processes, where the joint
to be welded is completely submerged in flux. The flux is conductive when molten, and the weld is
completed below this blanket of flux.
Plasma arc welding:
This type of welding uses ionised gases and electrodes to form hot plasma jets. It’s similar to TIG welding,
but the plasma arc is separate from the shielding gas envelope due to positioning the electrode within the
body of the welding torch.

(b) Arc temperature can reach up to 10,000 degrees Fahrenheit (5,500 degrees Celsius), sufficient for
melting and joining workpiece edges.
In the welding process, the arc is moved along the joint line for long joins. The front edge of the welding
pool melts the surfaces, and the rear edge solidifies, forming the joint. A filler metal (filling rod or wire) may
be used for better bonding, with its chemical composition similar to that of the workpiece.
The molten metal in the weld pool is chemically active and reacts with the atmosphere, leading to potential
contamination. Neutral shielding gases (e.g., argon, helium) or shielding fluxes are employed to protect
the weld pool from atmospheric contamination.
(c) Health Hazards and Precautions:
Health hazards associated with welding, cutting, and brazing operations include:
Respiratory irritation
Metal fume fever
Lung cancer
Skin cancer
Damage to the nervous system
Asphyxiation
Safety hazards include burns, eye damage, electric shock, cuts, and injuries to toes and fingers, as well
as the risk of fires and explosions. Control measures include elimination, engineering controls (local
exhaust ventilation), work practices (remove coatings before welding), worker training, and personal
protective equipment (PPE) like respiratory protection.
Risk assessment and occupational hygiene air sampling can be conducted to determine health and safety
risks, and work exposure, and identify necessary control measures.

Q6
A centrifugal pump has been opened up due to abnormal noise:
(a) List the checks you will carry out on various parts (4)
(b) Name the parts which may require replacement (4)
(c) Checks to be carried out after assembly (4)
(d) Operational parameters, which may be required to be compared with manufacturers test
record. (4)
Pumps & system
Jan 2024
4
Jun 2024
Oct 2023
Sep 2023
Dec 2022
(a) Checks on Various Parts:
Bearing Inspection:
Inspect bearing for any signs of wear, damage, or noise.
Check for smooth rotation without any roughness or vibrations.
Confirm lubrication is adequate.
Impeller and Wear Rings:
Measure clearance between impeller and top/bottom wear rings.
If clearance exceeds manufacturer's recommendation, consider replacement.
Check the impeller for cavitation marks. If in excess, replace impeller.
Shaft Sleeve:
Inspect for wear and tear.
If worn out, replace with a new shaft sleeve.
Casing and Shaft:
Clean and inspect casing and shaft for any damage or deformation.
Ensure there are no obstructions that could cause noise.
Couplings:
Inspect couplings for misalignment or damage. Ensure that they are securely fastened.

(b) Parts Requiring Replacement:

Impeller: If the impeller is damaged, excessively worn, or imbalanced, it may need to be replaced.
Wear Rings: If clearance between impeller and wear rings is beyond acceptable limits.
Shaft Sleeve: If worn out and affecting performance.
Bearing: If bearing shows signs of wear, damage, or noise.
Mechanical Seal: If any parts of the mechanical seal are damaged or leaking.
Bearing Bush: If bearing bush at the casing bottom is worn beyond acceptable limits.
Worn Components: Any other components found to be excessively worn, damaged, or out of tolerance
during inspection should be replaced as needed.

(c) Checks After Assembly:

Mechanical Seal Check:
Conduct a leak test by filling the casing with liquid and ensure the mechanical seal is not leaking.
Confirm that the seal is properly aligned and functional.
Pump-Motor Coupling:
Fit the distance piece for connecting the pump and motor coupling.
Attach coupling discs and ensure secure fitting.
Operational Check:
Start the pump and observe its operation.
Check for smooth rotation, absence of noise, and stable performance.
(d) Operational Parameters for Comparison:
Suction Pressure: Compare with manufacturer's test record to ensure it falls within acceptable range.
Discharge Pressure: Check against the manufacturer's recorded data to verify consistency.
Motor Current: Compare current draw with the manufacturer's specifications to identify any abnormalities.
Flow Rate: Compare the flow rate with the manufacturer's test data to ensure it meets the expected
values.
RPM (Revolutions Per Minute): Compare the pump's operating speed with the manufacturer's
recommended RPM for that pump model.
Vibration Levels: Measure vibration levels during operation and compare them with acceptable limits
specified by the manufacturer.
Noise Levels: Compare the noise levels of the pump during operation with the manufacturer's
recommendations to identify any abnormal noises that may indicate underlying issues.

Q7
(a) Describe how Auxiliary engine crankshaft deflections are measured. (6)
(b) State how the measurements can be checked for accuracy. (5)
(c) Specify with reasons other checks that should be made on the crankshaft. (5)
Crankshaft
Jan 2024
6
Jun 2024
Oct 2023
Sep 2023
Dec 2022
Oct 2022
Sep 2022
(a) The deflection of the crankshaft shall be represented by the value when the engine is cold, and since
the values measured when the engine is warm sometimes differ significantly depending on the measured
conditions, be minded not to use the value measured when the engine is warm as standard.
Stop the engine and engage the turning gear.
Start measuring deflections from the unit farthest to flywheel
Place the crank pin at the point of 30° (position ‘B’) past the bottom dead centre.
Install the deflection gauge in the pop point provided for this purpose.
Set the reading on the gauge to 0 (zero reading) at the position ‘B’ in the figure.
Slowly conduct turning of the engine in the normal direction of rotation, and measure the reading on the
scale when the crankshaft is at the angle of ‘B’, ‘C’, ‘D’, ‘E’ and ‘A’ respectively, of which data shall be
recorded.
Calculating deflection (d): Calculate the deflection values as based not the measured values and in
accordance with the following formula and record the calculated values.
Vertical (V) deflection: dV = D - A+B/ 2
Horizontal (H) deflection: dH = C - E
positive/ negative deflection: open downward (+), closing downward (-) A, B, C, D and E represent the
measured values respective at each corresponding position shown in the figure above.
(b) To plot a deflection curve using the vertical deflections for each unit, proceed as follows:
Draw a horizontal reference line below the crankshaft.
For every unit, draw a vertical line representing the vertical deflection measurement for this unit.
Draw a soft curve using the points obtained by the measurements.
Finally, draw a baseline (tangent) to this curve to see which units deviate the most from the deflection
curve.
This allows us to assess whether there are additional misalignments between the webs, even though the
deflection values are within the manufacturer’s limits.
(c)
The working surface of journals and pins to be examined for signs of corrosion or pitting caused by water
or acid contamination of the lubricating oil
Shrink-fit reference marks should be checked
Crank web deflection to be taken
The tightness of coupling bolts should be checked
Locking of coupling bolts to be examined
The tightness of oil pipes and bearing locking devices should be checked
Oil holes must be cleaned
Balance weights securing arrangement to be checked and inspection for cracks to be carried out
Plug in oil holes and check oil tightness Check crankpin bearing and main bearing clearances

Q8
(a) Describe working of a Mechanical Shaft seal with a diagram. How working fluid leak is
prevented? (8)
(b) What are the causes of Mechanical Shaft seal failure? (4)
(c) Describe the advantages and disadvantages for mechanical shaft seal usage. (4)
Pumps & system
Jan 2024
2
Jun 2024
Nov 2022
(a) A mechanical shaft seal is a device used to prevent the leakage of working fluids, typically in
applications involving rotating shafts.
The mechanical shaft seal consists of two main components:
Rotating Face (Yellow): This is a flat, circular face that is attached to the rotating shaft.
Stationary Face (Orange): This is another flat, circular face that is stationary and housed within the seal.
The working fluid, which may be a process fluid, provides lubrication for the seal faces. The seal faces are
designed with extreme precision, with flatness within 11 millionths of an inch. This precise machining
creates the primary sealing point in the seal.
The sealing action is maintained by the closing forces acting on the faces, which result from a combination
of spring pressure and the pressure of the process fluid. These forces keep the rotating and stationary
faces pressed together.
A small amount of opening force allows a controlled migration of process liquid between the seal faces.
This liquid is critical for the seal's performance, as it provides cooling and lubrication. By controlling the
flow of this liquid, the seal can maintain a proper seal while minimizing wear and heat generation. This
effectively prevents the leakage of the working fluid.
(b) Mechanical shaft seal failure can be attributed to three main factors:
Temperature: High temperatures can accelerate the rate of wear and other destructive failure modes at
the seal face. Increased temperature can lead to material fracture, distortion, and leakage. Excessive heat
generated at the seal interface can be detrimental to the seal's performance.
Pressure: Fluid pressure can create extra heat at the seal face, which can contribute to wear and other
failure modes. As pressure increases, the probability of seal failure also goes up. Elevated pressure can
lead to increased friction and stress on the seal components.
Velocity: The speed at which the shaft rotates can affect the seal's durability. High velocity can cause
rapid wear and damage to the seal face. It may lead to issues like extrusion and damage to elastomeric
components of the seal.
(c) Advantages:
Mechanical seals have lower frictional drag compared to traditional packing, which results in improved
pump efficiency.
Mechanical seals do not wear out shafts or sleeves as fast as packing rings. They have a longer lifespan.
Can achieve near-zero leakage, while packing rings often require some level of visible leakage for proper
lubrication.
Properly applied mechanical seals require less periodic maintenance than packing, reducing downtime
and costs.
Specially designed mechanical seals can be applied to higher pressures and speeds than traditional
packing, making them suitable for demanding applications.
Disadvantages:
Less tolerant of shaft deflections and misalignment compared to packing.
Less tolerant of dirty or contaminated liquids and may require additional equipment like cyclone separators
to clean the liquid.
May require expensive seal piping to flush and quench the seal, adding to the overall cost.
Generally more expensive than packing rings, which can increase the initial equipment cost.
Q9
With reference to lifeboats and davits describe (a & b) with the aid of sketches:
(a) The purpose and types of "limits switches" (6)
(b) The centrifugal brake and state the method of testing (5)
(c) Enumerate routine maintenance of the lifeboat engine and the life boat winch. (5)
Life Saving Appliance
Jan 2024
2
Jun 2024
Nov 2022
(a) The limit switch serves to cut power to the Davit winch motor before the Davit arms reach the hard
stops. The limit switch must be wired into either the control circuit or the power circuit and stop the arms a
minimum of 12 inches before hard contact will occur. If the Davit winch motor were to pull the arms all the
way to the hard stops, catastrophic damage could occur to either the motor, the gearbox, or the wire
ropes.
Types of limit switches:

Open Limit Switch: This type of limit switch is designed to open the electrical circuit when the davit arms
approach the specified limit or hard stop. When the switch opens, it interrupts the power supply to the
Davit winch motor, preventing further movement of the arms.
Close Limit Switch: Close limit switches operate in the opposite manner. They close the electrical circuit
when the davit arms approach the designated limit. This closure of the circuit can trigger control actions,
such as stopping the motor or signalling the operator that the limit has been reached.
(b) The centrifugal brake system consists of brake shoes that are of a calculated weight. These shoes act
on the liner surface of a stationary drum. The brake shoes are normally held in place by restraining
springs.
To test the Hand brake, you should manually lift the handle of the brake mechanism. Lifting the weighted
lever releases the hand brake. When the weighted lever is lifted, the brake lining loses contact with the
brake drum, allowing the drum to start rotating.
Observe the descent of the lifeboat during this test. Ensure that the lowering speed of the lifeboat does not
exceed 36 meters per minute. If the descent speed remains within this limit, it indicates that the centrifugal
brake is functioning properly.
 OR

(c) Routine maintenance of the lifeboat engine and the lifeboat winch:

The engine should be tried out weekly.

Check the quantity of fuel.
Propulsion has to be checked on both the fwd and astern sides.
Mechanical linkage and electrical equipment of launching gear are checked including lubrication.
Cleaning of the limit switch of Davit.
According to SOLAS weekly the lifeboat will be lowered up to the embarkation ladder and all davit
mechanisms will be inspected and checked.
Winch-type hand-operated brake will go static and dynamic test.
Lifeboat should be launched once in 3 months and go for a round in order to ensure the proper functioning
of lifeboat.

FEBRUARY / JULY 2024

Q1
(a) Under which all circumstances, drydocking of a vessel is required. (8)
(b) What all repair and maintenance works are expected to be carried out in Dry Dock? (8)
Dry-dock
Feb 2024
3
Jul 2024
Sep 2023
May 2023 - 2
(a) Drydocking of a vessel is typically required under the following circumstances:
Regular inspections and surveys as per regulatory requirements (e.g., statutory surveys by classification
societies).
Repairs and maintenance that cannot be conducted while the vessel is afloat, such as extensive hull
cleaning, painting, or repairs below the waterline.
Overhaul or replacement of major components like propellers, shafts, rudders, or sea valves.
Structural repairs due to damage, corrosion, or fatigue.
Installation or inspection of equipment that requires the vessel to be out of the water (e.g., thrusters,
stabilizers).
Conversion or modification works that necessitate the vessel to be out of service and in a controlled
environment.
Upgrades to comply with new regulations or improve operational efficiency.
Assessment and repair of damage caused by grounding, collision, or other accidents.
(b) Repair and maintenance works are expected to be carried out in Dry Dock are::
Hull cleaning, blasting, and painting.
Inspection and repair of the propulsion system, including propellers, shafts, bearings, and rudders.
Overhaul and inspection of sea valves and other through-hull fittings.
Structural inspections and repairs to the hull, including welding, plating, and stiffener renewal.
Inspection and maintenance of the bilge and ballast systems.
Examination and repair of the ship's bottom and keel blocks.
Inspection and maintenance of the ship's machinery, such as engines, boilers, and auxiliary equipment.
Replacement or repair of electrical and piping systems.
Inspection and testing of safety equipment, including lifeboats, davits, and fire suppression systems.
Installation or upgrade of equipment to comply with new regulations or improve operational efficiency.

