Actions to be taken…

1) With regards main propulsion engines, state the immediate action to be taken by the engineer of the watch in the
event of each of the following, giving a reason for each:
a) Turbocharger repeatedly surging (2)
Inform the officer of the watch on the bridge that the engine must be set to slow, or stopped if possible.
Reducing the engine speed will permit time to investigate and take the necessary actions. Could be caused by
blocked inlet filters or even a scavenge fire.
b) Air start manifold/branch pipe overheating local to one unit (2)
This is caused by failure of the cylinder start air valve. The pipe overheats as exhaust gases escape. Contact the
bridge and request that the engine be slowed, and stopped as soon as possible. If engine is required, lift the
fuel pump on the affected unit to lower the temperature of the branch pipe. However, once stopped, the
engine must not be restarted until the fault is rectified.

Low scavenge air temperature alarm (2)

If the temperature control is in automatic mode and does not respond within a few minutes, switch to manual
and adjust the water flow through the coolers and the steam flow through the heaters accordingly. If left at a low
temperature there would be condensation build up, which would reduce the efficiency of the cylinder lubrication and
may cause sulphuric acid to form, due to the sulphur in the fuel.

2) Describe the procedure for preparing an engine, from cold, ready for sea service (8)
24 hours before the engine is required, start the jacket cooling water pumps, the piston cooling water pumps and
the lubricating oil purifiers (to heat the oil). Ensure that the cooling systems come up to their correct pressures and
check for any leaks around the engine. The system temperatures must be increased gradually, to prevent thermal
shock to the engine. The temperatures must be monitored over the 24-hour period and the coolers/heaters
adjusted as required, until the correct running temperature is reached. This temperature must then be maintained
until the engine is required.
2 hours before the engine is required it must be tested. Ensure that the indicator cocks are open, to allow free
movement of the piston during testing. Ensure that the control air is open to the engine. Manually operate the
cylinder lubricators to ensure plenty of oil coverage. Then engage and operate the engine turning gear in the
ahead direction. Leave the turning gear running long enough to ensure that every piston moves a full stroke of the
cylinder. During this time, manually operate the cylinder lubricators again.
On completion, disengage the turning gear and open the main start air valves to the engine, ensuring the auto
valve is in the “auto” position. Kick the engine ahead and astern on air, ensuring someone stands with the
indicator cocks in clear sight, to check for any discharge from the cylinders. On completion, the indicator cocks may
be shut. Start the fuel oil booster pumps and the auxiliary blower. Kick the engine ahead and astern on fuel,
making sure that the turbo charger oil pumps pick up.
If satisfied with tests from the machinery control room position, control can then be passed to the bridge for a
confidence check. On completion control should be passed back to the control room until the engine is required
for sailing. The engine must be kicked on fuel once every hour until it is required, to ensure everything is still in
working order. The system pump auto cut-ins must also be tested prior to sailing, to ensure there is redundancy
should any of the system pressures fall below the desired value.

3) With regards marine diesel engines:

a) State the reason for turning the engine with the turning gear prior to starting (2)
To ensure the piston moves freely inside the cylinder without obstruction. The amperage of the turning gear
must be observed whilst in use. High amps indicate an obstruction/friction inside the engine.
b) State the reason for leaving the indicator cocks on the cylinders open, when the engine is turned on the
turning gear (2)
 To allow the piston to move freely inside the cylinder and to discharge any moisture build up that may have
occurred.
c) State the reason for leaving the lubricating oil circulating after the engine is finished with (2)
To cool the engine components slowly, to prevent thermal shocking.
d) State why diesel alternator cooling water may be circulated through the main engine after shutdown (2)
To cool the engine components slowly, to prevent thermal shocking. After the engine has shut down there is
no residual heat to maintain the temperature of the cooling water. Steam can also be used as a heating
medium.

4) State, with reasons, 8 areas that should be checked by the duty engineer before taking over (8)
Check funnel tops – to check colour of emissions and amount of smoke in exhaust
Liaise with OOD – to check plans for the day, requirements etc.
Tell off-coming engineer that you’re conducting a set of machinery space rounds – so they know where you are
and how long you’re likely to be, in case there is an issue or you don’t show up
Check fire fighting installation activation points for signs of tampering or damage
Check machinery for leaks – could be a hazardous substance or have a detrimental effect on the system
Check levels and condition of all water/residues in bilges, ballast tanks, slop tanks, fresh water tanks and sewage
tanks
Check boilers – blow through gauge glasses to determine water level correct and check mode of operation
Check running equipment parameters – pressures/temperatures/flow rates should be correct and no alarm
indications
Take note of which fuel tanks are in use and the tank levels
Take note of work being done in machinery spaces and PTW forms currently in use – as you’re responsible for all
personnel whilst duty. Will also need to know if any equipment or systems are out of action or being tested
Check state of completion of engine room logbook

5) With regards shutting down a main propulsion plant, after a deep sea voyage:
a) State the actions to be taken by the engineer of the watch when transferring from bridge control to engine
room control (4)
Make contact with the OOW on the bridge and request to take control of the main engine.
Ensure that the governor signals for the bridge and control room match up.
Switch to engine room control.
If possible, lock the console in this position so it cannot be changed accidentally.
b) State 4 precautions to be taken after shutdown, in order to ready the main engine for maintenance (4)
Ensure that the start air is shut to the engine, locked off and tagged out correctly.
Tag out and lock off the fuel supply.
Ensure that the engine is allowed to cool gradually. Do not shut off the jacket cooling water or lubricating oil
immediately, as this will cause thermal shocking. Allow at least 24 hours after shutdown, whilst gradually
decreasing the temperature.
Ensure that the control room info board is filled out, showing the states of all the systems. Inform the EOOW of
the work to be undertaken, giving as much information as possible.

6) List the important actions to be taken by the engineer of the watch, in the event of an alarm activated on the oil
mist detector (8)
Reduce the engine load to at least 50%
Stop the engine when it is safe to do so, according to the OOW on the bridge
Keep all personnel clear of the explosion doors on the crankcase
Engage the turning gear if accessible without nearing the doors
Evacuate the engine room of all unnecessary personnel
Run out fire hoses
 Do not open the crankcase doors for at least 20 minutes after the alarm, to prevent the ingress of air and a
possible explosion
Investigate and rectify the cause before attempting to restart the engine

7) If a main engine with a controllable pitch propeller does not respond to bridge control, describe the routine for
changing to engine room control (4)
Make contact with the OOW on the bridge and request to take control of the main engine.

Ensure that the governor setting for the engine and the pitch setting of the propeller in the control room matches
that on the bridge. Switch to engine room control.

If possible, lock the console in this position so it cannot be changed accidentally.

1) Describe 8 actions to be taken by the relieving engineer of the watch, before taking over (8)
Check funnel tops – to check colour of emissions and amount of smoke in exhaust
Liaise with OOW on the bridge – to check plans for the watch, requirements etc.
Tell off-coming engineer that you’re conducting a set of machinery space rounds – so they know where you are
and how long you’re likely to be, in case there is an issue or you don’t show up
Check fire fighting installation activation points for signs of tampering or damage
Check machinery for leaks – could be a hazardous substance or have a detrimental effect on a system
Check levels and condition of all water/residues in bilges, ballast tanks, slop tanks, fresh water tanks and sewage
tanks
Check boilers – blow through gauge glasses to determine water level correct and check mode of operation
Check running equipment parameters – pressures/temperatures/flow rates should be correct and no alarm
indications
Take note of which fuel tanks are in use and the tank levels
Take note of work being done in machinery spaces and PTW forms currently in use – as you’re responsible for all
personnel whilst duty. Will also need to know if any equipment or systems are out of action or being tested
Check state of completion of engine room logbook

2) With regards keeping a watch:

a) State 4 legal documents which are found in the engine room (4)
Engine movement log
Oil record book
SOPEP
Garbage disposal log
b) State the procedure to be carried out if you found no one in the engine room when taking over the watch (4)
Check the engine room peg-in board to see if the watch-keeper is in the machinery space
If no one is found, contact the OOW on the bridge to find out when there was last contact with the watch-
keeper and inform them of the situation
Inform the chief engineer of the situation
Check which machinery is running and check the alarm indications
If safe to do so, conduct a full set of machinery space rounds to assess the state of all equipment

3) In the event of discovering a fire in the machinery space, list the actions to be taken in each of the following
situations:
a) On initially finding the fire (3)
Raise the alarm by any means (shouting/banging on deck plates/pressing call point)
Attempt to fight the fire with first aid appliances
Where possible, activate any local fire suppression systems
b) On being beaten back by the fire and deciding to use the fixed CO 2 system (5)
If beaten back, proceed to the control room and give a detailed brief to the personnel that have responded to
the alarm.
 From the remote console, crash stop the ventilation in the machinery spaces and stop any running machinery.
Also operate the quick closing valves from the remote position.
All machinery spaces, and where necessary, the control room should be evacuated and a head count taken of
all personnel.

