Q1: a) With reference to electro-hydraulic steering gear discuss:

i: Excessive Hunting
ii: Sluggish operation
b: Discuss the precaution to be taken when operating two Rams on a four
Rams system?

Ans: Also in steering gear notes

Excessive Hunting:
following could be the reasons for excessive hunting.
1.Due to due heavy sea, causing the rudder to be displaced from its desired
position.
2.Lifting of relief v/v or leaky relief v/v.
3.Malfunction of telemotor system.
4.Air in a system
5.Lose of linkages, excess wear in hunting gear cause it to hot
6.Oil leak from one system.

Sluggish operation
Following are the reasons for sluggish operation of electro hydraulic steering gear;

1.Contamination of hydraulic oil

2.Low level of oil in gravity tank
3.Air in the hydraulic tank
4.Reduced hydraulic oil pressure due to wear down in pumps or rams
5.Reduced hydraulic oil press due to leakage of relief valves and by pass valves
(Page # 193 Read- diagram 5-13)
6.Wear down of rudder carrier bearing tiller arm crosshead bearing &tiller arm
bearing (Reed Page # 188, diagram 5.10)
7.Due to sluggish operation of telemotor.

b) In case of operating four ram steering gear on two rams, precautions should be
taken to ensure that isolating valves of operating ram cylinders and bypass valve of
non-operating ram cylinders are open (Reed EK Page 193 Figure 5.13)

only one Pump should be used

Speed of ship & rudder can be reduced.

Q2: Sketch in detail Direct Expansion 3 compartment

refrigeration system and discuss the operation?
 Ans: Sketch in Badar Munir notes. Also Page 276 of Reeds Vol 8.

System Operation:
Assume that the rooms are all warm and the compressor is running with all the
solenoid valves open supplying refrigerant to the respective expansion valve and
evaporator.

Should one or two rooms temperature falls to the desired value the solenoids close
thus reducing the volume of gas returning to the compressor. The suction pressure
drops and the compressor unloads. If more rooms shut down then the suction
pressure will drop to cut out point and the compressor will stop. When the rooms
warm, the solenoids open again, refrigerant passes back to the compressor, the
suction pressure rises and compressor starts. With more rooms, opening, the
suction pressure increases and the compressor loads up more cylinders.

Q3: With reference to hydraulic deck machinery defines:

a: Ways of contamination
b: Effect of contamination
c: How ship staff can monitor the condition of oil?
Ans:

Part A

Main sources of contamination of the system could be caused by the following

reasons:

1. If the low level of hydraulic oil in the gravity tank, it can cause air to be taken
into the hydraulic system.
2. Moisture can condense in the gravity tank and cause contamination
3. Abrasive material break down can be carried off with the hydraulic oil from
the machinery and cause contamination
Part B
Moisture condensing and contaminating the oil can cause the oil to emulsify which
would end up in pump overload and motor overload resulting in breakdown of pump
parts or burnout of the motor.

Abrasive material contamination will cause excessive damage to machinery and

cause the efficiency of the machinery to drop. If there is air in the system it can
cause jerky operation of the machinery and cause overload, jerky operation of deck
machinery pump and motor.

Part C
Hydraulic oil can be monitor by the ship staff by

1. Checking the oil level in gravity tank regularly and replenishing it when
necessary.
2. Quarterly interval or as decided by the company the hydraulic oil sample
should be sent for laboratory analysis or if kit is on boat then test should be
carried out accordingly.
OR
A)Possible cause of contamination in the hydraulic system are ingress of
water, metal particles from general wear, dirt, grease, also oxidation products
from overheated oil , air in the system.

B) The likely results of contamination would be the loss in working pressure, poor
control, possible machinery damage, blocked filters, poor results in LO tests,
damage to pump seals.

C) Contamination can be monitored by testing regularly ie LO tests, filters

cleaned regularly, if of the magnetic type, build up metal particles should be
noted as it could give an indication of bearing failure

Q4: With reference to turbocharger operations define:

a: What parameter would you check when taking over a watch?
B: Give specimen of parameter from your last vessel?
C: What would be your action on turbocharger abnormal
vibration/sound?