Q2
(a) Describe with suitable schematic diagrams inspections and checks to be conducted on
Tail Shaft, highlighting areas to be attended. (10)
(b) Describe the procedure for repair in way of shaft comical arca. (6)
Propeller, shafting & thrusters
Feb 2024
3
Jul 2024
Sep 2023
May 2023 - 2
(a) The propeller and stern tube assembly is an independent survey from the docking survey. The survey
would typically include the complete withdrawal of the propeller and tail shaft. It could consist of an
examination of the following, as applicable:
Visual inspection of the propellor
Fasteners and leak tightness of the hub and blades would be carried out on the controllable pitch
propellers
Dismantling of the CPP may not be carried out unless considered necessary by the surveyor
Wear down measurement and recording of the aft bearing
Aft stern tube seal leakage testing and recording
Propeller nut and threaded end of the tail shaft
Propeller cone, key and keyway
The use of an efficient crack detection method on the aft end of the cylindrical part of the tail shaft and part
or all of the tail shaft taper
Where the propellor fitting is by solid flange coupling, crack detection is to be carried out on the flange fillet
area of the tail shaft
Tail shaft in the way of stern tube bearings
Stern tube bearing(s) clearance measurements.
On re-assembly, the following is noted:
Propellor push-up distance and hydraulic force
Wear down measurement and recording
Aft stern tube seal leakage performance
Refitting of any rope guards/cutters
(b) Corrosion on the conical part of the propeller shaft may be repaired by machining the taper. This will
result in the propeller moving forward which must be contracted by fitting a spacer between the shaft
couplings. The maximum thickness allowed for this spacer is 25% of the intermediate shaft flange
thickness. It is therefore the intermediate shaft flange thickness that determines the maximum amount that
can be machined off the cone.
e.g. Intermediate shaft coupling flange thickness 100-120 mm, then maximum spacer which may be
employed = 25 mm, if propeller shaft taper = 1 in 12 the radial amount which may be machined = 25/12 =
approx. 2mm
The surface contact of the propeller bore to the shaft cone should be checked using Prussian blue. There
should be a minimum of 70 % contact equally distributed.

Q3
Explain in detail how you would isolate one section of a water sprinkler system for routine
maintenance. Describe all tests and inspections you would make and how you would return
the system to service. (16)
Fire
Feb 2024
4
Jul 2024
Oct 2023
Sep 2023
Dec 2022
Isolating a Water Sprinkler System for Routine Maintenance:
Isolation:
Communication: Inform the bridge about the maintenance activity, outage time, and expected completion
time.
Main Sectional Valve: Close the main sectional valve to isolate the specific section of the water sprinkler
system.
Alarm Disabling: Disable the alarm for the isolated section either locally or from the bridge. This prevents
false alarms during maintenance.
Seawater Pump: Disable the auto start of the seawater pump to prevent unintended water supply to the
isolated section.
Drain Valve: Open the drain valve for the isolated section. This allows any water in the section to be
drained into the scupper.

Regular Maintenance:
Valve Greasing: Regularly grease the various valves in the system and ensure their freedom of
movement.
Pressure Gauge: Log pressure gauge readings before and after each alarm valve. This helps in checking
the tightness of the non-return valve.
Alarm System Check: Test the alarm system by opening test valves to verify the functioning of audible and
visual alarms.
Pressure Tank Check: Check the level of the pressure tank and recharge it if necessary with fresh water
and air.
Centrifugal Pump Test: Test the centrifugal saltwater pump by closing the isolating valve and draining the
pressure switch circuit. Check if the pump starts automatically and log the delivery pressure.
Sprinkler Head Inspection: Regularly inspect each sprinkler head for leaks, corrosion of connectors, and
salt deposition.
Bulb Verification: Ensure the appropriate temperature-sensitive bulb is fitted to different temperature
zones of the sprinkler system.
Individual Section Alarm: Check alarms for individual sections to ensure proper indication of the activated
section.
Valve Operation Check: Inspect the isolation valve for the section to ensure proper operation and
indication.

Returning to Service:
Refill and Pressurize: Slowly open the section isolation valve to allow water to refill the isolated section.
Initially, keep the drain valve slightly open to flush out any debris.
Tank Replenishment: As the section fills, the water tank level will fall. Replenish the tank to the required
level only after fully opening the stop valve.
Pressure Tank Re-Pressurization: Re-pressurize the pressure tank with air up to the recommended
pressure, typically around 8-8.5 Bar.
Seawater Pump: Put the seawater pump back into auto mode so that it starts and stops as needed.
Alarm Reset: Reset the alarm system to normal mode, ensuring that all alarms are functional.

Q4
Describe a procedure for cylinder liner calibration indicating how the readings are recorded
to allow for easy recognition of liner wear. (16)
Cylinder liner
Feb 2024
1
Jul 2024
A cylinder liner is calibrated by measuring the internal diameter using a micrometre gauge. It is routinely
carried out during a unit overhaul when the running gear, cylinder head and piston have been removed.
So that the measurements can be directly compared to previous readings and a wear rate calculated, the
position of the measurements is standardised by using a gauging point template (straight edge template),
which in practice is a piece of flat bar hung over the side of the liner. The bar has holes drilled in it at the
appropriate gauging points. The liner should be gauged and be within the limits of wear given by the
manufacturer. (0.6 – 0.8% of original diameter). This assessment must include the Projected wear rate so
that the liner will still be within limits at the next overhaul. If the liner shows evidence of ovality or clover
leafing, it should be honed to bring it back to a circular shape before calibration. Any signs of micro-
seizure should be investigated, and the lubrication restored to normal levels.

Liner calibration procedure:

Before calibrating the liner remove the undulations and corrugations on the liner surface using a Flex
Honor.
Fit the funnel below the liner to collect all the remnants produced while honing.
Clean the liner and remove all the abrasive particles. Inspect the liner.
The appearance of the liner surface shows whether the lubrication is adequate.
Examine the combustion space for any surface cracks on the liner.
Place the template on the top surface of the liner, and measure the inner diameter of the liner using an
inside micrometer at the holes provided on the template.
Ensure that the temperature of the liner and micrometer are the same.
Take a reading at different vertical positions in forward-aft and port-starboard directions with particular
attention to combustion space.
Q5
(a) State, with reasons, the causes of fatigue cracking of engineering components. (4)
(b) State, with reasons, how material and design defects can influence fatigue life. (6)
(c) With reference to engine bed plate transverse girders explain how the incidence of
fatigue cracking can be minimized. (6)
Materials
Feb 2024
4
Jul 2024
Oct 2023
Sep 2023
Dec 2022
(a) Fatigue cracking of engineering components is primarily caused by cyclic loading, where the material
experiences repeated cycles of loading and unloading. These cycles create stress fluctuations within the
material, even when the applied loads are significantly below the yield strength. The repetitive nature of
these stress fluctuations leads to the initiation and propagation of cracks within the material.
The factors that contribute to the initiation and propagation of fatigue cracks:
Cyclic Loading: Repeated application of loads induces stress variations in the material, which eventually
leads to crack formation and propagation.
Stress Concentration: Components with geometric features such as sharp corners, notches, or surface
defects concentrate stress, making them susceptible to crack initiation under cyclic loading.
Material Defects: The presence of inclusions, voids, porosity, or other defects within the material can act
as stress raisers, facilitating crack initiation and propagation.
Residual Stresses: Residual stresses remaining in the material from manufacturing processes like
welding, heat treatment, or cold working can significantly reduce the material's fatigue strength, promoting
fatigue cracking.

(b) Influence of Material and Design Defects on Fatigue Life:

Surface Roughness and Defects: Rough surfaces or manufacturing defects create stress concentration
points, accelerating crack initiation.
Material Quality: Poor material quality, such as coarse grain structure or improper chemical composition,
can lower fatigue strength.
Residual Stresses: High residual stresses from manufacturing processes reduce the fatigue life of
components.
Corrosion and Erosion: Corrosion weakens the material, and erosion due to fluid flow can lead to fatigue
cracking.
Notch Sensitivity: Poor design leading to abrupt changes in geometry can increase stress concentration
and accelerate fatigue cracking.
Stress Raisers: Design features like sharp corners, abrupt changes in section, and inadequate fillets can
promote stress concentration.
(c) The transverse girder acts as a simple beam with the forces of combustion acting on the piston
passing down through the bearing. The forces acting on the head are passed through the Tie Bolts. It can
be seen that to reduce the bending moment, the tie-bolts have to be brought closer to the crankshaft. The
limit to this is the securing arrangement required for the main bearing keep. One method is to use two
bolts (which can be made of smaller diameter) each side of the main bearing keeps instead of one (thick)
bolt. Sulzer use an alternative and very successful method in the form of jacking bolts. This jack up
against the bottom of the A-frame.

Q6
(a) Describe different components used in soldering process. (6)
(b) Describe soldering process in detail. (6)
(c) What are Do's and Don'ts for good soldering joint. (4)
Welding
Feb 2024
2
Jul 2024
Jul 2023
(a) Soldering is a process used for joining metal parts to form a mechanical or electrical bond. It typically
uses a low melting point metal alloy (solder) which is melted and applied to the metal parts to be joined
and this bonds to the metal parts and forms a connection when the solder solidifies
Components Used in Soldering Process:
Soldering Iron (Soldering Pencil) - A tool with a polished, replaceable tip used for heating. Typically a 27 to
30-watt soldering iron is ideal for electronic works.
Soldering Rod Stand: Used to hold the hot soldering rod, preventing accidents. Ensures safe placement
and storage when not in use.
Solder: Soft metal that melts when in contact with the hot soldering rod. The ideal solder for electronic
works is the 60/40 rosin core (40% lead, 60% tin).
Soldering flux: Flux is a chemical compound that helps prepare the metal surfaces for soldering by
removing oxides, promoting wetting, and enhancing the flow of solder. It typically comes in the form of a
paste, liquid, or core within the solder wire.
(b) Soldering Process:
Gather all necessary tools and materials: soldering iron, solder, flux, soldering stand, sponge, and the
components to be soldered. Ensure the workspace is clean and well-ventilated.
Clean the surfaces to be soldered. Use isopropyl alcohol to remove any oils or contaminants that might
prevent good solder adhesion.
Heat the soldering iron. Apply a small amount of solder to the tip to tin it. This helps with heat transfer and
prevents oxidation.
Place the components to be soldered onto the circuit board. Secure them, possibly using a helping hand
tool or clamps, to prevent movement.
Apply flux to the joints to facilitate the flow of solder and improve the quality of the solder joint.
Place the soldering iron tip on the joint, ensuring it contacts both the component lead and the PCB pad.
Heat the joint for a few seconds.
Feed the solder into the joint (not directly on the iron tip) until it flows and covers the joint properly.
Remove the solder first, then the iron, to avoid creating a cold joint.
Check the solder joint for a smooth, shiny appearance, indicating a good connection. Ensure there are no
bridges (unintended solder connections between adjacent joints).
Remove any remaining flux residue using a brush and isopropyl alcohol. Clean the soldering iron tip on a
damp sponge or brass wool.
Inspect the soldered joints again to ensure all connections are secure and there are no solder bridges or
cold joints.
Allow the soldered joints to cool down naturally.Turn off and safely store the soldering iron.

(c) Do's for Good Soldering Joints:

Ensure clean surfaces.
Preheat evenly.
Use suitable flux.
Choose the right solder.
Heat both joint components.
Apply heat for the correct duration.
Check for a smooth, shiny joint.
Don'ts for Good Soldering Joints:
Avoid excessive heat.
Prevent insufficient heating.
Don't use excess amount of solder.
Don't cool too quickly.
Prioritize safety measures.
Avoid excessive force.
Protect heat-sensitive parts.
Q7
Describe the following turbocharger cleaning operations
(a) Turbine side water washing. (6)
(b) Turbine side Dry Cleaning. (5)
(c) Blower side water washing (5)
Scavenging & Turbocharger
Feb 2024
2
Jul 2024
Jul 2023
The Cleaning of the Turbine side and blower side is necessary at regular intervals to remove carbon, soot,
and other exhaust deposits. There are two methods to clean the turbine and compressor side of a
turbocharger while running.

(a) Turbine side cleaning can be carried out with both water and Dry washing methods:
Procedure for Water Washing on the Turbine Side:
Inform the bridge
Reduced engine speed until the temperature of the exhaust inlet to turbocharger falls below 420
°C(approx)
Open the turbocharger drain valve.
Open the water-washing injection nozzle.
Supply water with about 1.5 bar pressure to the turbine side.
Water washing must be done until the clean water comes out from the drain.
Close the water supply and remove the nozzle.
The exhaust side drain can be closed after all water is drained out and dried.
Run the M/E for 10 minutes on the same load.
Inform the bridge and increase the M/E rpm gradually to sea speed.
For usual practice, cleaning is done every 500 running hours, depending on the cleanliness of the
turbocharger.

Disadvantage of Water Washing

Engine speed has to be reduced.
Thermal stress and corrosion usually occur because of ingress water.
More time is required to complete the operation.
Very fine hard deposits and residues cannot be removed easily with water washing.

(b) Procedure for Dry Washing on Turbine side:

Dry-washing is carried out by walnut shell, with a grain size of 12 to 34 mesh.
Compressed air of (3-5 bar) is used to help the grains strike the deposits on Turbine Blades and Nozzles,
giving effective cleaning of hard particles.
The air supply pipe is fitted to a solid grain container, and grains are injected into the exhaust system by
air pressure at the same point (as in water washing) just after the exhaust grids.
The turbine casing drain is kept open during cleaning time (about 2 minutes only)
Dry-washing should be carried out every day while M/E is running

Advantages
Not required to reduce engine rpm, thus not affecting the vessel performance.
No use of water, so there is no corrosion and thermal stress.
Cleaning time is short and easy to carry out.
Effectively remove combustion residues and hard particles.

(c) Compressor side Water washing: Water washing of the compressor/blower side is carried out to
remove dirt and carbon deposits, which affect the performance and efficiency of the compressor.

Procedure for Water Washing on the Blower Side:

Compressor/blower side washing is to be done when the M/E is on full load to achieve the best possible
cleaning.
A container is fitted with an inlet line coming from the blower discharge side, and the outlet line from the
container or cylinder goes for washing the blower side.
Fill up warm, fresh water in the container and close the cover.
When the valve in the inlet of the cylinder or container is opened, compressed air carries water with
pressure, and the kinetic energy of water cleans the blower.
Close the valve, once cleaning is done, open the cover to ensure it is empty.

Ensure the correct amount of water is used for cleaning to prevent thermal stress and corrosion to the
blower. Additionally, precautions should be taken to prevent water ingress into the engine intake system,
which could lead to engine damage or malfunction.