A report is then made to the master, who will give permission for the CO 2 drench

4) List 8 actions to be taken by the engineer of the watch to ensure safe passage of the vessel through heavy weather
(8)
Contact the OOW on the bridge and obtain full details of the weather forecast. Ensure that they are confident with
the operation of the steering gear and start an extra pump if necessary.
Contact and inform the chief of the situation.
Arrange a standby engineer for the duration of the predicted weather, to help with anything that may unfold.
Take note of all tank levels and check void spaces and bilges. If the tanks are too full, they could overflow, if they’re
too empty, free surface effect may take place. Ideally fill tanks to 60-80% capacity. Bilges and void spaces should be
empty.
Check tank level alarms operate correctly within parameters.
Test the bilge alarms, particularly in the steering gear compartment, in case of flooding.
Inform all personnel working in the engine room and stop any work as necessary. Check the permits to work to
ensure nothing has been missed.
Lash down dangerous equipment and heavy tools, paying particular attention to any gas bottles in the workshop
(Acetylene).
5) List the actions to be taken prior to the release of the CO 2 flooding system in the machinery space (8)
Evacuate the machinery spaces of all personnel
Begin the shutting down procedures for all running machinery
Close all the quick-closing valves
On returning to the control room, conduct a head count, checking all permits to work and peg-in board etc.
If necessary evacuate the control room to a safe area
Contact the master on the bridge and report ready to operate CO 2 system
Open the CO2 cabinet an alarm will sound
With the permission of the master, the CO 2 can then be released
6) As the engineer of the watch, explain how to safely carry out bunkering operations (8)
Firstly, the designated person in charge must brief all personnel involved in the evolution. The brief should contain
methods of communication to be used (including signals), equipment to be set up, spill prevention information,
monitoring of tank levels, emergency responses and everybody’s specific duties.
Before bunkering commences all tank levels must be known, including slop tanks, ballast tanks, bilges and void
spaces, so that the stability of the vessel can be assessed. If possible, the trim of the vessel should be adjusted
before the bunkering operations begin. Ballasting operations should be avoided during bunkering unless absolutely
necessary. Accurate soundings of the tanks are taken and recorded before, during and after the operation. Where
possible, tanks to port and starboard should be filled at the same rate so that the stability of the vessel is not
compromised.
The pipelines should be inspected before bunkering begins to ensure their integrity. Valve positions should be
checked to ensure that the fuel is directed to the correct tanks. Scuppers/freeing ports should be effectively
plugged on the upper deck in the vicinity of the operation, and drip trays positioned where necessary. The tank
vents for the tanks to be filled should be checked to ensure they operate correctly.
Considerations must be made regarding the use of intrinsically safe tools, radios and torches, and smoking is
strictly prohibited throughout.
Personnel must be on standby throughout to respond to any emergencies, and appropriate fire fighting/spill
response kits in place.
Finally, on completion of the bunkering operations a record must be made in the oil record book.

7) As engineer of the watch, list 8 reasons for calling the Chief Engineer (8)
 If on-coming watch keeper is incapable of monitoring the watch
If there is no one in the control room when taking over a watch
In any emergency
If in any doubt as to what decision should be made for the safety of the vessel
When any part of the main propulsion plant malfunctions, and the safety of the vessel is in jeopardy
If there is a pollution incident i.e. oil or sewage discharge when not permitted
When any malfunction occurs that could cause damage or breakdown of the main propulsion and auxiliary plant
In the event of electrical failure

8) State who should be informed before commencing bunkering operations (1)

The Chief Engineer
9) State the document to be completed after bunkering (1)
The oil record book

10) State the procedure to be carried out if someone is suspected of receiving an electric shock (8)
Raise the alarmand call for help.
Make the area as safe as possible before attending to the casualty. Do not endanger your own life or those of other
personnel that may come to help.
Isolate the cause of the shock if possible. Stay well clear of any electrical apparatus that the casualty is in contact
with.
Use electric shock equipment provided, or alternatively a broom stick/rope to move the casualty clear of any
electrical hazard.
Call out to the casualty to check for a response. If it is safe to do so, approach them and gently shake the casualty,
speaking close to their ear.
Check the casualty’s airway, breathing and circulation. Perform CPR if necessary.
If the casualty is breathing but unconscious, place them in the recovery position and stay with them until medical
help arrives. They must not be left alone, as heart problems can occur post shock. Keep checking their vitals.

Bilge
State 4 conditions to be complied with in order to pump bilge water overboard, while the vessel is in a special area

The discharge must originate from the machinery space bilges only
The discharge must not contain more than 15ppm of oil in water
The vessel must be underway
A suitable OWS must be fitted with an automatic monitoring and stopping device
11) With regards engine room bilges:
a) Describe the immediate actions to be taken by the engineer of the watch in the event that the bilge is rising
faster than can be contained by the bilge pump (5)
Raise a flood alarm. Contact the bridge and the chief to inform them of the incident.
Take note of which pumps are running.
Go into the machinery spaces and check the pumps and associated systems for leaks.
If a leak is found, begin first aid leak stopping to stem the flow as much as possible.Once the leak has been
stopped, pump the bilge out fully via the OWS using the bilge pump.
If the source of the water ingress cannot be found, set up the emergency bilge injection pump to begin
discharging the water overboard.
b) State the features provided in the engine room to deal with the situation in (a) (3)
The largest capacity pump in the engine room, usually one of the seawater pumps, will also be an emergency
bilge injection pump.It will be situated at the lowest point in the engine room and will be capable of taking
suction from the lowest point in the bilge. The pump will usually be fully submersible, in case of severe
flooding in the engine room, and it will be rigged to pump the flood water straight overboard. The valves shall
 have extended spindles enabling operation from well above the bottom plates of the machinery space, in the
case of severe flooding. By law, this pump will be powered from the emergency switchboard.
12) With regards the disposal of bilge water from the machinery spaces:
a) Explain when it is not permissible to discharge overboard, even via an OWS (4)
Whilst the vessel is transiting through the Antarctic area, discharge of any oily mixture is prohibited; regardless
of whether filtering equipment has been used. The Antarctic is considered a special area, and although
discharge is permitted in other special areas as long as the filtering equipment is fitted with an automatic stop,
the Antarctic is considered even more sensitive.
b) State the maximum permissible oil content of the overboard discharge (1)
15ppm of oil in water, without dilution
c) Identify the documentation to be completed following such an operation and by whom (3)
The person who performed the discharge must complete and sign the oil record book. The front of the book
contains instructions on how to fill out the necessary details, including what you have discharged, where it was
taken from and how much was moved. The date and time of discharge are also recorded and then the book
must be counter-signed by the master.
13) List 8 reasons why a bilge pump may not by able to remove water from an engine room bilge (8)
The position of the fluid in the bilge in relation to the suction pipe, for instance if the ship has a slight list
The bilge is empty
More than one suction valve is open i.e. the port and starboard bilge wells
Blocked suction strainers/mud boxes
A blockage in the suction line i.e. rags etc. sucked from bilge
The distance of the fluid travel i.e. the pump may need priming to take suction from the steering gear
compartment
A hole in the suction line
The pump/motor coupling has failed

14) With regards regulations on pollution of the sea with oil, explain each of the following:
a) The action to be taken in the event of an oil spill (3)
Stem or stop the flow if possible by stopping the pump or closing the appropriate valves. The OOW on the
bridge and the chief must be informed immediately of the situation. Ensure that there is no source of ignition
in the near vicinity. If the oil spill is on deck then suitable actions should be taken to keep it contained on the
vessel. All scuppers and freeing ports in the immediate vicinity must be closed/blocked. Materials should be
available in the oil response kit to prevent the oil spreading i.e. absorbent pads.
If oil has entered the water either from the deck or from an overboard discharge, the local harbour/shore
authorities must be informed at the soonest opportunity. They may be able to provide their own resources to
limit the damage. The spill must be entered into the oil discharge book.
b) How the bilge water overboard discharge is monitored (2)
The pipe leading from the oily water separator to the overboard discharge must have a water sample tester
fitted. A water sample is taken periodically from the discharge fluid and the oil content is checked. If the oil
content rises above 15ppm there must be an automatic stop valve on the overboard discharge line.