I shall check following parameters of T/C system when taking on the watch

a. Turbine side cooling water inlet and outlet temperature

1. Exhaust gas inlet temp to T/C and outlet temperatures
2. (L.O Pump oil sprays on turbine side and blower side bearings if it has an
integrated L.O. pump). In case of external lubrication system. I shall check
flow oil into turbo charger, flow of oil in overflow pipe, temperature of L.O. at
inlet and outlet to the T/C oil cooler
3. Any sound of surging of turbocharger
4. Any abnormal sound or vibration
5. Turbocharger rpm at the tachometer
6. Turbocharger blower discharge air pressure

b. Specimen figures for above are

1. Turbine cooling water inlet/outlet temperature ( )
2. Exhaust gas inlet/outlet temperature ( )
3. My engine had integrated lube oil pumps
4. Turbocharger rpm ( )
5. Blower air discharge pressure ( )
 c. In case of abnormal vibration of turbocharger, I shall inform the bridge and
C/E and then reduced the main engine rpm. If the vibration does not subside,
then engine shall be stopped after consultation with bridge and chief
engineer. The fault will be in investigated and rectified before putting the
engine in operation again.

Q6: What would be the effect of the following on the power developed
in a diesel engine:
a: Broken piston rings
b: worn fuel p/p plunger
c: worn out liner
d: fouled turbocharger?

A. Broken Piston rings: will result in reduction in compression pressure, poor

combustion, reduced peak pressure and hence reduced power. It may also
cause scavenging fire (after burning results to include) blow past, liner &
piston damage.
B. Worn out fuel pump: plunger will cause reduced fuel discharge pressure,
late opening of pump delivery valve, delayed and reduced delivery of fuel
to engine and hence reduced power. It will also cause after burning and
high exhaust temperatures which will further limit or prevent any increase
in engine power.
C. Fouled turbo charger: will result in turbo charger surging and cause
reduced air supply to engine and hence reduction in engine power. It will
also result in poor efficiency of T/C, hence higher exhaust temperature
engine and lower power
D. Worn out liner: If the cylinder liner worn out, there may be a space occur
between the piston ring and the liner, thus, blow-by of combustion gas
may occur. Also, lube oil from the crankcase may be passed into the
combustion chamber.

Q7: a. Sketch and explain Reverse Power Protection system.

b. Why the time delay is incorporated in the system.
Q 8: How safety is achieved in battery room
Q 9 Question: Explain the difference between following motor enclosures: (a) Drip Proof (b)
Totally Enclosed (c) Deck Watertight (d) Flameproof

ANSWER:
Drip-proof open ventilated motors are used where the risk of liquids leaking from overhead
pipes and valves may be a problem. Air is drawn into the machine by an internal fan to
provide cooling. The ventilation ducts are fitted with mesh screens to prevent any objects
from entering the motor and causing damage. These screens must always be kept clean
and free from dust otherwise the motor will overheat due to inadequate ventilation.
When a greater degree of protection is required the enclosure is made Totally Enclosed
Fan Ventilated (TEFV) and jetproof. No external air is allowed inside the motor. To improve
heat transfer the motor casing is finned to increase the surface area, and airflow across the
fins is achieved by means of an external fan and cowl arrangement. Motors located outside
on weatherdecks have deck watertight enclosures but the external fan is omitted because of
the possibility of ice formation.
Deck watertight motors (IP56) have sealed bearings and a watertight terminal box. They
can be completely immersed in shallow water for short periods. Sealing washers are fitted
under all screws and a coat of special corrosion resisting paint is generally applied to all
external and internal surfaces.
Deck motors for tankers must have a flameproof (Exd) enclosure if they are within 3m
(4.5m for some ships) of an oil tank outlet.