Q8
(a) Describe maintenance required on auxilliary boiler burner. (8)
(b) Describe safety features provided on fuel burning system of auxilliary boiler (8)
WHRS & Boiler
Feb 2024
3
Jul 2024
Jul 2023
May 2023
(a) Maintenance Required on Auxiliary Boiler Burner:
Check the condition of nozzle for clogging
Check there is no leakage or dripping from the burner
Check all the connections are tightened and wiring is in good condition
Check the solenoid valve controlling the fuel in the main burner is working fine
Ensure there is no leakage from the solenoid valve connection
Check and clean the cup for hard deposits in rotary cup burner
Check the burner nozzle size is as per the load demand of the steam
Ensure the trip limit switch on the burner door is working fine as the boiler will not fire until the door is
properly shut
Check the oil passage in the burner is cleaned with diesel oil and is free from HFO deposits
Ensure the fan inlet is kept clean off all deposits and obstructions
Make sure the burner register is kept clean
Check the air passage to register for deposits and dust
Ensure flame stabilizer is inspected and kept clean from carbon deposits
Flame stabilizer should be checked for heat corrosion
(b)
Low Fuel Oil Pressure Alarm: The fuel system includes a fuel oil pump, with a standby pump to ensure
continuous operation. A low fuel oil pressure alarm is incorporated to detect insufficient pressure for
atomization, preventing dripping and potential blow-back of the burner.
Low/High Fuel Oil Temperature Alarm: Modern marine boilers accommodate different fuel grades, and oil
temperature control is crucial for viscosity, atomization, and combustion efficiency. The system is
equipped with alarms for deviations from set temperatures, indicating potential issues.
Flame Failure Alarm: A photocell or flame eye is utilized in the burner unit to detect the presence of a
flame inside the furnace. The flame failure alarm is triggered if the burner is abruptly stopped or if the main
burner fails to produce flame during startup.
Smoke Density Alarm: Environmental regulations necessitate monitoring post-combustion products. The
boiler exhaust is equipped with a smoke density sensor to detect smoke density, especially during boiler
startup and low loads.
Force Draught Fan Stop Alarm: Efficient combustion requires a proper mixture of air and fuel, facilitated by
a forced draught fan (FDF). A stoppage in the FDF operation triggers an alarm, signaling a potential
disruption in the air-fuel mixture.

Q9
(a) Describe what would be the indications of crank case explosion in main engine. (4)
(b) Describe actions to be taken, if there is crank case explosion in main engine. (8)
(c) Describe means of prevention of crank case explosion. (4)
Crankcase & OMD
Feb 2024
2
Jul 2024
Jun 2023
(a) Indications of Crankcase Explosion in Main Engine (4)
Irregular running and excessive heating of the crankcase door(s), indicating potential issues.
Unusual or abnormal engine noise within the crankcase can serve as an early warning sign of a
developing problem.
Elevated temperatures in the bearing lubricating oil and possibly the exhaust temperature may signal
impending issues leading to a crankcase explosion.
The presence of a distinct white oil mist odor is a clear indication of a potential crankcase problem.
(b) Actions to be Taken in the Event of a Crankcase Explosion
Inform chief engineer & bridge
Reduce the engine speed to reduce the heat generation
Increase lubrication to the running surfaces
Keep clear off crankcase relief door to prevent personnel injury, keep fire extinguisher ready and open
skylight.
Inform bridge, stop engine, open indicator cocks, engage turning gear and turn engine with lube oil
circulation continuing to prevent engine seizure.
After about 30 minutes when the engine is sufficiently cooled down, stop lube oil pumps and open
crankcase door.
Try to locate the hot spot by hand feeling over and by observation like change in colour.
If the hot spot is located, prevent re-occurrence by making permanent repair.
Make thorough inspection of crankcase.
Pay particular attention to hot bearings, piston, bottom end bolts, guides and piston rod around stuffing
box.
Start lube oil pumps and check for proper flow of oil from every lubrication point.
If everything is found normal, inform bridge, start the engine and gradually increase speed.
Outside feel over sequence to be carried out for satisfactory operation.
(c) Means of Prevention of Crankcase Explosion:
Conduct regular inspections and maintenance of the engine components, paying close attention to
bearings, thrust bearings, piston rods, crankpin bearings, crosshead bearings and guides.
Maintain a consistent and adequate supply of circulating oil to all bearings and critical areas within the
crankcase.
Address any identified issues leading to hot spots promptly, making permanent repairs to sliding surfaces
and ensuring they are in good condition.
Monitor the engine's performance, analyze any bearing metal found in the oil tray, and use the information
for continuous improvement and preventive measures.
Installation of Oil Mist Detectors coupled with an alarm can give early warning once the atmosphere inside
the crankcase is nearing the explosive limit indicating a possibility of hotspot.
 APRIL / SEPTEMBER-2 2024
Q1
(a) Describe various types of valves used in Engine room. State reasons for their use for
particular type of valves. (10)
(b) Describe Materials used for different parts of each design. (6)
Valves
Apr 2024
2
Sep 2024 - 2
Nov 2023
(a) 1. Globe Valves: Primarily used for throttling and regulating the flow of fluid in pipelines. They feature a
movable plug or disk that adjusts the flow rate. These types of valves are typically used in cooling water,
fuel oil, and steam systems.
Advantages:
Good flow control and throttling capabilities
Suitable for high-pressure applications
Customisable to meet the needs of specific applications
Disadvantages:
High-pressure drop due to the flow path.
Larger in size and weight compared to other types of valves

2. Ball Valves: Designed to quickly control the on/off function of fluid flow with a minimal drop in pressure.
They use a ball with a hole through its centre that aligns with the pipeline and rotates to block when
closed. Ball valves are usually used in pneumatic and hydraulic systems.
Advantages:
Result in a minimal drop in pressure
Fast and easy to use
Low maintenance required
Usable in high-pressure and high-temperature applications
Disadvantages:
Reduced throttling capabilities
Leaks may occur in high-temperature applications

3. Gate Valves: This type of valve utilizes a flat or wedge-shaped gate that moves in and out of the flow
path and is often used to control the fluid flow in pipelines. Gate valves are often found in ballast, cargo,
and fuel transfer systems.
Advantages:
Minimal pressure drop when opened fully
Has the capacity to handle viscous fluids and slurries
Suitable for high-pressure and high-temperature applications
Disadvantages:
Slow to use
Not compatible with throttling applications
Wear down quickly to the sliding action

4. Check Valves: Check valves allow fluid to move in one direction, preventing backflow. They use
adjustable components, such as a lift, tilting disk, or swing, that fluid pushes open and automatically
closes when the flow reverses. These valves are found in various ship-wide systems, including the bilge
and seawater cooling systems.
Advantages:
Operates automatically without any external control
Prevents backflow to protect systems and equipment
Customisable to meet the needs of specific applications
Disadvantages:
Limited control capabilities
Potential for water hammer or pressure surges that may damage pipelines

5. Butterfly Valves: Used for throttling, regulating, and isolating fluid flow, butterfly valves feature a circular
disk that rotates around an axis, enabling flow control by changing the disk’s angle. These valves play a
role in seawater cooling, ballast, and ventilation systems.
Advantages:
Feature a compact and lightweight design
Result in a low-pressure drop when used
Quick and easy to operate
Disadvantages:
Reduced sealing capacity, mainly when used in high-pressure applications
Potential for erosion or cavitation to occur in throttling applications

6. Diaphragm Valves: Designed to precisely control and regulate fluid flow, these valves often play a role
in corrosive and sanitary applications. These types of valves use an adjustable diaphragm that moves up
and down to control the flow rate.
Advantages:
Excellent at sealing and flow control
Usable for handling viscous fluids, slurries, and corrosive substances
Low maintenance
Disadvantages:
Limited temperature and pressure capabilities
Not usable in high-pressure applications
7. Needle Valves: Used for precise flow control and regulation, especially in low-flow applications. They
feature a long, tapered needle that can be adjusted to vary the flow rate. Needle valves are typically used
in instrumentation and control systems on ships.
Advantages:
Excellent flow regulation and control
Usable in high-pressure applications
Reduced risk of leaks
Disadvantages:
Potential to clog
Not usable in high-flow applications

8. Pressure Relief Valves: Designed to protect equipment and systems by releasing built-up pressure
when the application reaches a set threshold.
Advantages:
Automatic pressure control and protection
Prevents damage to systems and equipment
Customisable pressure release settings
Disadvantages:
Limited capacity for control
Require regular inspection and maintenance to ensure functionality

9. Control Valves: Automatically regulates fluid flow based on input from control systems or sensors. They
work to control the flow rate, pressure, and temperature of the fluid. They are used in propulsion control,
temperature regulation, and pressure control systems where the exact adjustments of fluid flow are vital
for operating a system safely.
Advantages:
Precise flow control and regulation
Can be integrated into different control systems
Adaptable to meet the needs of various systems
Disadvantages:
Requires regular maintenance to ensure optimal performance
Complex design

10. Safety Valves: Safety valves are also designed to protect equipment and systems from the dangers of
overpressure by automatically releasing excess pressure when it reaches the set threshold. These valves
are usually spring-loaded and open when the pressure forces open the valve. A common type of marine
valve, safety valves are used in shipbuilding in pressurized tanks, compressed air systems, and boiler
systems to prevent catastrophic equipment failure.
Advantages:
Provide automatic protection against overpressure
Works to prevent damage to equipment, systems, and crew
Customisable to meet the needs of specific applications
Disadvantages:
Requires frequent testing, maintenance, and inspection to ensure functionality
Mainly serve a safety function and offer limited control

(b)
Globe Valves: Common materials include carbon steel, stainless steel, bronze, and special alloys for
corrosive applications.
Ball Valves: Carbon steel, stainless steel, ductile iron, brass, and other corrosion-resistant alloys2.
Butterfly Valves: Carbon steel, stainless steel, and other corrosion-resistant alloys.
Gate Valves: Carbon steel, stainless steel, and other alloys suitable for high-pressure applications.
Check Valves: Common materials include carbon steel, stainless steel, and bronze.
Diaphragm Valves: Rubber-lined, plastic-lined, or metal-lined bodies with various elastomers for
diaphragms.
Needle Valves: Stainless steel, brass, or other corrosion-resistant alloys.
Pressure Relief Valves: Typically stainless steel, bronze, or other alloys suitable for pressure relief
applications.

Valve Body: Common materials include cast iron, ductile iron, carbon steel, stainless steel, and bronze.
Seals and Gaskets: Materials include rubber, synthetic elastomers (e.g., EPDM, Viton), PTFE (Teflon),
and graphite.
Valve Seats: Materials include brass, bronze, stainless steel, and elastomers.

Q2
Describe safety precautions with gas cutting/welding equipments.
(a) For storage of gas cylinders (8)
(b) Transportation on ship for working (4)
(c) During gas cutting & welding operation (4)
Welding
Apr 2024
2
Sep 2024 - 2
Nov 2023

(a) Safety Precautions for Storage of Gas Cylinders:

Store cylinders in separate designated gas-tight rooms to prevent leakage and accidents
Always maintain a dry environment to prevent corrosion of cylinders
Keep cylinders away from chemicals like acids to avoid corrosion.
Ensure storage temperature remains below 50°C to prevent overheating.
Secure cylinders in an upright position at all times and use protective caps to prevent damage.
Clearly label and mark cylinders according to their contents for easy identification.
Use flame-proof electric switches or place them outside the storage area to prevent accidents.
Keep cylinders and fittings clear from sources of contamination such as oil barrels or hanging equipment.
(b) Safety Precautions for Transportation on Ship:

Close all cylinder valves and install protective caps before allowing cylinders to move.
Ensure cylinder caps are tightly closed during transportation to prevent gas leaks.
Use a dedicated carrier or trolley for transporting cylinders instead of manual handling.
Prohibit lifting cylinders by directly slinging or lifting them off their valve protection collar.
(c) Safety Precautions During Gas Cutting & Welding Operation:

Wear appropriate PPE including eyewear, heat-resistant gloves, and an apron.

Check flame arrester nozzle hose connections properly.
Designate a specific Hot Work area and use curtains during gas cutting/welding in the Workshop.
Obtain a Hot Work Permit when working outside the Workshop.
Have detectors nearby and isolate them during work.
Designate a standby person with an extinguisher ready.
Monitor the area for a period after work and conduct regular fire rounds.

Q3
Describe following metal finishing processes and their objectives:
(a) Honning (4)
(b) Lapping (4)
(c) Polishing (4)
(d) Buffing (4)
Materials
Apr 2024
4
Sep 2024 - 2
Nov 2023
May 2023 - 2
Jan 2023
(a) Honing: Honing is a metal finishing process that involves the use of abrasive stones to remove small
amounts of material from the surface of a part. It improves the surface finish, size, and geometry of bores
or holes. The objective of honing is to achieve precise dimensions, smoothness, and improved surface
texture, ensuring proper fit, functionality, and reduced friction in applications like cylinders, engine blocks,
and hydraulic components.
(b) Lapping: Lapping is a precision metal finishing process that uses a loose abrasive slurry between two
surfaces to remove material and achieve high dimensional accuracy and surface finish. It is commonly
used for flat or spherical surfaces to create precise fits, remove surface imperfections, and achieve tight
tolerances. Lapping aims to improve the flatness, parallelism, and surface roughness of parts, making
them suitable for applications such as valves, bearings, and sealing surfaces.

(c) Polishing: Polishing is a metal finishing process that involves the use of abrasives or polishing paste to
smoothen and enhance the surface of a part. It removes scratches, blemishes, and imperfections to
create a smooth, reflective surface. The objective of polishing is to improve aesthetics, remove surface
defects, and enhance corrosion resistance. It is commonly used in applications with high-end surfaces that
require a glossy, mirror-like finish.
(d) Buffing: Buffing is a finishing process that is used to create a very smooth and shiny surface on a metal
part. It is done by using a buffing wheel, which is a rotating abrasive wheel with a series of small grooves.
The buffing wheel is moved back and forth across the surface of the metal part, which removes material
and creates a smooth finish. Buffing is often used to finish the surfaces of deck.