15) With regards watch keeping:

a) State 4 actions to be taken by the engineer of the watch on discovering a small oil fire in the bilge (4)
Locate the source of the fire
Raise the alarm and call for help
Start to fight the fire by a suitable means
If beaten back, proceed to the control room and brief any personnel who have responded to the alarm
b) State 4 good watch keeping practices that can help prevent such fires (4)
Keep an eye on the bilge levels and empty them where necessary
Clean up any spills that occur while conducting maintenance
 Ensure that there are no oily rags or tools left in the bilge after maintenance
Monitor the temperature of the engine room and the running machinery
16) With regards engine room bilges:
a) Make a sketch of a bilge injection system (5)
b) State the purpose of fitting a bilge injection system (2)
Bilge injection is fitted in case of severe flooding in the machinery space, which cannot be contained by the
standard bilge pump. It must be connected to the largest capacity pump available and the pump is usually fully
submersible.
c) Identify the location of the system on board (1)
It will be at the lowest point in the machinery spaces and will take suction from the lowest point in the bilge.

17) Explain the procedure for setting up the OWS and pumping the bilge (6)
First of all the OWS must be flushed through and the performance of the oil detector tested. This is achieved by
taking suction from the seawater main and discharging overboard through the oil detector. The ppm monitor
should read zero. Once satisfied with the operation of the unit, the bilge pump can be set up.
It is normal practice for the oily bilge water to be pumped to a retention tank first, where it then settles out. The
cleaner constituents are then pumped through the OWS; this way, the equipment will not be fouled by thick oily
sludge.
To begin with, the OWS discharge overboard is closed and the recirculation valve opened. This ensures that the oil
in water content is acceptable before any of the effluent is discharged overboard. Once satisfied with the ppm, the
discharge overboard valve can be opened. This should be fitted with an automatic stop in case of high oil content
during operation

Boiler
8) With regards auxiliary boilers:
a) State 4 possible reasons for the boiler feed pump failing to maintain the water level (4)
Blow down valve left open
Pump failing due to worn wear rings
Tube failure inside boiler
Faulty level control valve
b) Describe the start-up sequence of the burner (4)
On pressing the start button, the burner will purge the furnace, using forced ventilation to remove any oil
residues or vapours that may have been left behind. This takes approximately 15-30 seconds. The ignitor will
then light the pilot flame. A photocell senses this and initiates the high flame. At this point a second air
damper will open to allow more airflow into the furnace.

9) Describe, with the aid of sketches, the procedure for testing a boiler gauge glass (8)
Close off the steam cock
Close off the water cock
Slowly open the drain cock
Observe the level in the sight glass dropping
Ensure there are no leaks coming from the closed steam or water cocks
Open the steam cock to blow the gauge through and then close it again
Open the water cock and then close it again
Close the drain cock
Open the water cock. The gauge will fill with water
 Open the steam cock. The level in the sight glass should even out
On completion of testing the second gauge glass, ensure both show the same level

10) List 8 mountings that must be present on an auxiliary boiler (8)

At least 2 safety valves
At least 2 gauge glasses
2 feed water check valves
2 Steam stop valves
Vent cock
Pressure indicator
2 Blow down valves
Water sampling connection

11) With regards auxiliary boilers, state the action to be taken in each of the following circumstances, giving a reason
for each action:
a) No visible water level inside the gauge glass (2)
Shut down the boiler. It could be a blockage in the gauge glass but the boiler should be shut down for safety to
prevent possible damage if it is running dry.
b) Safety valve lifting (2)
Shut boiler down for safety, in case it is overloading. Check fuel supply to ensure burner is operating correctly.
Could also attempt to manually lift the safety valve to see if it is jamming.
c) Excessive smoking during firing (2)
This could be caused by insufficient air supply to the furnace, or poor fuel atomisation. Shut the boiler down
and check the air supply and the condition of the fuel injector.
d) Excessively high chloride content in the feed water (2)Blow down the boiler and monitor the condition of the
water. Dilute the chlorides as required

12) State the possible cause and remedial action that should be taken, when each of the following faults occur when
starting an automatic package boiler:
a) The boiler starts and the fan runs with the control dampers correctly positioned, then the boiler locks out
before purging is complete (2)
Choked inlet filter
Check and clean as required
b) The boiler purges correctly, but the ignitors fail to spark and the boiler locks out (2)
Fault with electrodes
Remove ignitor and check electrode condition and spacing
Replace/adjust as required
c) The boiler purges correctly, the ignitors spark, but the boiler fails to light up and locks out (2)
Chocked injector
Remove ignitor and check the condition of the injector nozzle
Clean or replace as required
d) The boiler flame flashes up, but after 5 seconds the automatic control locks the boiler (2)
Flame eye does not see flame
Remove and clean flame eye

13) List 4 safety or alarm devices fitted to an auxiliary boiler, describing how each of the devices may be tested (8)
Flame eye – remove the eye or tape over it, then start the boiler up. Boiler should trip during start-up sequence.
Door open – Start up boiler and open the burner door during the start up sequence. The boiler should trip.
Safety valve operation – Manually operate the hand easing gear to test the valve operation. The manufacturer
must pressure test the valves externally.
Water level low/high – operate the magnetic floats/digital control either way while the boiler is in operation. The
boiler should trip.
14) State 4 circumstances where the fuel supply to a boiler burner would be automatically cut off, giving a reason for
each (8)
Air starvation – would cause a rich mixture of fuel to air, which would be very hot. If allowed to persist, could cause
damage or an explosion
Flame failure – If the burner did not trip in this instance, the furnace would continue to fill with fuel and air. If a
flame was eventually added to the mix it could cause an explosion
Water level – if the water level is low, it would cause the boiler to get very hot and may cause severe damage. If
the water level is high, it could cause carry-over into the steam system. This would reduce efficiency and could
cause water-hammer damage to equipment/systems
Burner door open – if the door was allowed to open without a trip function it would be very dangerous to
personnel
15) State 4 tests that are required for boiler water, giving a reason for each (8)
Hydrazine – This is used as an oxygen scavenger, to help prevent corrosion. This test ensures there are Hydrazine
reserves in the boiler water.
P Alkalinity – Ensures that the boiler water is neither too acid nor too alkaline. Acid will cause acidic corrosion,
while alkalinity can cause caustic corrosion or cracking in the boiler casing.
Chlorides – Used to determine the amount of salt contamination in both boiler and feed water. Salts are
undesirable because they can form insulating scale and can cause foaming in the boiler water.
Total dissolved solids – Determines the total level of any chemicals dissolved in the water and its scale forming
potential. It is desirable to have the water as close to pure water as possible.

16) State 2 consequences of not testing or treating boiler feed water (2)
If salts exist in the boiler water undetected, they could cause insulating scale to form, which reduces the efficiency
of the boiler. Salts can also cause circulation problems within the boiler and foaming of the water.
If the water becomes too acidic, corrosion will take place and the water will attack the inside of the boiler casing.
Likewise, if the water becomes too alkaline, it will cause caustic corrosion and can lead to cracking in the casing

17) Outline 2 boiler water tests (6)

P Alkalinity

Take a 100ml, filtered sample of the boiler water

Add 10 drops of Phenolphthalein (the water will turn pink if alkaline)

Add drops of N/50 standard solution of Sulphuric Acid until the sample turns clear

Count the drops as you add them

The millimetres of Sulphuric Acid used X10 gives the alkalinity in ppm of Calcium Carbonate

Chlorides

Once P Alkalinity test is complete, use the remaining sample

Add a further 2ml of N/50 Sulphuric Acid

Add 20 drops of Potassium Chromate Indicator (the sample should turn yellow)

Add drops of N/35.5 standard solution of Silver Nitrate until the sample turns reddish-brown

Count the drops as you add them

The millimetres of Silver Nitrate used X10 gives the Chlorides in ppm

18) With regards auxiliary boilers:

a) Explain how scale forms on the heating surfaces and why it is undesirable (6)
When water is heated, the naturally occurring salts contained within, react to the heat. Some salts will
completely decompose when heated to 100°C or more. However, there are more harmful salts that will start
to foam, form scale or become acidic as the temperature rises above that. Scale is undesirable because it has
excellent insulation characteristics, making the boiler less efficient. Where it forms in patches it can cause
localised overheating and eventually cause the boiler to fail. Some of the salts, if heated enough, will form
Hydrochloric Acid, which will begin to corrode the boiler casing. This type of acid corrosion is self-sustaining
and very damaging.
b) State how such scale is prevented from forming (2)
To begin with, it is important to only use water that is low in dissolved solids, namely pure, demineralised
water.
Then the water must be tested and treated regularly. It is common in low-pressure boilers to use a combined
treatment that resolves most common issues with feed water.