Q 10:
a) Under which MARPOL regulation SOPEP comes. (b) What comes under SOPEP
manual. (c) During Bunkering, what will be your action in case of oily sheen upon
surface of water, to inform authorities and procedure for bunker controlling condition.
ANSWER: (a) Regulation 37 of MARPOL Annex I requires that oil tankers of 150 gross
tonnage and above and all ships of 400 gross tonnage and above carry an approved
Shipboard Oil Pollution Emergency Plan (SOPEP). Article 3 of the International Convention
on Oil Pollution Preparedness, Response and Co-operation, 1990, also requires such a plan
for certain ships.
Regulation 17 of MARPOL Annex II makes similar stipulations that all ships of 150 gross
tonnage and above carrying noxious liquid substances in bulk carry an approved shipboard
marine pollution emergency plan for noxious liquid substances. (b)
(c) Notification of local agencies, combating teams or clean-up companies will speed up
response. If an oil spill occurs during the ship’s stay in port, whether operational or as a result of
an incident, the Master should inform the appropriate local agencies (e.g. National Response
Centre, Terminal/ Port Authorities etc.) without undue delay.
If the ship is engaged in a regular service between ports/ terminals the Master or any other
person aboard delegated by the Master should provide a list with the relevant Port Contact
addresses for each port served regularly of Authorities/ persons and/ or terminals dealing with
an oil spill. This list must be regularly updated.

c: Bunkering procedure

See ISM notes.

Q 11: Hot work is carried in bottom platform. What will be your action?

Hot work permit for shipboard maintenance job

Shipboard Hot works involve many hazards and careful consideration will
need to be made for safe planning and execution.

Summarized below are some basic check items prior doing any hot work
related maintenance job. These procedures are only indicative, not
exhaustive in nature and one must always be guided by practices of good
seamanship

1) Has the "Hot Work Precautions Matrix" , been referred to and complied
with?"

2) Has a work planning meeting been held and a formal or informal risk
assessment carried out as required?

3) Has a responsible officer, who is not directly involved in the Hot work,
been designated to ensure that the plan is followed?

4) Has the atmosphere of the Hot work area been tested and found to be less
than 1% LEL?

5) "Has appropriate fire fighting equipment been arranged and kept ready
for immediate use? and required fire detectors checked in advance?"

6) Have measures to prevent scattering sparks, such as spark shelters, been

taken?

7) Confirm no other work such as repairing pipelines, that may cause leak of
combustible gas or oil, is being done in the same compartment?

8) Have arrangements for placing required watchmen for monitoring hot

work area and adjacent areas been made?

9) Has provision been made for sufficient ventilation and lighting?

10) Have evacuation routes/passages been designated/secured?

11) Has the condition of tools and equipment been checked and found
satisfactory?

12) Have personnel involved in work been provided with appropriate

personal protective equipment and danger indications, safety ropes etc
installed at work site as necessary?

13) Have areas where fire must not be directly applied, been clearly marked?

14) Have all crew engaged in the hot work been adequately trained and
clearly instructed in precautions to be observed when carrying out hot work?

15) Have measures been taken to prevent fire from coming in contact with
gas, residual oil, sludge and other dangerous and combustible materials?

16) Has the other side of the bulkhead, deckhead or division on which hot
work is to be carried out, been checked to ensure no dangerous and
combustible materials?

17) Has the section to be worked on, been disconnected or disassembled

from related pipelines and valves by cold work and the open ended section
sealed off?

18) Has safety in the pipe been confirmed where applicable?

19) Has safety of enclosed compartments been confirmed in accordance with

procedures for entry into enclosed spaces where applicable?

20) Is all crew engaged in work within enclosed space provided portable
lighting apparatus?

21) Confirm gas detection in spaces where there is danger of combustible

gas emissions (air pipe tops, areas near manholes, other openings and the
like) and in vicinity of the hot work area has been carried out prior work and
will continue periodically during work?