Q4
(a) Describe the safe isolation procedure of centrifuges on board ships before starting
maintenance work. (6)
(b) Describe maintenance schedule of centrifuges with brief description of the procedure
for satisfactory operation. (10)
Purifiers & system
Apr 2024
2
Sep 2024 - 2
Nov 2023
(a) The safe isolation procedure for centrifuges on board ships before starting maintenance work involves
the following steps:
Inform the relevant personnel, including the Chief Engineer, Second Engineer, and other crew members,
about the maintenance work to be carried out on the centrifuge.
Ensure that the power supply to the centrifuge is isolated by switching off the main power supply and
locking the electrical panel
Secure the area around the centrifuge by placing warning signs and barriers to prevent unauthorized
access
Drain the system of any fluids or gases that may be present in the centrifuge.
Ventilate the area to remove any fumes or gases that may be present
Use lockout/tagout procedures to ensure that the centrifuge cannot be operated while maintenance work
is being carried out.
Check for any residual energy in the centrifuge, such as stored hydraulic or pneumatic pressure, and
release it if necessary.
Wear appropriate PPE, such as gloves, goggles, and a face shield, to protect against any hazards.
Follow the manufacturer's instructions for safe isolation and maintenance of the centrifuge.
Perform a risk assessment to identify any potential hazards and take appropriate measures to mitigate
them.
(b) Maintenance schedule for centrifuge for satisfactory operation:

Every 500 running hours:

Separator bowl:
Dismantle, cleaning and inspection of bowl parts, disc and disc stack
Bowl assembly and discharge mechanism should be inspected after dismantling and cleaning
Checking of: Sliding bowl, Discharge mechanism, Guide surface, Bowl spindle cone and bowl body, Lock
ring, Height position of paring disc, Corrosion and erosion of bowl assembly parts, Corroded and eroded
bowl parts may be replaced with original parts
Gear case:
Check the gear oil condition, collect a sample and send for Ferro-graphic analysis. Replenish the gear
case oil with a fresh charge. Check the worm-wheel shaft
Friction pads:
Check the thickness and roughness of the friction lining in the friction pads. Dress up the pads or replace
them as required.
Every 1000 running hours:
Separator bowl:
Dismantling, cleaning, and inspection of the inlet and outlet of the frame hood
Inspect the inlet and outlet pipe with frame hood, check the sealing faces
Paring Disc:
Dismantling, cleaning and assembling of paring disc
Inspect the paring discs, height of paring discs and sealing rings
Exchange of sealing rings and gasket and carry out replacement of O-rings
Height of paring disc adjusted as per maker specification
Worm wheel arrangement:
Gear case inspection
Check the worm wheel shaft, worm wheel, and worm gear for abrasion marks, rubbing and axial play of
the worm wheel shaft. If abrasion and erosion are unacceptable, replace the parts
If the axial play is unacceptable, adjust as required.
Frame feet:
Checking the foundation for bolt tightness.
Every 2000 running hours:
Worm wheel arrangement:
Check the axial play of the shaft
Replacement of friction pads
Wear of groove in worm and wheel
Replacement of bearings. Inspection of top bearing springs and ball bearings. Replace the springs and
ball bearings, if necessary.
Every 4000 running hours:
Worm wheel arrangement:
Dismantling, cleaning and inspection of the worm wheel shaft
Renew ball bearing, sealing washer, seal ring
Inspect the shaft in the way of the bearing seating area
Check the height position of the bowl spindle
Every 8000 running hours:
Frame feet:
Inspection of rubber cushions, exchange of rubber cushions
Renew horizontal shaft parts with ball bearings
Renew vertical shaft parts will ball bearings

Q5
(a) Describe shell and tube type heat exchanger and its function with the aid of a
diagrammatic sketch, naming each part. (8)
(b) Describe the physical cleaning procedure of cleaning tubes. (4)
(c) Describe the Chemical cleaning of the shell side of the heat exchanger. (4)
Heat exchanger
Apr 2024
2
Sep 2024 - 2
Nov 2023
(a) A typical shell and tube heat exchanger consists of a set of tubes forming a nest. The tube nest is
called a tube stack and is embedded within a shell. Cupro-nickel alloy is commonly used in heat
exchangers and possesses a high corrosion resistance. In a heat exchanger, one fluid flows through these
tubes while the second fluid flows inside the shell over the tube. The cooling or heating medium flows
through the tubes in one or more passes depending on the requirement. In a single pass, the coolant
enters through one side and leaves from the other side, whereas in a double pass, one set of tubes
carries the coolant in one 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 in the tube stack. This is known as
dwell time.

(b) Mechanical cleaning methods are often used to remove debris from the tubes. Common methods
include:
Brushing: Using brushes inserted into the tubes to scrub and remove deposits.
Pigging: Pushing a specially designed cleaning pig through the tubes to dislodge and remove deposits.
Hydrojetting: Using high-pressure water jets to clean the tubes.
(c) Chemical cleaning is carried out by circulating a chemical solution through the heat exchanger by a
pump. The pump draws chemicals through a tank and pumps it to the inlet of the exchanger, and the
outlet returns to the tank from where it is recirculated. The process is continued until there is no
discolouration of the chemical. After this, the chemical in the tank is replaced with fresh water, which is
then flushed through the heat exchanger till clean water returns. The manufacturer's instructions must be
strictly followed to avoid any damage to the heat exchanger.
Q6
(a) Describe the hazards while working on electrical machinery. (4)
(b) What is Lock out / Tag Out system used for safety operation on electrical machinery. (8)
(c) Describe machineries where Lock out / Tag out system will prevent accidents. (4)
Safety
Apr 2024
3
Sep 2024 - 2
Nov 2023
Jun 2023
(a) Risk of Electric Shock: On ships, the risk of electric shock is elevated compared to onshore
environments when operating electronic or electrical instruments. Factors like high humidity, wetness, and
high temperature reduce the contact resistance of the human body, making even voltages less than 60V
potentially fatal.
Working on or near energized (live) electrical equipment introduces various hazards, including electric
shock, electrical burns, arc flash explosions, and the potential for fire or explosion in flammable or
explosive atmospheres.
(b) LOTO is a safety procedure where the work area is marked and secured against power reconnection
using locks. This prevents injuries from unexpected energizing, start-up, or the release of stored energy.
Operation procedures are configured to require at least two switches to energize high-voltage circuits.
Circuit breakers and disconnects are kept in the open position during permitted work, with foolproof
arrangements to avoid inadvertent closing.
Lockout or tagout devices must be affixed to each energy-isolating device in a manner that holds them in
a safe or off position, clearly indicating that operation or movement from the safe position is prohibited.
Before commencing work on machines or equipment that have been locked out or tagged out, verification
of proper isolation and de-energization is necessary to ensure safety.
LOTO involves a tag-out system for administrative control, placing a warning tag on the means of machine
or power isolation. Physical locking out of switches, controls, and isolators represents the second tier,
preventing re-connection by unauthorized persons.

Q7
(a) Describe the following terms used for pumps
(i) Flow Rate (2)
(ii) Cavitation (2)
(iii) Net Positive Suction Head (2)
(iv) Pressure (2)
(b) During watch keeping round what checks are required on running centrifugal pump? (8)
Pumps & system
Apr 2024
1
Sep 2024 - 2
(a) (i) Flow rate: Describes the rate at which the pump can move fluid through the system, typically
expressed in liters per minute (LPM)
(ii) Cavitation : Cavitation in a centrifugal pump occurs when the pressure in the pump falls below the
vapor pressure of the liquid, causing the liquid to vaporize and form bubbles. These bubbles can collapse
violently when they move to higher pressure regions within the pump, leading to potential damage to the
impeller and other pump components.
(iii) NPSH stands for Net Positive Suction Head. In simple terms, it's a measure of how much pressure is
available at the inlet of a centrifugal pump to prevent the formation of vapor (like bubbles) in the liquid
being pumped. It tells you if the pump is getting enough liquid flow into it to work properly and not create
bubbles that could damage the pump or reduce its efficiency.
(iv) Pressure: is a measure of the force per unit area of resistance the pump can handle or overcome,
expressed in the bar, the pressure in the axial flow pump varies based on the pumped fluid's specific
gravity. For this reason, the head is more commonly used to define pump energy in this way.
(b) During watch-keeping, routine checks required for a running centrifugal pump are:
Ensure that there are no leakages in the way of gaskets or mechanical seal
There are no vibrations
Noise level is normal
Bearing housing temperature is normal
Suction pressure gauge and discharge pressure gauge readings which is in the normal range
Motor amperage is in the normal range
No overheating in way of the motor casing

Q8
(a) Describe what is slipping of crankweb and its effect on main engine. (4)
(b) What actions are required if crank web slipping has occurred? (4)
(c) Describe probable reasons for slipping of web on the journal. (4)
(d) Describe precautions against prevention of slipping crank web and journal. (4)
Crankshaft
Apr 2024
2
Sep 2024 - 2
Nov 2023
(a) Slipping of Crankweb and Its Effect on the Main Engine
Slipping of the crankweb refers to the situation where the relative position between the crankweb and the
journal changes, deviating from their original alignment. This slippage can occur in a crankshaft that is
assembled using the shrink-fitting method, where reference marks are made to indicate the correct
positioning of the crankweb and journal. If these marks show a misalignment during crankcase
inspections, it indicates slippage. The effects of such slippage on the main engine can be significant. The
timing for the exhaust valve and fuel injection may become altered for the affected units, leading to
improper engine operation. This change in timing can also affect the air start timing, potentially causing
issues such as turbocharger surging due to the altered airflow into the cylinders. Additionally, the
crankshaft may experience abnormal vibrations, further compromising engine performance and safety.
(b) Actions Required if Crankweb Slipping Has Occurred
If crankweb slippage is detected, the appropriate action depends on the degree of slippage. For minor
slippage (up to about 5°), it may be possible to adjust the fuel pump and exhaust timing by hydraulically
expanding and rotating the cams on the camshaft. This adjustment can help compensate for the altered
timing, although careful monitoring is needed to ensure that the slippage does not worsen. If the slippage
is more significant, there are two primary options: replacing the crankshaft or attempting to jack it back into
its original position. The jacking process involves chilling the crank pin with liquid nitrogen or dry ice,
warming the web with a broad flame, and then carefully jacking the web back into place. However, this
procedure is risky, as applying too much pressure can cause the webs to jump back suddenly, leading to
further slippage or damage to the crankshaft. If this occurs, the shrink fit may be destroyed, necessitating
crankshaft replacement.

(c) Probable Reasons for Slipping of Web on the Journal

Many factors can cause the web to slip on the journal. One common cause is the application of starting air
to cylinders that contain water or fuel, which can create a hydraulic lock and result in excessive force on
the crankshaft. Attempting to start the engine while the propeller is constrained, such as when it is stuck in
ice or a log, can also lead to slippage. Additionally, if the engine encounters a rapid, unscheduled halt,
such as striking a submerged object, the sudden stop can cause the crankweb to slip on the journal.
These scenarios all involve significant forces being applied to the crankshaft, leading to the misalignment
of the crankweb and journal.

(d) Precautions Against Prevention of Slipping Crankweb and Journal

Regular checks of the crankshaft alignment are essential to detect any developing defects early on.
Monitoring the wear on bearings is also important, as substantial differences in bearing wear can indicate
underlying issues that need to be addressed. Proper treatment and maintenance of lube oil are crucial to
avoid bearing damage, which can lead to slippage. Additionally, the foundation bolts of the engine should
be checked and tightened regularly to ensure they remain secure. Finally, operators should avoid running
the engine within its critical speed range, where vibrations can cause excessive stress on the crankshaft
and potentially lead to slippage. By adhering to these precautions, the likelihood of crankweb slippage can
be significantly reduced, thereby enhancing engine reliability and safety.

Q9
(a) Describe maintenance to be carried out on safety valve of Auxiliary Boiler to keep them
in good order. (10)
(b) Describe procedure for setting safety valve. (6)
WHRS & Boiler
Apr 2024
2
Sep 2024 - 2
Nov 2023
(a) Maintenance carried out on boiler safety valve:
Cleaning of safety valve.
Complete dismantling of safety valve.
Cleaning, polishing & buffing of parts.
Thorough inspection of all parts.
Seat & disc lapping.
Spindle run out (bend) checking.
Spring checking for any abnormalities like cracks, bends, reduced tension, etc.
Lapping of both disc seats

(b) Procedure for setting of Boiler safety valve

Easing gear of the safety valve to be checked free before setting the valve.
Two safety valves, each safety valve is set independently.
Boiler pressure gauge accuracy is verified before the test, or the surveyor attending may use a standard
gauge alongside the working gauge when safety valves are being adjusted.
One valve is gagged, and the other valve is tested for lifting pressure.
The valve to be tested is initially set to the correct position, then steam pressure is increased to the
desired blow-off pressure, and arrangements are made to keep this pressure constant while the valve is
adjusted to lift.
Pressure is now lowered and raised again to confirm the lifting pressure of the valve
The second valve is set similarly after gagging the 1st valve.
Fit locks on both valves after completion of the test.
Safety valves must be set at a pressure not exceeding 3% above the approved working pressure of the
boiler. The correct WP of the boiler is found on the maker's nameplate affixed on the boiler front.

APRIL-2 2024
Q1
(a) Describe safety limits provided on deck cranes. (6)
(b) Describe regular maintenance required on deck cranes. (5)
(c) Discuss in the Indian context, the inspection, testing and certification regime being
followed for the lifting appliances on ships. (5)
Deck machinery
Apr 2024 - 2
1
Dec 2023
(a) Crane limits
Luffing: In the movement of jib up and down, the limit switch works when:
Limit switch prevents jib from exceeding a certain angle of inclination. This stops the motor and luffing
drum.
Hoisting: The up and down movement of the hook from the jib by means of running wire:
Limit switch stops motor and drum before the hook block touches the base plate.
Slewing: The rotation movement of the whole crane through 360 deg with all the machinery; the aftmost
crane near to the accommodation can be rotated only 180 deg and it is provided switch.
Slack wire limit: If the operators by mistake pay out excess wire rope during lowering, the wire gets slack.
Then the slack wire limit switches activate and stop the hoisting operation by stopping the hoisting motor
and drum.
This is to avoid winding of the wire irregularly in the drum while heaving and causing damage to the drum,
supporting brackets, and other parts related to the hoisting. The operator's cab is designed to provide a
clear view of all cargo working areas so that the crane operator can function alone.

Manual Safety Stops and Cut Outs: Bells, flashing lights, and manual safety stop buttons are integral
safety features. They should be regularly checked. Manual safety stop buttons are provided and situated
at the base of each leg of the crane and also on the top platform and in the driver's cab
(b) The maintenance required for cargo gears generally includes regular greasing and oiling and
inspection of wire ropes, sheaves and other moving parts. Cleaning of gantries to prevent loose scale from
falling.
The hydraulic piping units are to be checked and tested periodically for leaks. Since hydraulics are used
for the rigging and unrigging of the gantry and are not required during cargo work, hydraulic repairs are
done immediately only when they can be done without interrupting cargo handling or when they are
causing immediate problems.
Normally they are completed during the first removal interruption to cargo to avoid any delay which could
be blamed on the ship. The rams must be removed occasionally for renewal of ring and packings, which
can be done at the time of the vessel's dry docking. Since each crane uses ten motors, there is a need for
a great deal of high quality electrical maintenance. The driver motor in each of the four legs incorporates a
set of disc brakes that also need regular inspection and maintenance.
Wires: The wires for the cranes those fitted and any spares should each have a certificate and these
should be kept with the cargo gear record book. Although not a requirement, the ship should maintain a
record of the wires for each crane, listing the certificate for each wire and when the wires were fitted.