With regards auxiliary boilers:

c) State the effect on operation in the event of the following alarms:

c.i) High water level (1)
A control system alarm will sound
c.ii) Low water level (1)
A control system alarm will sound
c.iii) Extra-low water level (1)
The boiler will trip and an alarm will sound
d) How often should a gauge glass by blown through (1)
If there is any doubt as to the level shown

Electrics
Electric motors
18) With regards electrical motors:
a) List 4 maintenance criteria, which are necessary for good operation (4)
Vibration analysis
Insulation testing
Greasing of rotor bearings
Checking electrical integrity and security of fastenings

b) Describe how to test for electrical faults within a motor (4)

First the motor must be isolated and tagged out.
On opening the cover, before touching any of the cables inside, check that the motor is dead using a multi
meter. The meter should be tested on something live to ensure that it is working correctly and then tested
across all 3 phases of the motor.
Once proven safe, the next step is to test the earth connection to the motor. To do this the multi meter is set
to ohms and a connection is made between the casing of the motor and any part of the ships hull nearby. For
the earth to be good, the reading must be as close to zero as possible.
 The final test is conducted on the insulation. For this test a Megger insulation tester is used. This equipment
injects a small voltage into the wires of the motor to induce a current. One of the probes is placed on a single
phase of the motor, while the other is attached to earth. The tester then reads if there is any leakage down to
earth, which would show a fault in the motor, caused by possible damage in the wire insulation. Each of the 3
phases is tested in turn. The Megger should read at least 1MΩ to be acceptable.
Before closing up the motor, check that all electrical connections are tight and in good condition.
The motor can then be de-isolated.

19) With regards electric motors:

a) Describe how a motor would be overhauled, after it had been flooded with sea water (4)
Isolate the motor and tag out fully
Disassemble and wash down with fresh water
Clean off any salt deposits
Leave to dry out
Only reassemble when fully dry
Conduct electrical tests, in particular insulation tests
De-isolate and test run the motor

20) With regards testing and maintenance on large electrical motors:

a) State the instrument and the voltage to be used when testing insulation resistance (2)
The instrument is called a Megger tester. The voltage induced in the conductor should be the same setting as
the rated voltage, or if that is not possible, then the setting immediately above that of the rated voltage, to
ensure there is sufficient insulation resistance.
21) With regards working on electrical equipment:
a) List 5 precautions that should be taken before any work is carried out (5)
Isolate the supply
Tag out appropriately and affix a warning sign in the work area
Obtain an approved voltage tester and check that is works using a known source
Test the equipment to be worked on, across all lines and between each line and earth.
Ensure that any capacitors have been fully discharged
Finally check the voltage tester one last time to ensure it still works
b) Identify 3 additional precautions, if it becomes essential to work near live equipment (3)
Use insulated tools
Stand on insulated mats and avoid leaning on the adjacent live equipment
Do not work alone
22) With regards earth faults:
a) State 4 possible causes (4)
Water ingress
Insulation damage
Excessive heat
Surface dirt
b) For each cause, explain how the fault is rectified (4)
The moisture must be dried out using a gentle heat source, and the cause of the water must be found and
rectified to prevent future ingress.
If possible the cause of the damage must be found and alleviated. The insulation must be repaired suitably
before the equipment is put back in use.
If possible, the equipment must be removed from the source of heat to prevent further damage. If the
insulation is damaged as a result of the heat, repairs must be effected.
The dirt must be cleaned off thoroughly and the connections greased where necessary.
 Switchboard
23) With regards earth faults on a ship’s electrical system:
a) State how they are indicated (2)
Regulations require that earth fault monitors be fitted to the main switchboards. Each isolated section of the
distribution system will have it’s own monitor i.e. 440V switchboard, 220V switchboard etc. The monitors can
either consist of indicator lamps or an instrument to show the IR value to earth.
b) Describe how the location is found (3)
When an earth fault is discovered, it is helpful to find out the last time that the system was clear of faults.
Once the estimated time frame is known, an investigation can be made into any equipment that was started
during that period; particularly large pieces of machinery, such as the bow thruster. Using powers of
deduction, bearing in mind the safety of the vessel and it’s integral systems, equipment can be stopped one at
a time, each time checking the state of the earth fault. The engineer in charge of the watch must be in control
of shutting any equipment down and kept informed of progress throughout. Hopefully this will highlight the
faulty area and it can then be repaired.
c) State the safety precautions necessary in order to carry out repairs (3)
Ensure that the EOOW is informed of the work to be conducted. Do they require the system in the near
future?
Before opening any equipment it must be tagged out and locked off accordingly. Advisory notices must be
displayed.
On opening the equipment it must be proven dead using a multi meter.

24) With regards the main switchboard:

a) List 5 protective devices fitted (5)
Over Current Trip
Over Voltage Trip
Under Voltage Trip
Reverse Power Trip
Earth Leakage Indicator
b) Explain the term “earth fault” and state why it is undesirable in electrical installations (3)
Every item of equipment on the vessel should be connected to the hull via an earth cable. An earth fault
occurs when a live conductor inside the equipment comes into contact with its casing, therefore creating a
current leakage, which ultimately is transmitted through the ship’s hull.
Earth faults are undesirable in electrical installations because they can create a current equivalent to a short
circuit condition, which will result in protection devices operating to disconnect what could possibly be
essential services for the safety of the ship.

25) With regards electrical equipment:

a) State 3 underlying causes of electrical equipment failure (3)
Overloading the equipment
Extremes of temperature
Seawater ingress
b) State the precautions to be taken before working on the switchboard (5)
Be aware that you’re working on live equipment and familiarise yourself with the associated safety practices
Ensure that the engineer officer of the watch is aware of the work to be conducted
Where necessary fill out the relevant permit to work and tag out log
 Display notices to inform other personnel of work being conducted
Ensure that you nominate a safety number to act as a standby in case of electric shock

Battery
26) With regards secondary cell batteries:
a) State the 2 different types (2)
Lead Acid
Alkaline
b) State 4 applications on board ship (2)
Emergency generator start-up
Radio equipment
Fire detection/alarm systems
Navigational equipment (GMDSS)
c) Describe the maintenance required (4)
Keep the cells clean and dry
Check the tightness of the terminal connections
Grease the connections to prevent corrosion
Check the battery charge either using a multi-meter or specific gravity (hydrometer)

27) With regards battery storage:

a) Name a publication dealing with storage rules and regulations (1)
Code of Safe Working Practices
b) List 7 precautions that should be taken when working in an area where batteries are stored (7)
Batteries give off gases as they are being charged. Care must be taken to ensure the compartment is
adequately ventilated to accommodate this.
Smoking and any type of naked flame are strictly prohibited in or around the compartment.
Light fittings should be intrinsically safe. Light casings should be plastic and bolted down tight. If cracked or
damaged and repairs cannot be effected immediately, the electrical supplies should be isolated.
Specialist portable tools should be used that cannot create a spark.
If a short circuit is made of even just one cell it could create an arc or spark, which could in turn cause an
explosion if gases are present. It is also likely to cause severe damage and burns due to the high currents.
Jewellery, watches and rings should be removed before entering the compartment to avoid creating a spark.
All batteries must be battened into their stowage’s, to prevent movement with the ship.
All battery connections should be kept clean and tight to prevent overheating or sparking.

Enclosed space
28) With regards enclosed spaces:
a) Define what is meant by “enclosed space” (1)
Any space where the atmosphere could be deemed or could become dangerous
 b) State 3 areas on board that would be classed as an enclosed space (3)
Boilers: Cargo/ballast/fuel tanks: Engine crankcase
c) Describe the procedure for entry into an enclosed space (4)
Prior to entry, a safety meeting should be held with all involved personnel in attendance. A permit to work
should be obtained for the space to be entered, identifying all the potential hazards and suitably assessing the
risk involved with each one. The space should be opened, cleaned and ventilated 24 hours prior to entry, and
continuously ventilated during entry. To satisfy the permit to work, an evaluation of the atmosphere within the
space should be carried out and recorded prior to entry. The person(s) entering the space should also carry an
approved atmosphere tester with them at all times. An evaluation should also be carried out on the isolation
of the space i.e. if it is a tank, then all inlet and outlet pipes are isolated.
A standby/rescue team must be in place at the entrance/exit to the space. Constant communication must be
kept at all times between the person(s) entering the space and the rescue team outside. The rescue team must
not be detailed to fulfil any other duty. They must also have sufficient rescue apparatus to hand.
There must be sufficient lighting arrangements set up inside the space and consideration must be given to any
other equipment required once inside, for instance, special tools. PPE must also be considered.

Engine
Main

19) With regards marine diesel engines:

a) State 2 differences between a trunk type and a crosshead type engine (2)
A trunk type engine has a monoblock construction, whereas a crosshead type engine has a separate bedplate,
frame and entablature, held in compression by the tie rods.
A trunk type engine uses the same lubricating oil for the crankshaft as it does for the cylinder liner. A
crosshead engine uses separate lubricating oils.
b) Describe, with the aid of sketches, the combustion process of a 2-stroke engine (6)
On the upward stroke of the piston, the compression stage begins once the scavenge ports are covered. As the
piston nears top dead centre, fuel is injected into the cylinder. Due to the pressure in the cylinder at the point
of injection, the fuel spontaneously combusts. The force of combustion pushes the piston on its downward
stroke. This is called the power stroke. Before bottom dead centre, the exhaust valve opens and the gases
begin to escape. As the scavenge ports are exposed pressurised air is forced into the cylinder and the
remainder of the exhaust gases are flushed out before compression begins again. This is called the scavenge
stroke.