Q12: 3. On electrical equipment why dry powder is preferred on CO2? (Dec 2014/Sep 2015)

Correct answer to this is not clear. The dry powder being heavier than CO2 would blanket the fire more
positively than CO2. CO2 would spread and cause suffocation. However following Notes on fire fighting
restricts the use of dry powder on sensitive electrical instruments as:

“Ammonium phosphate can react with any water present to form phosphoric acid, which is corrosive and
can seep into even the slightest cracks in electrical equipment. For this reason, dry chemical ABC rated fire
extinguishers should not be used on sensitive electrical equipment such as computers, switch installations,
scientific instruments or aircraft, if other fire extinguishing options are available.” The notes below are just
for reference if you have time to read these.

Types of fire extinguisher.

Fire extinguishers are remarkably sophisticated items of firefighting equipment,
and each type has been specially designed to keep you safe from different types
of fire. When it comes to tackling a fire you must make sure you have the right
fire extinguisher to hand.
Water Extinguishers
Water remains one of the most effective fire-extinguishing agents we have, from
the humble fire bucket to today’s more sophisticated water fire extinguishers.
Water extinguishers should only be used where they work best, on Class A fires,
sometimes called ordinary combustible fires. Paper, wood, fabrics, furniture,
indeed most things you’ll have stored in your home or office, will provide the fuel
for a Class A fire.
Water conducts electricity, so water fire extinguishers should never be used in a
situation where there are live electricity cables or electrical appliances. They are
best paired with another extinguisher that is suitable for use on electrical
equipment fires, such as a CO2.
Foam extinguishers
Foam fire extinguishers have come a long way in 30 years. The
original foam was thick, gloopy and smelled appalling, due to its
high animal protein content.
Modern Aqueous Film Forming Foam (AFFF) fire extinguishers are
another breed altogether, one of the best all-round units available.
Foam extinguishers are red with a cream panel above the operating
instructions.
Foam is extremely effective on Class A fires, involving paper, wood,
textiles etc, so they are a good choice for a general office or
location fire extinguisher They are particularly great on man-made
furnishings, where the fibers in the fabrics might otherwise liquify
in the heat of the fire. When used on flammable liquid fires (Class
B), the foam forms a film that prevents re-ignition of the flammable
liquids by sealing the liquids away from oxygen in the air.
Co2 Extinguishers
CO2 fire extinguishers (carbon dioxide) are the only fire
extinguisher recommended for fires involving electrical equipment.
CO2 is safe to use on and around electrical equipment, as the gas
itself is non-conductive, and once used, there is no sticky foam or
messy powder left behind. They are also effective on Class B fires
(flammable liquids).
Carbon dioxide fire extinguishers are painted bright red with a black
panel above the operating instructions. They have a distinctive
horn-shaped nozzle at the side on the smaller models with 5kgs and
above having a hose and horn. CO2 fire extinguishers should not be
used on Class D fires, involving flammable metals. The CO2 gas can
react with some volatile metals, and as with other non-D rated
extinguishers, can also blow burning metal over a wide area,
making the situation worse. Co2 extinguishers are the most popular
with film units, due to the low secondary damage caused when used. If
paired with a foam extinguisher 4 out of 5 fire categories are covered.
Powder extinguishers
Dry powder fire extinguishers are excellent all-round fire
extinguishers, often recommended for use on vehicles and in the
home. All powder fire extinguishers are red with a blue panel, are
either ABC or BC rated and are safe to be used on fires involving
electrical equipment.
Dry powder extinguishers are not suitable for use in enclosed spaces such as
offices, hotels, schools, etc, as the fire-fighting agent creates a cloud that
can obscure vision, the contents may also create breathing problems.
Unfortunately ABC rated extinguishers do have a major drawback.
Ammonium phosphate can react with any water present to form phosphoric
acid, which is corrosive and can seep into even the slightest cracks in
electrical equipment. For this reason, dry chemical ABC rated fire
extinguishers should not be used on sensitive electrical equipment such as
computers, switch installations, scientific instruments or aircraft, if other fire
extinguishing options are available. In the event of an emergency when only
a dry powder fire extinguisher is available, however, always remember that
electrical equipment can be replaced, life cannot.