Wires should be regularly inspected for any damage. Wires may be damaged during cargo operations, in
particular, due to chafing against the hatch coaming. Deck crew on watch during cargo operations should
notify any damage as soon as it is identified and prepare a stevedore damage report. Damaged crane
wires should be assessed for replacement in accordance with the crane manufacturer's guidance or in
accordance with ISO4309 Cranes Wire ropes Code of practice for examination and discard. Wires should
be lubricated with the correct wire rope lubricant.

Hydraulic Oil: The majority of cranes onboard ship are of the electro-hydraulic type. It is important that the
hydraulic oil is maintained in good condition. In addition to regularly checking oil levels, filter should be
regularly inspected.
These often have indicators to show when they need cleaning and may have a magnet fitted, which
should be inspected for any significant build-up of ferrous debris. One of the bigger causes of failures of
hydraulic systems is dirty oil. Although hydraulic oil may look clean, particles in the oil that cannot be seen
by eye can cause control valves to jam and will also cause wear of components. Water in the oil can
cause corrosion and if the oil emulsifies this can lead to sluggish operation.
Routine oil analysis should be carried out to ensure that the oil is in satisfactory condition and ideally, this
should include a particle count. It is important that the oil cooler is regularly inspected and cleaned,
particularly if the cranes are being operated at high ambient air temperatures. This may need cleaning
more frequently if the ship is regularly loading and discharging dusty cargo. A dirty oil cooler may result in
the crane cutting out when the high-temperature limit is reached, which could lead to a performance claim
if the cranes are repeatedly stopping. Hydraulic oil leaks should be attended to as soon as they have been
identified. In addition to being a safety hazard, the stevedores may refuse to use the cranes.
Brakes and safety devices: The brakes on the cranes should be regularly inspected and their condition
recorded. Band brakes often have indicators to show the correct brake tension but linings should be
checked to ensure they are of adequate thickness and are not contaminated with oil. Disk brakes are
usually checked by measuring the clearance, and this should be recorded in the maintenance records.
One of the most important parts of the cranes is the safety devices. Limit switches should be regularly
checked to ensure that they are operating correctly. Ensure that covers on limit switches are properly fitted
and waterproof. If limit switches and controls are not functioning correctly, this can result in damage to the
crane and/or risk of injury to personnel. Deck cranes can be subject to demanding operating conditions,
but the reliability of the cranes and the avoidance of costly and time-consuming breakdowns rely on the
cranes being properly maintained.
(c) Lifting appliances are examined in accordance with legal frameworks, depending on the type of
equipment and its purpose. Ships deck cranes, engine room cranes, and lifting equipment are examined
in accordance with:
1. The Merchant Shipping Regulations
2. Flag state requirements
3. International Labour Organization (ILO) Convention 152, where it applies

For ships registered in India, the lifting gears are inspected by competent persons authorised by the Dock
Safety board. Classification societies such as Lloyd's Register offer two survey and examination services
for lifting appliances (excluding LSA davits):
Certification
Classification
Classification is used in two situations:

Mandatory where the lifting appliance is the essential feature of a classed ship. This applies for example
to a heavy lift crane on a heavy lift barge, or lifting arrangements for diving operations on diving support
ships.
Optional when the owner requests classification, even though the lifting appliance may not be an essential
feature of a classed ship.
Documentation: Before commencing a thorough examination of a lifting appliance (excluding LSA davits),
it will be necessary for the attending surveyor to see the Register of Lifting Appliances and Cargo
Handling Gear (the Register book). The surveyor will need to
Check the existing certificates for the appliances, the ropes, and the loose gear.
Look at the survey history of the appliance.
Check for any issues which are outstanding from the last examination
Check if there are any recurring problems which will require particular attention in the examination
Review rocking test/grease sampling data, where applicable.
Secondly, it will be necessary to see any maintenance and service records and check:
What has been serviced
Which components have been replaced
What lubrication has been carried out.
Finally, to confirm everything is in its correct location, it will be necessary to look at general arrangement
plans Reeving diagrams Block lists
Q2
Describe following non destructive methods:
(a) Radiographic Inspection - principle, method in detail. (8)
(b) Ultrasonic Inspection - Principle, method in detail. (8)
Materials
Apr 2024 - 2
2
Dec 2023
Mar 2023
(a) Radiographic inspection is a non-destructive testing method that utilizes X-rays or gamma rays to
examine the internal structure of a material. The principle behind this method is based on the differential
absorption of radiation by various materials or flaws within the object being inspected.
The principle of radiographic inspection is based on the fact that X-rays are absorbed by different
materials in different amounts. The amount of absorption depends on the density of the material. Dense
materials, such as metals, absorb more X-rays than less dense materials, such as plastics.
The method of radiographic inspection is as follows:
The material to be inspected is placed in front of an X-ray source.
The X-rays pass through the material and are absorbed by different materials in different amounts.
The absorbed X-rays are then converted into an image on a film or a digital sensor.
The image can be used to detect defects, such as cracks, voids, and inclusions.
(b) Ultrasonic inspection is a non-destructive testing method that uses high-frequency sound waves to
assess the internal structure and detect flaws in materials. It operates on the principle of sound wave
propagation and their interaction with the material being examined.
The principle of ultrasonic inspection is based on the fact that ultrasonic waves can travel through
materials and be reflected by defects. The amount of reflection depends on the size, shape, and location
of the defect.
The method of ultrasonic inspection is as follows:
A transducer is placed on the surface of the material to be inspected.
The transducer generates ultrasonic waves that are transmitted into the material.
The ultrasonic waves are reflected by any defects that are present.
The reflected waves are detected by the transducer and analyzed to determine the size, shape, and
location of the defects.

Q3
With regard to keeping the gas side of boilers in good condition discuss EACH of the
following:
(a) The mechanism of combustion, stating the factors which are important for good
combustion (6)
(b) Oil fuel treatments (5)
(c) Soot removal equipment (5)
WHRS & Boiler
Apr 2024 - 2
2
Dec 2023
Aug 2022
(a) In a boiler furnace, chemical energy in the fuel is converted into heat by the process of combustion.
The forced draft fan supplies the primary and secondary air required for atomisation and combustion. The
primary flame heats the heavier constituents of the fuel to their ignition temperature. The larger oil droplets
are heated in their passage through the primary flame zone, vaporised and burnt.
Complete combustion requires continuous vaporization of the fuel. The process takes place in 4 stages
namely:
Heating: Heating of oil is carried out in a steam or electric fuel oil heater. Heating reduces its viscosity and
makes it easier to pump and atomize.
Atomisation: Heated oil passes through the burners where it is sprayed as fine particles. As a result, oil
with a large surface area is produced for combustion.
Hollow Cone: The burner imparts rotational energy to the fuel so that fuel leaves the burner tip as a
hollow l, rotating cone of fine oil droplets.
Suspended Flame: A stream of oil and air particles enter the combustion zone at the same rate at which
the products of combustion leave it. Therefore, the actual flame remains stationary, while the fuel
undergoes combustion.
(b) Fuel Treatments clean the entire fuel system while the furnace is in operation, eliminating gums and
resins from the fuel lines and tank. It also extends the life of integral and active furnace parts. Once the
system has been cleaned, rough operation will no longer exist, and fuel consumption will be reduced (with
the exception of being a new system, already free from dirt and resins). A furnace with a clean fuel system
will perform at an optimum due to the proper mixing of fuel and air.
(c) A soot blower is a device for removing the soot that is deposited on the internal furnace tubes of a
boiler during combustion to prevent plugging of the gas passes and maintain boiler efficiency.
Types of soot blowers:
Wall Blowers also known as IRs (Insertable Rotating)
Long Retractable Sootblower (LRSB) or IK (Insertable Kinetic)
Part-Retractable Sootblowers
Oscillating Sootblowers
Rake Sootblowers
Air Heater Blower
Rotating Element Sootblowers
Multi-Media Sootblowers
Fixed Rotating

Q4
During your watch you observe that Main Engine L.O. sump level is rising due to
contamination of lubricating oil. Describe the procedure to:
(a) Identify the contamination (6)
(b) Locate the cause of contamination (6)
(c) Action to make the oil suit table for its continued usage (4)
Lubricating oil & system
Apr 2024 - 2
3
Dec 2023
Aug 2023
Aug 2022

(a) To identify the contaminant:

Conduct Water Content Test:
Collect a representative sample of the contaminated lubricating oil.
Perform a water content test using a suitable testing method to quantify the amount of water present.
Compare the results with the maximum allowable amount of water for the specific engine type (e.g., <
0.2% for crosshead type engine).
Conduct Fuel Dilution Test:
Check for fuel dilution in the lubricating oil by analyzing the sample.
Conduct a fuel dilution test to identify if poor atomization of fuel injectors or other issues are causing fuel
contamination.
Inspect for Solid Contaminants:
Examine the lubricating oil for the presence of solid contaminants.
Perform a particle analysis or visual inspection to identify and quantify any solid particles.
Microbial Degradation Test:
Check for indications of microbial degradation, such as a rotten egg smell or increased acidity.
Perform microbial degradation tests to confirm the presence of microbial contaminants.
Spectroscopic Analysis:
Conduct spectroscopic analysis to study the overall contaminant levels and identify the types of
contaminants present.
(b) Locate the cause of contamination:
Investigate Water Sources:
Check for water leaks from leaking Cylinder liner O-rings, coolers, heaters, purifiers, and steam heating
coils.
Investigate possible causes such as condensation within the crankcase or leakage from cooling water
systems.
Examine Fuel and Acid Sources:
Investigate sources of fuels and acids, such as products of combustion, leaking seals of fuel cams, or poor
atomization of fuel injectors.
Determine if diesel contamination is reducing the viscosity of the lubricating oil in diesel engines.
Inspect for Solid Contaminants:
Identify sources of solid contaminants from combustion or external sources during maintenance.
Check for wax content, as it affects the pour point of lubricating oils.
Check Piston Cooling System and L.O. Purifier:
Inspect the piston cooling system for water leaks.
Check the L.O. purifier, ensuring the gravity disc is correct, and verify the water outlet sight glass.
Monitor Sump Oil Level:
Investigate the rate of decrease or increase in sump lubricating oil level.
Check for possible leakages, such as a bed plate crack, and take appropriate action.
(c) Action to make the oil suitable for its continued usage:
Remedies for Contamination:
Depending on the identified contaminants, implement proper purification methods, such as filtering, gravity
separation, or centrifuging.
Add special additives to reduce acids, sludge, and finer oil-insoluble matter.
Batch Purification Procedure:
If heavy contamination is confirmed, follow the batch purification procedure.
Obtain an immobilization permit and pump the entire oil charge into a settling tank, allowing it to settle for
at least 24 hours.
Drain water and sludge periodically, clean the sump tank interior, and pass the oil through the purifier
before returning it to the sump tank.
Handling Sea Water Contamination:
If the lubricating oil is contaminated with sea water, identify and stop the source of leakage.
Transfer contaminated oil to a settling tank, settle for at least 24 hours, drain water and sludge
periodically, and pass the oil through the purifier.
Clean and examine the sump tank's interior, test the purified oil in the laboratory, and only reuse it if lab
results indicate its fitness for further use.

Q5
To achieve the optimum performance from a main air compressor, describe the routine
maintenance necessary on the following components (16)
(a) Unloader
(b) Air intake filter
(c) Suction/Discharge valves
(d) Intercoolers
Compressed air system
Apr 2024 - 2
1
Dec 2023

(a) Unloader:
Sometimes external agents (dust, Teflon, etc.) contaminate the inside of the solenoid valves and cause
the device to malfunction. To confirm this, inspect the internal condition, perform a suitable cleaning (if
required).
During the internal inspection of a solenoid valve, any piece (membrane, seals, or o-rings) found damaged
must be replaced.
Confirm that the voltage and frequency are correct. Check the condition of the coil and measure its
resistance, in case it tends to zero, this coil is burnt and needs a replacement.
Ensure the valve is installed in the correct orientation with the airflow, by looking at the arrow indication on
the valve housing.
(b) Air intake filter:
The air filter must be checked at frequent intervals and approximately every 250 hours or whenever the air
discharge temperature becomes high. The air filter element must be replaced with a new one and
sufficient spares must be available onboard.
It must be noted that the air compressors are installed at a place where there is sufficient air supply to
ensure the suction is never devoid of air.
One must make sure that the old cartridge is not blown with air and reused, as this may damage the air
filter.
Dirty air filters affect the volumetric efficiency of the compressor and so does the temperature of the inlet
air to the compressor
(c) Suction / Discharge valve:
When removing and installing a valve, extreme care must be taken that no valve parts are damaged. This
applies to the sealing surface of the valve.
Different types of compressors have different types of valves and removal methods for different stages
The valves must be removed and should be checked for leakage with diesel oil or water
The valves must never be held on vice but should rather be held on the tool given for the same.
All the parts must be properly cleaned after opening the valve and they must be checked for carbonization
as well. Over-carbonization reveals that the oil topped-up is more than required. This would lead to the
sticking of the valves and eventually they would break.
Sticking of the valves will also reduce the volumetric efficiency of the compressor as the quantity of air
discharged would be comparatively lesser.
The valve plate should be checked by pushing the valve plate from the side of the valve seat by a
screwdriver. The valve plate will move at a distance that is equivalent to a valve lift.
The springs and valve plates should be changed if required. The plate could be lapped as well if no spares
are available.
(d) Intercoolers:
Intercoolers are generally arranged after every stage of the main air compressor to reduce the work done
in compressing the air by successfully cooling it down between stages. The intercooler is generally in the
form of copper tubes bent in a U form. The air passes through the tubes and water circulates around
them. These intercoolers could be a single tube type or straight tube type.
These types of intercoolers are provided with purge-spots to collect and drain water/oil which might find its
way to the air coolers.
The intercoolers are generally opened up as per the maintenance frequency and are supposed to be
cleaned by a solvent and the integrity of tubes to be checked as well.
They’re provided with a bursting disc in order to relieve the pressure in case a tube bursts.
The single tube type coolers are difficult to clean and the rate of wear is more than the straight tube types.
The straight tube types, on the other hand, could be plugged if they leak.
Q6
With reference to stuffing Box of a two stroke main engine explain following:
(a) Why stuffing box is required in two stroke diesel engines. (8)
(b) Explain the maintenance carried out on stuffing box during piston overhaul (8)
Piston
Apr 2024 - 2
2
Dec 2023
Nov 2022
(a) Stuffing box in a two stroke engine is required for:
Sealing Between Scavenge Space and Crankcase:
One of the primary functions of the stuffing box is to create a reliable seal between the scavenge space
and the crankcase. This prevents any undesired exchange of substances and air between these two
crucial engine areas.
Preventing Scavenge Air and Residues Entry:
The upper section of the stuffing box acts as a barrier to prevent scavenge air and any residues present in
the scavenge space from entering the crankcase. This ensures the crankcase remains uncontaminated.
Preventing Oil Carry-Over:
The lower section of the stuffing box serves to prevent oil carry-over through the piston rod from the
crankcase to the scavenge space. It helps maintain proper lubrication in the engine while keeping the
scavenge space clean.
Neutral Section for Leakage Drain:
The middle or neutral section of the stuffing box is designed to provide a drainage pathway for any
potential leakage from either the upper or lower sections, preventing the accumulation of fluids within the
stuffing box.
(b) Maintenance carried out on Stuffing box during overhaul:
Vertical clearance between the ring and the housing groove is carefully inspected. Excessive clearance
can lead to hammering of the rings within the housing during engine operation.
Ring end clearance, also known as butt clearance, is checked. Inadequate clearance can result in
ineffective sealing.
The tension of the springs in the stuffing box is assessed. This is done by measuring the spring length at
different loads, as specified in the manual, and comparing it to the free length of the spring as given in the
manual.
Some types of scraper rings can have their scraping function restored by replacing the lamellae that slide
into the scraper ring segments. If Lamellas are worn, replace them.
When fitting new ring segments, any sharp edges should be removed by gently rubbing the segments
against a piece of emery cloth taped to the piston rod.
During reassembly, it is important to ensure that the ring sets have their gaps offset correctly for effective
sealing and scraping functions.