20) With regards inlet and exhaust valves on a 4-stroke engine:

a) Explain why the correct tappet clearances are essential (4)
When the engine is running, it gradually heats up. As the metal components get hot, they expand. The tappet
clearances are to allow for this expansion, so that the inlet and exhaust valves can continue to operate
correctly.
b) State the results of the tappet clearances being:
b.i) Too large (2)
The valves will open late and close early.
b.ii) Too small (2)
The valves will open early and close late. They may not close properly.

21) Explain the constructional differences of a 2-stroke and a 4-stroke engine, with respect to the connection between
the piston and the crankshaft (4)
 On 2-stroke engines, the connecting rod is attached to the piston rod via the crosshead bearings, which transfer
much of the engine thrust to the crosshead guides in the engine frames.
In 4-stroke engines the connecting rod is attached directly to the piston via the piston pin.

22) Describe the function of the diaphragm and stuffing box in a 2-stroke engine (4)
Comprises a number of scraper and sealing rings, which are segmented and held together by garter springs. It is
positioned between the crankcase and cylinder of a 2-stroke engine, to segregate the two areas. It’s purpose is to
prevent crankcase oil being carried into the scavenge space, and to prevent scavenge air, used cylinder oil and the
products of combustion from contaminating the crankcase oil.

1. Draw a line diagram of a lubricating oil system for a 2-stroke engine, labelling all the principle
components in the system

2. Explain the constructional differences between a 2-stroke and a 4-stroke engine (8)
The basic frame of a 2-stroke engine is broken down into 3 sections – the entablature, the A-frames and the
bedplate, which are all held together by the tie bolts. A 4-stroke engine is of a mono-block construction, with no
separate bedplate.
These basic constructions make the 2-stroke engine much taller and heavier while the 4-stroke engine is lighter.
In a 4-stroke engine it is only the piston crown that separates the combustion space from the crankcase; the
connecting rod attaches directly to the piston pin. In a 2-stroke engine the A-frames and bedplate form the
crankcase, while the entablature forms the scavenge space and the cylinder seat. The two spaces are separated by
a diaphragm plate, which is housed in the entablature. The connecting rod is attached to the piston rod via a
crosshead bearing. The crosshead moves in a reciprocating motion inside the crosshead guides, attached to the A-
frames. The guides absorb the thrust of the engine.
23) With regards the operation of 2-stroke engines, outline the importance of each of the following:
a) Maintaining the temperature of the scavenge air above the dew point (2)
If the temperature inside the cylinder is allowed to fall below the dew point of the sulphur in the fuel, it could
cause sulphuric acid to form, which is very corrosive.
b) Maintaining the fuel at the correct viscosity for injection (2)
Prompt and effective fuel injection is important for efficient combustion. It is also important for the cylinders
of the engine to be evenly loaded. If the fuel were too viscous it could choke up the nozzles of the injectors,
causing some to be more effective than others.
c) Regular on board testing of the lubricating oil (2)
It is important to test the oil for the correct viscosity. If the oil is losing its viscosity is could indicate a problem
within the engine, such as a high bearing temperature. It is also important to test the water content of the oil.
Water in oil reduces its ability to lubricate and can also cause microbiological contamination in storage tanks.
d) Ensuring rotation of the exhaust valves (2)
Especially important on engines burning residual fuel. Helps to keep the valve at an even temperature,
preventing distortion and thermal stressing. It can also remove carbon build-up on the seating faces.

24) Make 4 simple sketches to illustrate the sequence of a 4-stroke cycle, and describe each stage (8)
On the induction stroke, the piston is moving down the cylinder and the inlet valve is open, allowing fresh air to be
forced into the cylinder from the turbocharger.
 On the compression stroke the inlet valve is closed and the air is being compressed as the piston moves up the
cylinder. The pressure and temperature of the air is increasing.
Just before top dead centre, fuel is injected into the cylinder. The fuel is atomised by the injector and the tiny
droplets quickly combust due to the high temperatures inside the cylinder. As the piston passes TDC, the
expanding gas from combustion forces the piston back down the cylinder. This is called the power stroke and is the
only time during the cycle that work energy is put into the engine to drive the crankshaft.
Just before bottom dead centre the exhaust valve opens. As the piston moves back up the cylinder, the hot
combustion gases are expelled. This is the exhaust stroke. Just before TDC the inlet valve opens and the cycle
begins again.

25) With regards fuel injection timing on a 2-stroke engine:

a) What would be the effect of:
a.i) Early injection (3)
The fuel would ignite early and would burn for longer. The cylinder temperature to that unit would
increase slightly as well as the exhaust temperature. If the condition persists, it could cause damage to the
piston crown due to the excessive heat, and also to the bearings due to the overloaded condition.
a.ii)Late injection (3)
There would still be fuel left unburned after combustion. This would ultimately be carried away during
scavenging, which could start an exhaust belt fire, as the hot exhaust gases from the other cylinders will
burn the fuel in the uptakes. This in turn could damage the turbocharger.
b) Sketch an “out of phase” draw card, for a 2-stroke engine, indicating the point of fuel injection (2)
 Crankshafts/camshaft
26) With regards marine diesel engines:
a) State the purpose of a camshaft (1)
The camshaft controls the timing of fuel injection, inlet/exhaust valves and the air start distributor.
b) State 2 methods of driving a camshaft on a large marine diesel engine (2)
Chains
Gears
c) State the speed of the camshaft relative to the crankshaft on:
c.i) A 4-stroke engine (1)
For every two revolutions of the crankshaft, the camshaft turns one revolution.
c.ii) A 2-stroke engine (1)
For one revolution of the crankshaft, the camshaft turns one revolution.

d) Sketch a fuel cam for a unidirectional diesel engine indicating each of the following:
d.i) The point of injection (1)
d.ii) The peak (1)
d.iii) The slow return (1)

27) With regards camshaft timing:

a) Sketch a camshaft timing chain arrangement, indicating how the chain tension is adjusted (6)
b) State 2 items of ancillary equipment that can be driven via the timing chain (2)
Cylinder lubrication
Engine governor
 Fuel
28) Describe a heavy fuel oil system, from the settling tank to the fuel oil injector on the main engine (8)
From the settling tank the fuel will be purified using a centrifugal separator, before being transferred to the ready
use/service tank. It may need to be homogenised before the separator, depending on the quality. The supply
pumps take suction from the service tank through a set of coarse filters. The fuel is then pumped at around 4bar
through another set of filters. These filters may be automatic or manual back-flushing filters. The fuel will then
arrive at the buffer/mixing tank. It is here that unused fuel from the engine recirculates into the system. From here
the booster pumps increase the pressure of the fuel to approximately 7bar. Steam heaters will warm the fuel to
ensure it is the correct viscosity for injection. This is controlled by a viscotherm, located after the heaters. The
viscotherm will increase/decrease the flow of steam heating as required.
Before reaching the engine and the fuel pumps, the fuel is pumped through a final set of fine filters. The fuel
pumps then deliver the fuel to the injectors, in time with the combustion cycle. This can either be initiated
mechanically via the camshaft, or electronically.

a) Engine misfires, fuel rail pressure low alarm activates and the booster pump pressure is high (2)
A blocked fuel filter could cause this. Check the pressure differential across the filter in use and switch to the
redundant filter. Starving the engine of fuel would eventually trip it.
Excessive vibration from the turbocharger at full sea speed (2)
Contact the bridge and request a slower speed. This will permit time to investigate the cause of the vibration
and prevent possible damage to the turbocharger bearings and holding down arrangements.
High main bearing temperature (2)
Contact the bridge and request a slower speed. This will reduce the temperature of the bearings until the
cause can be investigated.

29) With regards fuel injectors:

a) Describe the test that is carried out after overhaul (4)
Fuel injectors are set to “break” at a certain pressure. After overhaul the break pressure must be tested to
ensure correct timing when it is replaced in the engine. The injector is connected to a test rig that uses
calibrating fluid, very similar to diesel. Fluid is pumped hydraulically to the injector and the break pressure is
noted. The tension of the retaining spring for the needle valve is adjusted accordingly, until the correct break
pressure is reached.
During injection, the nozzle must not drip; it should be a clean break. Also, when held just under the break
pressure, the pressure should remain steady and should not fall.
b) Sketch a section through the injector nozzle (4)
30) State the stages of on board preparation of heavy fuel oil prior to use (4)
Ensure the heating coils are on in the bunker tanks. If the oil is still quite cold when transferred from the bunker
tanks to the settling tanks, turn on the heating coils for the settling tanks, to aid separation.
Once in the settling tanks, if is left for 24 hours to settle. The water can then be drained from the bottom of the
tank. The fuel is purified and clarified before being transferred to the service tanks. Purification removes water in
the fuel and clarification removes any solids remaining. When the service tanks are full, the fuel recirculates to the
settling tanks.
31) Draw a line diagram of a fuel oil system, from the fuel oil bunker to the daily service tank, for a large diesel engine.
Label all the major components, including any safety devices fitted (8)

32) With regards a centrifugal fuel oil separator, state 2 factors that determine the size of “gravity disc” to be used (2)
The density of the fuel
The temperature of the fuel

33) Explain how manual control of fuel pump delivery would be achieved, whilst emergency manoeuvring on a large 2-
stroke engine (4)
Adjusting the amount of fuel injected into the cylinders sets the speed of the engine. This is achieved by manually
operating the fuel rack levers.
Before changing the engine to local control, ensure that the governor settings match on the bridge and the local
control point. Once the fuel rack lever has been moved, allow the engine to settle at the chosen speed; it will not
be instantaneous.
Once set, the lever will not move until manually operated again.
34) Describe the procedure to change the fuel supply of the main propulsion engine from high viscosity fuel to low
viscosity fuel, such as diesel oil (8)
Low viscosity fuel is used when coming into port to “flush through” the system. If the engine was stopped for a
lengthy period and heavy oil were still in use, it could potentially solidify in the pipelines and cause blockages. It
also provides better manoeuvring capabilities.

The low viscosity fuel valve is cracked open to begin with and then the valve is gradually opened, a bit at a time,
while the heavy oil valve is closed at the same rate, at the same time. After the engine, the fuel must recirculate
back to the heavy oil tank, to prevent a mixture of oils contaminating the low viscosity fuel.

Low viscosity fuel doesn’t need heating as heavy oil does so during the changeover, the temperature must be
regulated closely, shutting in the steam heating as required.
29) With regards fuel transfer from double bottom tanks to wing bunker tanks:
a) Explain the possible effects on the stability of the vessel if large quantities are moved (4)
Moving large quantities of fuel from low down in the ship to higher tanks on the extremes of the vessel,
without the necessary considerations, could change the ship’s centre of gravity. The list of the vessel will
change and if the change is drastic enough it could flip the vessel. For instance, if there was a port list due to
the movement of fuel, and for safe navigation the vessel had to turn to port, the vessel could heel over to a
point where it cannot return to midships.
b) State the important checks to be made before and during the transfer (4)
All the tank levels throughout the ship should be checked, especially the ballast tanks. Ballasting operations
should be conducted in preparation, but should be avoided unless absolutely necessary during the fuel
movement. Accurate soundings of the fuel tanks should be taken and recorded before, during and after any
fuel movement. During the movement, the list of the vessel should be monitored closely. Ideally and where
possible, the tanks to port and starboard should be filled at the same rate so that the stability of the vessel is
not compromised.
Changes in the ship’s course must be avoided where possible, but where it is necessary, communications must
be made with the control point for the fuel movement. Considerations must also be made for the weather/sea
conditions.

30) The steam heating coil in a heavy fuel oil service tank has a suspected leak:
a) Explain how the fault may be detected (4)
There may be an increase in water content in the fuel

There will be steam coming out of the tank breather/vent

There will be moisture visible in the sight glass to the tank

There may be oil carried over with the steam, which would then come down the steam drain into the bilge;
although this is unlikely as the steam will be at a greater pressure inside the coil than the fuel in the tank

31) With regards centrifugal purifiers, explain the consequences of fitting the following:
a) Too large a gravity disc (3)
Separation will be inefficient. Water will be carried over in the oil discharge. This will greatly reduce the
lubricating effect of the oil and could cause damage to engine components. It should be detected when
carrying out lubricating oil tests.
b) Too small a gravity disc (3)
Not all of the oil will be passed to the discharge and there will be some left in the water outlet. Having the oil
temperature too high has the same effect.

32) With regards centrifugal purifiers:

a) State 2 factors that have an influence on the separating process (4)
The temperature of the inlet oil
The speed of rotation
b) Give 2 reasons for a purifier not attaining full running speed (4)
The motor bearings could be damaged or worn. New bearings must be fitted.
There may be an overload due to incorrect assembly after maintenance. The bowl must be disassembled and
checked.
 Lub oil
33) With regards centrifugal oil purifiers:
a) Outline the principles of operation (6)
When a fluid such as oil is subject to gravity, constituents of different densities separate out, the denser
components sinking to the bottom. Centrifuging is used to amplify the effects of gravity using the centrifugal
force in such a way that separation of the different constituents becomes rapid and continuous.
So, if oil is placed inside a bowl and spun at very high speeds, the denser components, i.e. the water, will
separate and move towards the periphery of the bowl. Solid impurities still contained in the oil will also be
removed.
A disc stack that is placed inside the bowl to enlarge the surface area aids separation. Oil is pumped into the
purifier at a steady rate and then water and clean oil are pumped out. A small amount of water is needed at
the initial start up to prime the machine and prevent oil carrying over into the water discharge. Within the
water outlet there is a gravity disc. This controls the oil/water interface during operation and prevents any
cross-contamination.
Periodically the purifier will automatically de-sludge to discharge any solids that have collected in the bowl.
b) Describe the change required if a purifier is to be used for an oil of lower density (2)
A smaller gravity disc would be needed to shift the oil/water interface during operation. If the gravity disc is
too big, separation would be ineffective and water would be carried over with the oil discharge.
34) Sketch a cross-section of a horizontally mounted 2-pass, tubular heat exchanger, suitable for cooling lubricating oil.
Show the flow path of the fluids (8)

Air start
35) With regards main start air compressors:
a) State how deterioration in the efficiency would be detected (2)
If the compressor is in auto mode but is constantly running, and the main start air bottle is not charging
properly.
b) State 4 causes for deterioration (4)
Valves seated incorrectly
Blocked inlet filters
Worn liners/piston rings
 Intercooler chocked
c) Describe a test for establishing the efficiency of its performance (2)
Drain off a small amount of air from the air receiver and record the pressure left inside. Start the compressor
and record how long it takes for the bottle pressure to increase, either to full or to a pre-determined level.

36) With regards starting air:

a) State why the simultaneous injection of fuel and start air into an engine cylinder is undesirable (1)
Admitting fuel into the cylinder would cause combustion as the piston reached top dead centre. It is at this
point start air is allowed into the cylinder to push down on the piston. Hot gases and fuel could leak by the
valve and cause a start air explosion.
b) Explain how simultaneous injection of fuel and start air is prevented (2)
Once the required momentum and revolutions have been reached, the start air is shut off by venting the
control valve. A signal then puts the fuel on the engine.
c) Explain how a leaking air start valve is detected while the engine is running (2)
The start air branch pipe leading to the valve and possibly the start air manifold will be overheating locally to
the effected unit. The pipework may be glowing red
Sketch a simple cross section through an air start valve for a diesel engine

37) With regards two stage, water cooled start air compressors:
a) Describe, with the aid of a sketch, a protective device fitted to the water side of the intercooler (4)
b) Explain why the device described in (a) is fitted (2)
It is fitted to prevent over pressure on the water-side of the cooler if there is tube failure.
c) Describe the possible consequences should the device fail to operate (2)
The water side of the cooler will continue to be pumped with high-pressure air. Water will not compress easily
and so the pressure will build very quickly inside the cooler and will have nowhere to escape. If left to persist it
could cause extensive damage to the cooler and also equipment in the near vicinity.
38) With regards a main start air system:
a) List 5 important safety features fitted to the system (5)
Flame traps on each of the cylinder start air branch pipes
A relief valve on the start air manifold
A non-return valve between the start air manifold and the main start air valve
An automatic shut off when the correct revolutions are reached and fuel is put on the engine
Bursting discs on each of the cylinder start air branch pipes
b) State how a leaking air start valve may be detected (1)
 The start air branch pipe local to the affected unit will become hot and may glow red.
c) Describe the dangers of allowing the leak in (b) to persist (2)
If the leak is allowed to persist, hot exhaust gases could leak by and cause a start air explosion in the manifold
that will travel back to the air reservoir.