Q7
(a) Sketch, describe and explain the operation of the domestic refrigeration system of a
ship using one of the HFC as refrigerant. What kind of maintenance is essential for the
system. (8)
(b) Describe the causes for the following in the domestic refrigeration system: (8)
(i) Frequent cut-in and cut-out of the compressor
(ii) Low oil pressure cut out of the compressor
(iii) High low pressure cut out of the compressor
(iv) Frosting on the compressor suction side
Reefer & A/C
Apr 2024 - 2
2
Dec 2023
Nov 2022
(a)
Operation of the Domestic Refrigeration System of a Ship using R22 Gas:
Compressor: The compressor acts as a circulation pump for the R22 refrigerant. It compresses the low-
pressure, low-temperature vapor from the evaporator to a high-pressure, high-temperature vapor.
Low and High Pressure Cut-outs: The compressor is equipped with safety cut-outs, including Low
Pressure (LP) and High Pressure (HP) cut-outs. The LP cut-out automatically stops the compressor if the
suction pressure drops too low, while the HP cut-out requires manual reset and trips the compressor if the
discharge pressure rises excessively.
Condenser: The hot, high-pressure refrigerant vapor from the compressor is passed through a condenser
to release heat and cool it down, transforming it into a high-pressure liquid.
Receiver: The liquid refrigerant is then directed to a receiver. This receiver can be used to collect and
store the refrigerant when major repair work is needed.
Master Solenoid: Positioned after the receiver, the master solenoid is controlled by the system's control
unit. In case of a sudden compressor stoppage, the master solenoid closes to prevent the flooding of the
evaporator with liquid refrigerant.
Room or Hold Solenoid and Thermostatic Valve: These components regulate the flow of refrigerant into
the various rooms or holds to maintain the desired temperatures. The expansion valve is controlled by a
diaphragm that responds to pressure variations, operated by a bulb sensor filled with an expandable fluid
located at the evaporator outlet.
Thermostatic Expansion Valve: This valve supplies the correct amount of refrigerant to the evaporators,
where it absorbs heat from the rooms and boils off into vapors, resulting in a drop in temperature.
Maintenance required:
Every Three Months:
Check for refrigerant leakages.
Grease bearings if required.
Inspect and test safety cut-outs.
Check and adjust belt tension.
Every Six Months:
Inspect all couplings for wear or damage.
Check the oil filter and oil level in the compressor.
Clean strainers.
Check and replace dryers if necessary.
Every Twelve Months:
Renew lube oil and filters.
Examine all valves for proper operation.
Calibrate thermometers and gauges.
Weigh spare gas bottles to ensure an adequate supply.
Examine fans for wear and tear.
Recharge dryers as needed.
Every Twenty-Four Months:
Overhaul reciprocating compressors (screw type compressors can run for longer periods).
Inspect and possibly replace pistons, bearings, and shaft.
Check and clean coolers.
Conduct pressure testing on heat exchangers.
(b) (i) Frequent Cut-in and Cut-out of the Compressor:
Gas trapped in the coil due to over-frosting.
Low refrigerant charge.
Presence of air in the system causing high discharge pressure and tripping on HP cut-out.
Partial blockage of the expansion valve.
(ii) Low Oil Pressure Cut-out of the Compressor:
Defective or maladjusted oil pressure regulator.
Insufficient oil in the compressor crankcase.
Blocked oil suction and/or delivery strainers.
Loose or worn bearings.
Blockage of oil pathways in the crankshaft.
Low gas suction pressure.
(iii) High Pressure Cut-out of the Compressor:
Air in the system.
Blocked or dirty condenser tubes.
Corrosion of the partition wall in the condenser.
High cooling water temperature or insufficient water flow.
Excess refrigerant in the condenser, reducing the heat exchange area.
Delivery stop valve not open wide enough.
High gas suction pressure during the start-up period.
(iv) Frosting in the Compressor Suction Side:
Abnormal operation of the thermostatic expansion valve (TEV).
System overcharged with refrigerant.
Moisture in the system due to a dirty dryer.
Defective suction valve.

Q8
The exhaust temperatures of an auxiliary diesel engine are found to be excessive and
uneven at normal load, with dark exhaust at the funnel. Describe EACH of the following:
(a) An investigation into the situation (5)
(b) The procedure to remedy the immediate problems (6)
(c) Any further action that might be necessary (5)
Troubleshooting
Apr 2024 - 2
5
Mar 2024
Dec 2023
Oct 2023
Sep 2023
Dec 2022
(a) Investigation of the Situation:
Exhaust Smoke Color:
The dark exhaust at the funnel indicates incomplete combustion and excessive carbon particles in the
exhaust. Investigation is needed to identify the root cause.
Air-related Problems:
Check the turbocharger air filter for choking and clean or replace it if necessary.
Inspect the turbocharger turbine blades for fouling or damage, affecting turbocharger RPM.
Examine the turbocharger inlet grid in the exhaust manifold for choking.
Check compressor blades for dirt or damage affecting air compression.
Fuel-related Problems:
Check fuel temperature, as low temperature can lead to poor atomization.
Inspect fuel injectors for dripping or malfunction.
Verify the timing of fuel pumps.
Examine fuel injector holes for wear.
Check the opening pressure of fuel injectors.
Ensure the correct fuel grade and quality are used.
Verify valve lift of fuel injection valves.
Check for unbalanced engine operation.
Investigate if any units are not firing.
(b) Procedure to Remedy Immediate Problems:
Stuck Fuel Rack: If a fuel rack is stuck, manually pull it back and lubricate it. If it doesn't free up, replace
the fuel pump with an overhauled one.
Low Turbocharger Speed: Attempt turbine washing or dry grit cleaning. If speed doesn't improve after
multiple washes, open and clean the turbine.
Temperature Drop Across Turbocharger: Perform turbine washing. If the issue persists, open the turbine
and clean it.
Dirty Turbocharger Compressor: Perform water washing of the blower. If it's ineffective, open and clean
the compressor.
Dirty Air Filter: Replace the air filter and adjust the mesh density if needed.
Incorrect Fuel Pump Timing: Re-adjust the fuel pump timing to the manufacturer's specifications.
Faulty Fuel Injection Valves: Stop the engine, pressure test all fuel valves, and rectify any faults found.
Low Fuel Temperature: Heat up the fuel to the recommended temperature as per the manufacturer's
guidance.
(c) Further Action:
Address any issues found during the immediate remedy procedure, such as repairing or replacing faulty
components.
Regularly monitor exhaust conditions and perform routine maintenance to prevent recurrence of issues.
Analyze data and trends from the engine's performance monitoring system to detect potential problems
early.
Perform regular maintenance of the turbocharger, fuel injection system, air filters, and other relevant
components to ensure optimal performance.
If the problem persists despite corrective actions, consider a comprehensive inspection or even an
overhaul of the engine's major components to ensure long-term reliability and efficiency.
Q9
With respect to centrifuges,
(a) Explain how the vertical height is measured, and Why vertical height of the shaft is so
critical? (6)
(b) Describe the troubles that occur on centrifuges during operation and their rectification
procedure. (10)
Purifiers & system
Apr 2024 - 2
1
Dec 2023
(a) With respect to centrifuge:
Vertical height basically signifies whether the bearings are placed in the right position or not.
It affects bowl movement as well.
If the height is not proper, then it will not be able to assemble your purifier.
Heights are measured by
Measuring the bowl height with respect to the frame.
Measuring shaft height inside the bowl, which basically influences the sliding bowl/operating slide
operation

(b) Troubles that occur on centrifuges during operating and their rectification procedures:

1. Bowl opens unintentionally during operation:

No water in the operating water tank.
Fill water in the tank.
Bowl opening solenoid leaks during operation.
Repair or replace the solenoid valve.

2. Bowl fails to open for discharge:

Nozzles in the bowl are clogged.
Clean the nozzles.
Bowl-opening water has low pressure.
Fill more water in the tank or increase the height of the tank.
Too much sludge accommodation causing the sliding bowl to fail to operate.
Open and clean the bowl manually.

3. Unsatisfactory separation results

The throughput is too high.
Reduce the throughput
The bowl speed is too low.
Check Clutch shoes and bearings.
The Bowl disk stack is clogged.
Clean the disc stack manually.

4. Separator vibrates
The vertical height of the spindle is wrong. Adjust height according to the maker's recommendations.
Uneven sludge deposits in sludge space.
Clean manually.
Vibration-dampening rubber washers are worn out.
Replace the rubber washer.
 MAY-2 / AUGUST 2024
Q1
Oil traces have been found in the condensate tank of an auxiliary boiler:
(a) Describe the procedure to trace the source of contamination (8)
(b) List the contamination with reasons for its occurrence and the precaution to be taken to
ensure safety of the boiler (8)
WHRS & Boiler
May 2024 - 2
1
Aug 2024
Cause
The most probable cause is leaky fuel oil heaters. Any leaks in oil heaters lead to oil in the cascade tank.
Deck cargo tank steam line leak

Action
Reduce load on the boiler.
Keep a watch on the Observation tank oil level.
With proper PPE, Open the top cover of the Cascade tank.
If there is less oil, drain it from the top or add a chemical that breaks the oil into fine particles.
If there is more oil, manually remove it with absorbent pads or remove it with a Wilden pump from the top.
In no case is emulsified water to go in the boiler.
Once the leak is identified, shut down the boiler if necessary.
Shut the inlet valve to the atmospheric condenser.
Check the atmospheric condenser drain for oil traces in the atmospheric condenser. If yes, flush it
completely.
Check boiler water condition from the sampling line. Find out if any oil is present in the boiler. If yes, Do a
Scum blowdown.
Take a sample again, if oil traces, that means the boiler is too contaminated, then completely blow down
the boiler.
Make sure of MARPOL ANNEX 1 in this case.
Oil content to be <15 ppm, We would have to drain in Bilges or Collect it in a separate drum and then give
it to Port reception.
Flush the cascade tank after cleaning.
Flush Boiler with FW.
Check cascade water samples.
Once all samples ok, Take water in the cascade tank.
Take water in the boiler.
Do Cold firing
Increase the load slowly.
See how much time it takes for the steam to rise.
If it takes more time, that means oil is still present and will take more time to raise steam.
Proceed further according to action req.

How to Find Out Leaks

If ER leaks, check heaters: open heater drains and confirm.
If ER tank heaters leak, open the steam trap drain and confirm.
If Deck cargo tank steam lines leak: open return lines and check on deck.
If an Observation tank is given on deck, then check there.

Q2
(a) Describe how cylinder liners are checked for wear (5)
(b) Explain how these measurements are recorded (5)
(c) Explain why allowance for wear is limited and what extent of the wear governs liner
replacement (6)
Cylinder liner
May 2024 - 2
1
Aug 2024
(a) Procedure:
After the engine is shut down and cooled, open the cylinder head and remove the piston.
Cover the stuffing box hole to avoid debris falling inside the crankcase.
Remove the liner ring and clean the carbon deposits from the top surface of the liner.
Insert a ladder and carefully inspect the liner surface before gauging.
The cylinder liner wear is measured by a standard template, which consists of strategically positioned
holes, wherein the micrometre is placed, and the readings are taken.
The readings are taken for both port starboard and forward aft positions. This is done because the wear is
not the same in both directions, and the cylinder liner ovality is checked.
(b) How Measurements are Recorded:
Record measurements in a dedicated logbook or digital system along with date, engine number, unit
number and specific measurement values.
Take photographs of the liner surfaces and measurement setups to provide visual evidence of wear.
Input measurements into maintenance management systems for trend analysis and easy retrieval during
future inspections.
Compare current measurements with previous records to assess wear progression over time.

To calculate the cylinder liner wear rate, the current reading is compared with the last reading taken.
Suppose, for a liner of 800 mm bore, the position (1) latest reading (for P-S) comes out to be 800.81. The
last recorded reading for position (1) (P-S) is 800.45. Hence, the wear for this position in the P-S direction
is 0.36.
The position (1) latest reading (for F-A) comes out to be 800.78. The last recorded reading for position (1)
(F-A) is 800.45. Hence, the wear for this position in the F-A direction is 0.33. To calculate the ovality, the
F-A wear rate is deducted from the P-S wear rate, which will be 0.03.
Similarly, cylinder liner wear rate and cylinder liner ovality for all positions are calculated.