39) State 4 reasons for a reciprocating air compressor taking too long to fill the main start air bottles (4)
Incorrectly seated valves
A leak in the system
Blocked air inlet filters
Worn liners/piston rings

40) Sketch a simple cross-section through a 2-stage air compressor, labelling the main components (8)

35) With regards air compressors:

a) State 4 safety devices fitted and give a reason for each (4)
An air safety valve at each stage of the compressor, to prevent overpressure in the system should there be a
blockage or fault.
An intercooler drain on the air side of each stage. As the air is cooled moisture will form and be left behind in
the intercooler. The drains must be emptied regularly to prevent too much moisture being carried over in the
air.
A bursting disc on the water side of each intercooler, to prevent overpressure in the event of tube failure.
A pressure gauge on each stage of the compressor, to monitor the output and check for overpressure/under
pressure. Gauges give a good indication to the performance of the machine.
b) Describe how the air condition for control air is achieved (4)
 The air must be free from unwanted oily residues, and may be passed through filters to remove any oil
entrained. The dew point of the air is dropped to remove any moisture and then it is passed through Silica gel
to ensure it is absolutely dry. If required, the air is then reconditioned with the correct grade of oil before use.

36) Describe the procedure for starting an air compressor manually (8)
Firstly check that the relevant switchboard breaker is closed. Then go to the compressor and check the oil level in
the sump. Ensure that the air inlet filters are clean and clear of obstructions. Open up the water to the
intercoolers. Check the filling line from the compressor to the relevant air bottle, making sure all valves are in the
correct position for filling.
Finally before starting the compressor open the air vent cocks on both the high and low-pressure side; this will
ensure that the compressor starts and runs up to speed off load, and any moisture build up is discharged. Once
satisfied that the compressor is working correctly the drains can be closed one at a time and the compressor
brought on load. After several minutes the air bottle should be checked to ensure it is filling.

Cooling
41) With regards jacket cooling systems:
a) Explain, with the aid of sketches, how the jacket water temperature is maintained at its optimum (4)
There are two methods to ensure the jacket water remains at its optimum temperature. The first is to mix the
high temperature water returning from the engine with low temperature water, which is cooled using
seawater. Alternatively the jacket water can be directly cooled by the seawater via a heat exchanger. A cascade
control is used. A master controller monitors the inlet temperature to the engine and forms a set point for the
slave controller. When there is a change in load on the engine, the temperature will change and hence deviate
from the set point. The slave controller will respond accordingly to allow more low temperature water into the
circuit, or more seawater through the cooler.

b) State the possible effects on the engine if the jacket temperatures are maintained outside the desired value (4)
If the temperature is allowed to rise too high, the engine components will subsequently overheat and could
weaken. High temperatures inside the cylinder will also affect lubrication, as the viscosity of the lubricating oil
will decrease, or in severe cases the oil will be burned off.
If the engine is undercooled it could cause thermal stress on the engine components. If the temperature in the
cylinder is allowed to cool below the dew point of Sulphuric acid, the Sulphur in the fuel will also begin to
corrode the liner.

42) Make a labelled diagram of a jacket cooling system and state the purpose of the major components shown (8)
43) With regards jacket cooling systems:
a) State the chemical tests carried out on the jacket water and the frequency of the tests (3)
Chloride levels
Nitrite levels
PH
All three tests are performed as part of weekly maintenance routines
b) Describe why it is important to keep the water within certain limits and the action to be taken on finding
anomalies in the results (5)
Chlorides or salts must be kept to a minimum due to their scale forming properties. If allowed to form, scale
acts as a very good insulator thus making heat exchange inefficient. Fresh water, as pure as possible, is used
for jacket water to limit the number of chlorides. The water is treated much the same as boiler water. If there
is a sharp rise in the chloride content of the water it could indicate a cooler failure. This should be investigated
as soon as possible.
Nitrite is a corrosion inhibitor, used to prevent deterioration of the metal pipework, both inside the engine and
out. It is desirable to have a relatively high Nitrite level in the water. As the level falls over time, more of the
chemical is added.
The correct PH is important in the jacket water just as it is for the boiler water. Ideally the water needs to be
slightly alkaline; but if the water is either too acidic or too alkaline, corrosion will take place. There are
treatment chemicals available if the water deteriorates either way.
37) Sketch a simple main engine jacket water system, showing a single element temperature control (8)

Steering gear
38) Describe the procedure for testing the ship’s steering gear and associated equipment prior to departure from port
(8)
Firstly check that the main switchboard circuit breakers for the steering gear are closed. On entering the
compartment, check the hydraulic oil levels in the main and emergency tanks. Check that all the pump suction and
discharge valves are open. Ensure that there is power available to the pumps and to the hydraulic control unit,
with no fault lights showing.
Start one pump, ensuring that the motor runs up without any problems. Conduct a function test of the rudder
control from the local position, ensuring that it moves through its full travel. Repeat this process for each of the
pumps in turn.
On completion test the auto cut-in on the pumps. Leave one pump running with the “Auto start” in the off position
and one redundant pump set to the “Auto on” position. On stopping the running pump, the redundant pump
should automatically start up to maintain hydraulic oil pressure.
All the pumps must now be started and the control of the rudder tested as before. In accordance with SOLAS the
steering gear must be tested in this condition from 35 degrees in one direction to 30 degrees in the other
direction. It must achieve this movement in 28 seconds.
Contact the OOW on the bridge and check that the gyro compass reading matches theirs. Transfer control to the
bridge and wait in the steering gear compartment while they conduct a confidence check. As they move the
steering gear ensure that their compass reading matches that of the steering gear.
On completion, before leaving the compartment, ensure that all the pumps are in the “Auto” condition and leave
the steering gear in bridge control.

39) Describe the routine watch keeping duties carried out in the steering flat (8)
Either before or after entering the steering gear flat, check the hydraulic oil level in the emergency reservoir. On
entering the compartment also check the oil level in the main reservoir, and any other reservoirs contained within,
for instance control oil.
 hydraulic oil leaks. Also check the bilge for any signs of flooding (or possibly cooler leaks). The filters must be
checked to see if they are blocked. To enable this there will either be a tell tale tally that rises when the filter is
blocked, or the pressure differential across the filter might be displayed on gauges.
The bearings on the rudderstock must be greased by whichever means is in place. The pump motors must be felt
to check that they aren’t overheating.

General Engineering Knowledge

40) Sketch an oily-water separator system that complies with present legislation (8)

41) State 4 advantages and 4 disadvantages of a plate type heat exchanger (8)
Advantages:
Large surface area for heat exchange
Smaller and more compact than a shell and tube type heat exchanger
Usually made of Titanium which is tough, hard wearing and has good thermal conductivity
Allows turbulent flow
Disadvantages:
Expensive to manufacture
Large surface area means low pressure
Not enough head pressure on low-pressure systems to push liquid through all plates
Use specialist gaskets which can only be used at low temperatures – cannot be used with steam

42) Sketch and describe a method of remotely monitoring the contents of a fuel tank (8)
Describe the routine checking of a compressed air breathing apparatus (8)

Open the holding cupboard and visually check the condition of the facemask and the air hoses.

Check that the positive pressure valve is closed on the facemask.

Open the bottle fully and observe the pressure rising.

Record the final pressure on the gauge and charge the bottle if required.

Shut the bottle fully and open the positive pressure valve to release the air in the hose.

Observe the pressure decreasing on the gauge and ensure that the whistle sounds at the correct time.

Close the positive pressure valve and ensure the apparatus is seated correctly.

Finally, check that all the additional equipment is in the cupboard, i.e. fireproof gloves and hood, and a BA control
board.

43) State the safety checks required before using each of the following:
a) Wire strops (2)
Check for wear and tear that could compromise its strength
Check for signs of corrosion
b) Chain blocks (2)
Ensure the chain block is rated to safely lift the desired load
Check for signs of damage or corrosion
c) Eye bolts (2)
Check the integrity of the thread of the bolt; look for weaknesses
Check for damage or cracking to the eye
d) Shackles (2)
Ensure the thread on the shackle can be screwed down fully and is secure
Check for signs of corrosion, cracking of damage

44) With regards oily-water separators:

a) Describe the operating procedure (6)
The main principle of operation works on the gravity differential between oil and water. Generally in an oily-
water mixture the oil exists as a collection of globules of varying sizes, the bigger the globule, the higher the
 rate of separation. The first stage is a coarse separating chamber, where the oily-water mixture flows over a
series of baffle plates. Due to the movement of the fluid the larger oil globules are filtered out and rise into the
top of the chamber where they collect and are discharged periodically. Depending on the type of oil being
separated, there will be heating coils in this first stage.
The mixture (now almost oil free at 100ppm of oil in water) then flows onto the second chamber, where finer
filtration takes place. Coalescent filters are used, which encourage the smaller remaining globules to join and
increase in size. They then rise to the top of the second chamber, just as in the first, where they are
periodically discharged. On leaving the second chamber the oil should be less than 15ppm to comply with
current legislation.

b) State the effect that each of the following would have on the efficiency:
b.i) The addition of heat (1)
A higher temperature is preferable as it increases the specific density differential of the oil and water and
reduces the viscosity of the oil, hence aids separation.
b.ii) Agitating the bilge water before it is pumped (1)
The larger the oil globules, the faster the rate of separation. Turbulent flow will break up the globules and
hence is undesirable.