(c) Allowance for Wear Limit:

Excessive wear can lead to blowpast, loss of engine efficiency and increased fuel consumption.
Increased clearances can cause insufficient oil film thickness, resulting in further wear and damage.

Extent of Wear Governing Liner Replacement:

Generally, the liner has to be replaced when the cylinder liner wear rate is about 0.6-0.8% of the bore
diameter or as per the manufacturer’s recommendation.
An approximate normal cylinder liner wear rate is about 0.1 mm per 1000 running hours. The wear rate
increases if the engine is overloaded.

Q3
State some built in measures by which the steering gear mechanism can be kept
operational, in the event of breakages, pipe failures, motor burn out etc. (16)
Steering & stabilisers
May 2024 - 2
1
Aug 2024
Measures against steering gear failure: Some general requirements for steering gears, based on the
various regulations and SOLAS 1974, are given below:
Ships must have a main and an auxiliary steering gear, arranged so that the failure of one does not render
the other inoperative. An auxiliary steering gear need not be fitted, however, when the main steering gear
has two or more identical power units and is arranged such that after a single failure in its piping system or
one of its power units, steering capability can be maintained. In the case of large tankers, chemical
tankers and gas carriers the provision of two or more identical power units for the main steering gear is
mandatory.
The main steering gear must be able to steer the ship at maximum ahead service speed and be capable
at this speed, and at the ship’s deepest service draught, of putting the rudder from 35 deg on one side to
30 deg on the other side in not more than 28 secs. (The apparent anomaly in the degree of movement is
to allow for difficulty in judging when the final position is reached due to feedback from the hunting gear
which shortens the variable delivery pump stroke.) Where the rudder stock, excluding ice strengthening
allowance, is required to be 120 mm diameter at the tiller, the steering gear has to be power operated.
The auxiliary steering gear must be capable of being brought speedily into operation and be able to put
the rudder over from 15deg on one side to 15deg on the other side in not more than 60 sees with the ship
at its deepest service draught and running ahead at the greater of one half of the maximum service speed
or 7 knots. Where the rudder stock (excluding ice strengthening allowance) is over 230 mm diameter at
the tiller, then the gear has to be power operated.
It must be possible to bring into operation main and auxiliary steering gear power units from the navigating
bridge. A power failure to any one of the steering gear power units or to its control system must result in
an audible and visual alarm on the navigating bridge and the power units must be arranged to restart
automatically when power is restored.
Steering gear control must be provided both on the bridge and in the steering gear room for the main
steering gear and, where the main steering gear comprises two or more identical power units there must
be two independent control systems both operable from the bridge (this does not mean that two steering-
wheels are required). When a hydraulic tele-motor is used for the control system, a second independent
system need not be fitted except in the case of a tanker, chemical carrier or gas carrier of 10000 gt and
over. Auxiliary steering gear control must be arranged in the steering gear room and where the auxiliary
gear is power operated, control must also be arranged from the bridge and be independent of the main
steering gear control system. It must be possible, from within the steering gear room, to disconnect any
control system operable from the bridge from the steering gear it serves. It must be possible to bring the
system into operation from the bridge.
Hydraulic power systems must be provided with arrangements to maintain the cleanliness of the hydraulic
fluid. A low level alarm must be fitted on each hydraulic fluid reservoir to give an early audible and visual
indication on the bridge and in the engine room of any hydraulic fluid leakage. Power operated steering
gears require a storage tank arranged so that the hydraulic systems can be readily re-charged from a
position within the steering gear compartment. The tank must be of sufficient capacity to recharge at least
one power actuating system.
Where the rudder stock is required to be over 230 rnm diameter at the tiller (excluding ice strengthening)
an alternative power supply capable of providing power to operate the rudder, is to be provided
automatically within 45 seconds. This must supply the power unit, its control system and the rudder angle
indicator and can be provided from the ships emergency power supply or from an independent source of
power located within the steering compartment and dedicated for this purpose. Its capacity shall be at
least 30 minutes for ships of 1O,OOO gt and over and 10 minutes for other ships.

Q4
Where a waste heat boiler is subject to persistent leakage at the tube / tube plate
connection, suggest with sketches, methods of effecting a permanent repair. (16)
WHRS & Boiler
May 2024 - 2
1
Aug 2024
Boiler tube repair depends on the position of the tube, the size of the damage and the time available for
repair.

In case of a minor leak and if there is access to the faulty tube, the repair can be done after the boiler has
been cooled down.
In such cases, repair is done through welding by building up the missing material or by installing a doubler
patch on the tube.
Welding provides a strong and permanent solution by creating a solid joint between the plate and the tube
plate.
Unfortunately, most of the time, the damaged tube is not so easily accessible for this kind of repair.
It becomes necessary to plug the respective tube and remove it from the service.
The tube must be closed by inserting a metallic plug on each end of it.
The plug has a conical shape (with a conicity of 1/10), and its dimension depends on the tube's inner
diameter.
The conical side can be simple or threaded and usually must be inserted around 25 mm inside the tube.
When the plug is forcibly inserted/pressed inside the tube, the outside remaining part of the plug is around
15 mm.
After plugs have been inserted, the tube is prone to destruction through burn-out as it will be uncooled.
Isolating tubes with a plug can be done for multiple tubes if they are found leaking.
However, Running the boiler with more than 10 % of the total number of tubes isolated will interfere with
the natural circulation of the water and can lead to complete failure of the boiler tubes.
In this regard, it is recommended that every time a tube is pulled out of service, the position of the tube
should be marked on the boiler tube schematic diagram as it will allow to easily trace the number of the
non-operational tubes.
Replacement of the broken tubes is possible only when the total number of isolated and damaged tubes
reaches 10 % of the total number of tubes in the boiler.
Q5
(a) What are the routines carried out on a life boat winch (6)
(b) What maintenance do the hand brake and Centrifugal brakes require (5)
(c) At what lowering velocity does the centrifugal brake operate (5)
Life Saving Appliance
May 2024 - 2
1
Aug 2024
(a) The main element of a davit winch is the braking system. If the brakes are not in good condition,
lifeboat operations are liable to cause accidents. There are two brakes in the gravity-type lifeboats. One
that holds the boat (static brake) and the second that controls the lowering speed (centrifugal brake).
During an annual inspection by the maker, the brakes are opened up and the condition of the brake pads
is checked. The brake pads are replaced if required.
Other than brake pads, the inspection includes:
Checking the condition of the remote lowering system. Remote lowering of the lifeboat is done by a small
wire that leads inside the lifeboat. Pulling this wire lifts the brake handle remotely which lowers the boat.
Sometimes you will also find the remote lowering system on the lifeboat deck from where the lower can
visually see the lifeboat overside.
Checking the power supply system for hoisting the lifeboat.
Checking the visual condition of the winch foundation to ensure that it can take the load of the boat.
(c) 36m/min is the maximum rate of lowering allowed.

Q6
Give reasons and remedies for the following faults in air compressors.
(a) Excessively hot discharge pipe (5)
(b) Intermediate stage relief valve lifting (5)
(c) Noticeable reduction in free air delivery (6)
Compressed air system
May 2024 - 2
1
Aug 2024
(a) If the temperature of the discharged compressed air is high, it can be because of overheating caused
as a result of the following reasons:
Chocked or dirty intercooler tube
Cooling water pump capacity decreased or insufficient
The atmosphere at the air suction of the compressor is hot
No forced ventilation for fresh air near the compressor
Damage in the head gasket
Chocked air suction filter
Valves of 1st or 2nd stage leaking
(b) If the relief valve of the first stage is lifting, it can be because of
The spring of the relief valve is malfunctioning, thus lifting at less pressure.
The discharge valve of the first stage is not opening.
Intercooler air passage is blocked.
The suction valve of the second stage is in a stuck position.
Water inside the compression chamber due to a crack in the jacket and water is leaking inside

(c) Noticeable Reduction in Free Air Delivery:

Identify Causes
Leaks in the system can reduce air delivery.
Wear and tear on pistons, rings, or cylinders.
Clogged air filters can restrict airflow.
Valves not opening or closing properly.

Implement Remedies
Inspect and repair any leaks in the system.
Check and replace worn components like pistons and rings.
Ensure air filters are clean and replace if necessary.
Inspect and service valves to ensure proper operation.

Q7
With reference to auxiliary boiler safety valves state with reasons:
(a) What clearances need checking when lapping valves to seats (5)
(b) Why the drain must be clear (5)
(c) Why opening gear should be kept in good working order at all times (6)
WHRS & Boiler
May 2024 - 2
1
Aug 2024
(a) A slight clearance exists between the compression screw and the central spindle. Proper alignment
between various parts in the valve is very important for correct functioning of the valve and with all the
required clearances maintained, the working parts should be free in operation. The valve spindle can be
moved sideways within the clearance at the compression screw to prove that there is no binding.
Clearance in the valve hood cotter key and spindle slot is very important for correct valve operation. An
allowance greater than the mechanical lift of (valve diameter)/4 must be provided at the bottom of the key
to allow the spindle to lift under steam when the external hood with the cotter key is left undisturbed. A
slight clearance in the spindle and the hood above the cotter allows for any thermal expansion and
removes any chance of the key jamming in place. A similar clearance amounting more than d/4, is also
provided at the gap between the top of the valve lid and the guide plate, to allow uninterrupted valve
movement. Although low lift valve lift could be a maximum of d/12, the allowance of d/4 is provided to
safeguard a condition arising out of abnormal discharge due to severe priming or a very sudden rise in
evaporation due to the introduction of a highly inflammable substance in the boiler (for example) by
mistake; this could also be the case when there might be a fire external but adjacent to the boiler. A close
clearance exists between the spindle and the valve lid to facilitate point contact at the spindle tip. The said
clearance has been reduced considerably in the case of the improved high lift design where the central
bushing at the guide plate helps in centralising the spindle more accurately.
In the case of the winged spring-loaded valve, a very small clearance is kept between the wings and the
valve seat bore so that the valve lid/seat cont contact area may not be reduced; but this results in a
problem of valve sticking in place due to salt deposits within the close wing clearance.
(b) The drains should be checked regularly and maintained in clear passage condition. A choked drain
could lead in a hydraulic head over the valve seat and disrupt the valve from popping at the set pressure.
Safety valves should be normally maintained in the right condition by periodic overhauls and surveys.
(c) Easing gear is fitted basically to allow for manual operation of the safety valve, in the case of failure to
open when the boiler has been over-pressurised.
The easing gear also allows for regular testing of the valves at sea to ensure correct operation.
The easing gear has to be such that it can cause max lift D/4 of the safety valve.
If not provided with lifting of the safety valve has to be carried out standing next to the safety valve and
this will release steam in a cloud of smoke which may make the operator inconvenient to operate from
there and may be harmful also

Q8
With reference to a fuel oil purifier:
(a) What are the reasons that may cause the purifier to overflow? (6)
(b) What are the reasons for the water carry-over with the oil? (5)
(c) What are the probable reasons for vibration seen during purifier starting? (5)
Purifiers & system
May 2024 - 2
1
Aug 2024
(a) Reasons for Purifier Overflowing:
Sealing water low
Excessive back pressure
Fuel temperature high or low
Oversized gravity disc
Orifice plate installed wrongly in the inlet side
Excessive feed rate
Excessive sludge deposit inside the bowl
Sealing ring leakage (Between bowl and hood)
Low rpm or wrong direction
Leaking three way valve.
Abnormal Vibration
Bowl out of balance due to buildup of solids
Incorrect assembly
Low disc stack pressure
Spindle bearing springs weak or broken
Wrong bearings or worm gears
(b) Reasons for water carried away with oil
Gravity disc is smaller
Interface will shift inward
Feed rate is too high
Blow disc is dirty
Throughput is too high
(c) Reasons for excessive vibration
Sludge too much
Foundation damper and spring failure
Bearing failure
Worn gear
Uneven wear of frictional clutch
Motor speed too high or too low
Height adjustment is not proper
Shaft is bend
Foundation bolts are loose

Q9
Explain with a suitable diagram, the components of a an auxiliary engine fuel valve? Briefly
explain, the process of overhauling and pressure testing the fuel valve? (16)
Fuel pump & injectors
May 2024 - 2
1
Aug 2024
The fuel injector nozzle contains a non-return valve labelled nozzle valve, which is forced open against the
spring loading by pressure of fuel from the fuel pump.
The upper part of the nozzle (or needle) valve is lapped into the nozzle body within which it works freely.
The lower part is of smaller diameter having at its extremity a valve face and at the junction of the two
diameters a shoulder. The upper end has a small extension or spigot which engages with the valve
spindle.
Fuel is delivered to an annular space in the nozzle via a hole, drilled through the nozzle body from the
inlet. The nozzle valve is forced from its seat in the nozzle body by the pressure of fuel from the pump,
acting on the shoulder of the needle valve. Pressure from the fuel pump also forces the fuel through the
holes in the nozzle to form a fine spray in the engine combustion chamber.
Maintenance:
Injectors should be taken out for examination, external cleaning and testing at regular intervals based on
running hours as recommended by the makers handbook or as dictated by operational factors. Injector
opening pressure, spray pattern and effective closing without leakage, are checked with a test pump.
Defective injectors require overhaul in very clean conditions with special tools.
On board overhaul may be carried out or alternatively nozzles may be sent to a specialist firm. After a
replacement nozzle has been fitted in the nozzle holder, injector spring compression is set on the test rig
and then the spray pattern and effective closing are checked.
Inexperienced personnel must be warned against contact with the nozzle tip when testing. Spray intensity
is sufficient to puncture the skin and inject fuel.
For cleaning the fuel injectors, a special set of tools is available and contains the following main items:
brass wire brush, nozzle body groove scraper, probing tool nozzle body seat cleaner, nozzle body dome
cavity cleaner.
 MAY / SEPTEMBER 2024

Q1
(a) State FOUR reasons for persistent slackening of holding down bolts of a main engine.
(6)
(b) State FOUR precautions to be observed when fitting non-metallic chocks in order to
ensure accurate choking. (4)
(c) State the periodic checks to be made in order to assess the effectiveness of an engine
chocking system. (6)
Engine construction & working
May 2024
1
Sep 2024
(a) Reasons for persistent slackening of holding down bolts of a Main Engine:
Holding down bolts can run loose due to vibration. Vibration is due to torque fluctuation and shock loading.
When the ship is subjected to severe load, deformation occurs. When that load is removed, the ship tends
to go into its original position. This action continues, and the ship will be vibrating. Due to this vibration, the
bedplate will be under severe stress, and fretting will occur between the mating surfaces of the bedplate
and chocks and in the long run, bolts will get loose.
The main causes are Vibration, Overloading of the engine, Slack chocks and Hull deflection. Worn chocks
produce an uneven foundation if incorrect tension is applied to the holding-down bolt during tensioning.
Excess loads applied to the bolting arrangement, either from the unbalanced engine or the propeller thrust

(b) Precautions to be observed when fitting non-metallic chocks

The engine needs to be correctly aligned with respect to the shafting, taking suitable allowance for
compression of the chock (about 1/1000 of choke thickness).
The surfaces are suitably cleaned with solvents to remove all impurities like oil, rust and so on, which
could affect the bonding.
Dams are prepared to contain the resin when it is poured in. A slight head is given to the resin when
pouring so that it completely fills up the spaces.
The holding-down bolts are now fitted after spraying with a suitable releasing agent to prevent the resin
from adhesion.
The deflections of the crankshaft should be checked, especially after the resin has been set, to confirm
that they are within the limits.

Q2
A biological sewage system develops a fault, which necessitates opening the unit for
repair.
(a) The risk associated with opening the unit.
(b) The precaution taken to reduce the risk.
(c) Explain the significance of biological oxygen demand (B.O.D.).
Sewage system
May 2024
3
Sep 2024
Feb 2024
Aug 2023
(a) The Risk Associated with Opening the Unit:
One significant risk associated with opening a biological sewage system unit for repair is exposure to
harmful gases. Sewage systems can produce toxic and potentially lethal gases, such as hydrogen
sulphide (H2S) and methane (CH4). These gases can accumulate in confined spaces, posing a serious
health hazard.
Another risk involves direct contact with hazardous materials present in sewage, including pathogens
(bacteria, viruses), heavy metals, and chemicals. This exposure can lead to infections, chemical burns, or
other health issues.
The unit itself may have structural weaknesses or damaged components, posing risks. Accidents such as
falls or equipment malfunctions can occur if the unit is opened without proper precautions.
Improperly managed opening of the unit can result in accidental spills or leaks of sewage, leading to
environmental contamination and harm to aquatic ecosystems.

(b) Precautions Taken to Reduce the Risk:

Wear appropriate PPE, including gloves, goggles, respiratory protection, and protective clothing to
minimize exposure to harmful substances and gases.
Adequate ventilation systems should be in place to remove hazardous gases and maintain a safe
atmosphere inside the unit.
If the repair requires entry into the plant, strict confined space entry procedures should be followed. This
includes testing the air for toxic gases, using confined space permits, and having a standby rescue team.
Toolbox meeting and training to be carried out in handling sewage systems, understanding the risks
involved, and following safety protocols. Ongoing safety training is essential.
Conduct a thorough risk assessment before opening the unit, identifying potential risks, and implementing
control measures accordingly.
Have a well-defined emergency response plan in place, including procedures for spills, gas leaks, and
medical emergencies.
Implement measures to prevent accidental spills or contamination of the environment, such as
containment systems and spill response equipment.

(c) Significance of BOD:

BOD stands for Biological Oxygen Demand.
It is a measure of the amount of dissolved oxygen required by aerobic microorganisms to decompose
organic matter in a water sample over a specific period and at a certain temperature.
BOD indicates the level of organic pollution or the amount of organic material present in the water.

Factors that affect BOD include

Temperature
pH value of the water
The presence of certain microorganisms that influence the growth of aerobic bacteria
The type of inorganic substances in the water
Amount and type of organic substances present.

High BOD levels indicate high organic pollution and can lead to oxygen depletion in water bodies,
negatively impacting aquatic life.

Q3
Work is being carried out in drydock on a large sea water inlet chest and the valves.
Describe the inspection you would carry out:
(a) As the work starts (8)
(b) During and after the work. (8)
Dry-dock
May 2024
2
Sep 2024
Apr 2023
(a) As the work starts:
Sea Chests Cleaning and Painting:
Begin by dismantling the suction grids of the sea chests in the machinery space area.
Clean the suction grids thoroughly, removing any debris or marine growth.
Inspect the internal surface of the sea chests and scrape them clean of all growth.
Gauge the casing plate thicknesses to ensure they meet safety standards; renew plates as necessary.
Renew zinc anodes within the sea chests.
Paint the cleaned sea chests according to the ship's hull painting specifications.
Sea Suction and Discharge Valves Overhaul and Survey:
Overhaul all sea suction and discharge valves, ensuring proper functioning.
Check air and/or steam connections to suction boxes for any defects; address and repair as needed.
If applicable, overhaul main intermediate valves and mud filters attached to them.
Sanitary Storm Valves Overhaul and Survey:
Dismantle flaps of sanitary storm valves.
Renew leather washers and replace defective hinge pins during the overhaul.
Inspect soil pipes for excessive corrosion, cracks, and conduct necessary renewals.
(b) During and After the Work:
Sea Chests Cleaning and Painting:
Periodically inspect the progress of sea chest cleaning to ensure thoroughness.
Monitor the gauging of casing plate thicknesses and oversee any renewals deemed necessary.
Supervise the renewal of zinc anodes within the sea chests.
Confirm that the painting of sea chests adheres to the ship's hull painting specifications.
Sea Suction and Discharge Valves Overhaul and Survey:
Monitor the progress of valve overhauls, ensuring all components are properly inspected and serviced.
Verify the integrity of air and/or steam connections to suction boxes during the process.
Ensure proper documentation of the overhaul process for future reference.
Oversee the inspection and potential overhaul of main intermediate valves and mud filters.
Sanitary Storm Valves Overhaul and Survey:
Inspect the progress of storm valve flap dismantling and renewal of leather washers.
Monitor the inspection of soil pipes for corrosion and cracks, ensuring necessary renewals are carried out.
Confirm that all components are reassembled properly and functionally tested

Q4
(a) How are heat exchangers protected from the effects of corrosion? (8)
(b) What are the problems associated with bio-fouling? (8)
Heat exchanger
May 2024
1
Sep 2024
(a) Corrosion protection for heat exchangers:
Material Selection:
Tubes: Shell and tube heat exchangers use copper-nickel tubes, while plate-type heat exchangers often
use titanium, both of which are corrosion-resistant.
Shell: Cast iron is typically used for the shell in shell-and-tube heat exchangers due to its durability.
For plate-type heat exchangers, titanium is favoured for its exceptional corrosion resistance
End plates in heat exchangers are fitted with sacrificial anodes to prevent galvanic corrosion. These
anodes corrode instead of the metal parts of the heat exchanger, extending its life.
Baffle plates support the tubes and deflect the flow of the cooling fluid, which helps reduce corrosion by
controlling the velocity and preventing stagnation.
A 10% fouling factor is incorporated in heat exchanger designs to account for the extra load due to fouling
and corrosion, ensuring optimal performance even with some degree of fouling.
Titanium plates in plate-type heat exchangers have a corrugated design, which promotes turbulent flow,
reducing the risk of corrosion caused by dissolved oxygen in the fluid.
Regular backflushing is used to remove deposits and fouling from the heat exchanger surfaces,
preventing corrosion due to sediment accumulation.
Chemical cleaning is employed to remove bio-fouling and other corrosive deposits that might impair the
performance and life of the heat exchanger.

(b) The Problems associated with bio-fouling:

Bio-fouling forms a layer on the heat exchanger surfaces, reducing the efficiency of heat transfer between
the fluids.
Bio-fouling necessitates periodic chemical cleaning to restore the efficiency of the heat exchanger and
remove accumulated organic materials.
Over time, bio-fouling can cause localized corrosion and physical damage to the tubes and plates of the
heat exchanger.
As bio-fouling increases, the efficiency of the cooling system declines, leading to higher temperatures in
systems like jacket water cooling.
Bio-fouling leads to marine organisms growing in sea chests and pipelines, obstructing the flow of cooling
water.
The accumulation of marine growth and debris due to bio-fouling can block pipelines, reducing water flow.
If bio-fouling isn't managed properly, it can overwhelm and lead to failure of the MGPS, which are
designed to control such growth.
Bio-fouling on a ship's hull increases drag, reducing its speed and fuel efficiency, leading to higher
operational costs.

Q5
Describe the procedure for the regular maintenance routines to be carried out on the Fixed
CO2 fire-fighting system. (16)
Fire
May 2024
1
Sep 2024
Maintenance of CO2 System
Things to follow before carrying out maintenance,
Inform the bridge before going inside the CO2 room.
Start ventilation blowers first and the room should be ventilated for some time.
Go with a person with proper communication equipment.

Weekly
Check all cylinders are properly secured.
Make sure that nothing has been placed to interfere with the normal operation of the system
Check all the operating levers and their accessories are properly tight.
Check clamping.
Check valve actuator.

Once every month

All the weekly checks
Inspect for piping and equipment for mechanical breakage
Operate the valve several times and make sure that it does not stick
Open the cabinet door and check the alarm and ventilation cut off working.
Once In Every Year
All the monthly checks
Cylinder should be weighed to determine the CO2 content
If the net weight is decreased by 10% of the actual weight, the cylinder should be recharged

Once In Every Two Years

All the checks in yearly
Blow through all piping with service air @ 25 bar pressure or Co2 to make sure that the line is not blocked

Once In Every Five Year

All the above
Spring loaded relief valve pressure test @ 180 bar.

10 Yearly
Cylinder pressure test @ 250 bar (after the first 10 years, the cylinder is to be pressure tested every 5
years)

15 yearly
Pressure testing of the line by a suitable liquid
Cylinder to master valve: @ 170 bar
Master valve to E/R or Cargo hold valve: @ 80 bar
E/R or Cargo hold to nozzle: @ 6-7 bar

Q6
A jacket cooling water, plate type cooler for the engine system is stripped open during
overhaul for survey purposes, State out a list of components, parts or areas, which you
would like to particularly check yourself before the survey. (16)
Heat exchanger
May 2024
1
Sep 2024

Q7
During the watch main engine crank case mist detector alarm has sounded.
(a) List the steps to be taken to meet this emergency situation. (8)
(b) Subsequent inspection and action required to put the engine on normal operation (8)
Crankcase & OMD
May 2024
2
Sep 2024
Sep 2022
(a)
On activation of the main engine oil mist high alarm, Engine will slow down automatically - this is because
reducing the load on the engine will reduce the loading on the bearings (usual location of hotspot)
The standby generator should start automatically and parallel with the running generator. If it does not
start automatically, start it manually - this is because additional power will be required as auxiliary blowers
and boiler will be started.
Inform bridge, C/E and 2/E about the situation, if the vessel is not in navigational danger, stop the engine.
This will help in cooling the hotspot.
Evacuate all personnel from engine room. If there is a secondary explosion, this will cause injury to
personnel.
Do not go near crankcase relief valves. This is to prevent injury in case there is an explosion.
Wait atleast 20 minutes before opening the crankcase doors. Allowing oxygen by opening the doors may
cause an explosion.
(b)
Isolate the engine (shut off start air, stop LO pumps, engage turning gear) this is to prevent accidental
start
Open crankcase doors and find the cause of overheating.
Inform captain of damage and estimate time of repair. Inform DPA and superintendent so that they will
know about the situation. May be will need reschedule of vessel.
Repair/ rectify cause of overheating. This could be due to a bearing, chain rubbing, piston rod fouling on
stuffing box, cracked piston etc. may involve in taking unit out of operation. Engine should not be restarted
until cause is established and corrected.
Before restarting check the oil flow through the bearings, chains/ jet sprayers, piston cooling return. Turn
engine and monitor load on turning gear motor (to check engine is not binding on tight spot)
When restarting, keep close eye on any repairs. Use IR temperature gun to monitor location of
overheating. Stop engine after 30 seconds, 2 minutes and 10 minutes running at low load and check for
overheating. To prevent reoccurrence.
Increase load over 2 hours, keeping a close eye on bearings temperature and oil mist detector. If running
with unit out of operation, then must remain in Engine room control with conventional watch keeping. Look
out for excessive vibration, T/C surging. Damage may be caused otherwise.
If engine is fully operational, when Chief Engineer is satisfied with the running of the engine, hand back to
bridge control.

Q8
With reference to starting air receivers:
(a) Explain why starting air receivers should be drained frequently. (6)
(b) Describe the procedure for the inspection of the internal surfaces of an receiver,
indicating the possible defects, which may be encountered. (10)
Compressed air system
May 2024
1
Sep 2024

(a) Importance of draining Air Receivers:

Air receivers should be drained frequently to remove accumulated condensate or moisture. During
compression, air contains water vapour, and as the air cools in the receiver, the water condenses and
collects at the bottom. If this condensate is not drained regularly, it can cause two main problems:
The collected water can cause corrosion on the internal surfaces of the receiver, reducing its structural
integrity and lifespan.
If not drained, the water can be entrained in the air leaving the receiver, leading to corrosion and potential
jamming of air valves, including main and pilot air valves. This can result in starting and manoeuvring
issues for the main engine and auxiliary engines.
(b) Internal Inspection Before carrying out any inspection the air bottle must be drained and isolated from
any possible source of compressed air, i.e. interconnections to other receivers.
The receiver must be treated as an enclosed space and the checklist concerning this must be adhered to.
Inspections are carried out on air receivers to determine if there is any corrosion or cracking. The internal
surface is inspected, particularly in the regions where water collects, for corrosion and coating damage.
Inspections should also be carried out on areas where the coating is damaged due to local pitting. All
welds are inspected for stress cracking including welds around mountings. The normal rules for the fit of
the manhole door apply.
Entry Procedure and Inspection
Obtain a Permit to work
Treat as enclosed space – personnel outside when internal work is in progress
Drain the air bottle.
Blank all possible means of compressed air entry. There is a manhole door at the end of the air receiver. It
is hinged from the inside with 2 studs. When the door is in position, the air pressure in the receiver will
keep the door shut tight, while the 2 studs are for securing the door in place.
Inspect shell and fittings, and re-coat internally. The internal surfaces are coated with a protective coating
such as clear varnish (copal).
After completing the inspection, fit the manhole door.
Test for leaks

Q9
During recent periods of maneuvering, a number of air start valve bursting discs or cones
have failed. In the circumstance, indicate how the actual cause might be:
(a) Detected (8)
(b) Rectified (8)
Starting & control
May 2024
1
Sep 2024