45) With regards control systems:

a) List 4 examples of a measured variable (4)
Temperature: Pressure : Flow rate : Tank levels

b) State the meaning of the term “2-step control” (2)

There are only two modes of operation i.e. on/off. For instance, an air compressor in automatic mode will start
and stop as required depending on the pressure inside the air reservoir.
c) State the meaning of the term “proportional control” (2)
There will be a master and slave control. The master control will monitor an input variable and if it differs from
a predetermined value, the slave will act to correct it. For instance, a master control will monitor the
temperature of the jacket water inlet to the main engine. As the engine load varies, so does the temperature,
and the slave control will operate to either increase or decrease the jacket water cooling.
46) Draw a cross-sectional diagram through an oily-water separator, indicating the flow of the fluid and labelling all the
major components (8)
47) With regards low pressure evaporators:
a) Explain why the water generated is unfit to drink without appropriate treatment (3)
Low-pressure evaporators are operated under vacuum conditions, which considerably lowers the boiling point
of the seawater. The operating temperature is insufficient to kill off all of the bacteria found in seawater. In
addition to this, all of the salts are removed from the water, making it very acidic and unfit for use.
b) Describe the methods of treatment necessary to make the water potable (5)
The water is sterilised against bacteria using either Silver Ion treatment or chlorine before it reaches the
storage tank. It is acceptable for chlorine levels to be as high as 2ppm inside the storage tank, but the chlorine
must then be reduced to 0.2ppm before use. This is achieved by pumping the water through a carbon/mineral
bed. As well as reducing the chlorine levels it also reintroduces some of the salts, making the water potable.
Some systems will also pump the fresh water through a sand filter to ensure it is clear, but this is not essential.
48) With regards lifeboats:
a) State 4 features that assist in starting the engine in cold conditions (4)
The use of winter grade diesel
Keeping the engine enclosed so that it is not exposed to the elements
The use of the engine sump and jacket heaters
The installation of battery chargers with a constant trickle charge
b) Briefly describe 2 devices that control the rate of fall of a lifeboat when launched from standard davits (4)
There is a hand-operated brake, which comprises a weighted lever. The lever must be lifted be a member of
personnel before the boat will move in its davits.
A centrifugal brake uses centrifugal force to connect two concentric shafts, the driver seated inside the driven.
As the lifeboat is lowered and the revolutions increase, weighted arms swing outwards to engage with friction
pads mounted on the inside rim of the housing. The friction slows the rate of fall.

Generator
49) Explain the procedure to be taken in each of the following circumstances, in order to prepare a large electrical
generator for maintenance:
a) Taking the generator off load (3)
Ensure that the remaining generator can take up the load of the outgoing machine. Gradually speed up the
remaining machine so that it starts to take the load. At the same time, the load can be gradually shed from the
outgoing machine. When the outgoing machine is at approximately 10% load, the reverse power trip should
activate to take it off the board. If the trip doesn’t activate, manually take the breaker out for that machine.
If the machine will still not come off the board, put it back on and gradually balance out the load with the
other machine. In this instance the chief must be notified, as well as an electrical engineer.
b) Isolating the machine in order to carry out maintenance safely (5)
Prior to starting any work on the generator, a permit to work must be completed (high voltage where
necessary). This ensures that every safety measure has been taken to guarantee that the machine is isolated
mechanically and electrically.
To mechanically isolate the machine is must first be taken off load and stopped. Then the tag out log is
properly filled out, including tags to be displayed on the machine locally. The local emergency stop button
should be depressed and the control locked in the local control position, with signs posted so that it cannot be
tampered with. The fuel and starting air must be isolated in a similar manor, with any air remaining in the
system vented off. The indicator cocks should be opened and the turning gear engaged as an extra precaution,
to prevent the engine being started.
Now the machine must be electrically isolated, by racking out the main circuit breaker in the switchboard to
the isolated position. This will disconnect the main and auxiliary contactors and ensure there is no voltage to
the machine. The machine is then earthed and proven dead by a suitable means. Components such as
 capacitors within the generator may hold a residual charge and will cause an electric shock if touched during
work. The breaker must be tagged out properly, with signs posted, just as with the mechanical isolation.

50) Describe how to manually couple a second generator to the main switchboard and balance the load (8)
First ensure that the incoming prime mover is in standby mode and that the oil, fuel and water are all open. Then
start the prime mover and check its running operation.
Switch on the excitation of the incoming machine (if necessary) and check its voltage level. Ensure that the
incoming machine’s voltage and frequency are the same as the “inline” machine.
Switch on the synchroscope and adjust the speed of the incoming machine until it is moving in a slow, clockwise
rotation. This indicates that the frequency of the incoming machine is running slightly faster than the busbars.
Close the breaker for the incoming machine just before the synchroscope reaches the 12 o’clock position. This
ensures that the incoming machine is “in-phase” with the busbars.
Immediately adjust the speed of both the incoming and inline machines until they share the load equally. Check
that the frequencies and power factors of both machines are equal and make adjustments to the speed/excitation
where necessary.
Finally check the incoming prime mover again, now that it is on load.

51) With reference to electrical systems, describe the routine testing of the emergency generator, stating the checks
required prior to starting the engine (8)
The emergency alternator is usually left in the “standby” condition so that as soon as there is power failure, it will
start automatically to supply the emergency switchboard. Care must be taken when testing the alternator that the
control and switchboard have the correct settings.
Inform the engineering officer of the watch of the test to be conducted and establish communications between
the emergency alternator compartment and the
machinery control room.
The following procedure can then be followed:
Check the oil level in the engine sump by way of the dipstick
Check the cooling water/radiator level
Open the air flap on the outboard bulkhead
On the engine control board, ensure the control switch is set to “manual”
The switchboard settings must also be in “manual”, allowing the voltage and frequency to be controlled locally
Now the engine may be started, depending on the methods available. If it is electric start there will simply be a
“start” push button. For air or hydraulic starts, first check the pressure available to the relevant system.
When the engine runs up, check the oil pressure and adjust the voltage and speed (frequency) as necessary.
Check that there are no earth faults on the emergency switchboard (currently powered by the main switchboard)
Trip the inter-connection for the main switchboard and make the emergency alternator breaker. As the engine
comes on load, monitor the voltage and frequency carefully and ensure that essential services are in fact being
supplied (i.e. lighting, navigational equipment)
Recheck the switchboard for earth leaks

Once satisfied with the operation of the alternator, the breaker can be tripped and the main switchboard inter-
connector closed again. The engineer of the watch in the control room must monitor the main switchboard
services, ensuring all is ok and checking for earth faults.
The emergency alternator can then be stopped and placed back in the “auto” condition. As a monthly routine the
alternator auto function is tested. This is done by opening the main switchboard inter-connector and observing the
emergency alternator reaction times. Once again the emergency switchboard voltage and frequency must be
checked and there must be no earth fault indication. The engine operation must also be checked once on load.

52) Describe the conditions that must be satisfied before paralleling a generator with the main switchboard. For each
condition, describe how it is achieved (8)
 The frequency of the incoming machine must match, or be slightly faster than the busbars. This way the machine
will automatically pick up a small portion of the switchboard load once parallel. The frequency is adjusted using
the engine speed governor.
The voltage of the incoming machine must match the busbars, to provide a consistent voltage for the switchboard.
This is adjusted using the alternator excitation.
The breaker for the incoming machine must be closed as close as possible to the moment when the two voltages
are “in-phase”. This is achieved with the help of a synchroscope, which displays a clockwise or anticlockwise
rotation depending on the speed of the incoming machine. It must be moving in a slow clockwise rotation,
indicating the machine is running slightly faster than the busbars. At the 12 o’clock position the voltages are
completely in phase. The breaker must therefore be closed as close to this as possible.

IMO / legislation/stcw
53) With regards MCA notices:
a) List the 3 types of notice (3)
Merchant Shipping Notices (MSN)
Marine Guidance Notices (MGN)
Marine Information Notices (MIN)
b) Define the relevance and importance of each of the notices in (a) (5)
‘M’ notices condense current legislation into easily understandable documents that are freely distributed
throughout the maritime community to keep everybody up-to-date.
MSN’s convey mandatory requirements that must be complied with under UK legislation.
MGN’s offer advice and guidance on improving safety in shipping and of life at sea. They are also used to
prevent or improve pollution caused by shipping.
MIN’s provide temporary information, such as MCA examination timetables. They will usually display a
cancellation date.

54) State, with reasons, 4 principle requirements for maintaining records on board (8)
Deck and engine logbooks are kept on a daily basis, to keep track of events and to establish trends and statistics.
Waste disposal logs are kept for oil/garbage, to provide evidence of good operating practices and compliance with
international legislation.
Staff records are kept of all personnel on board with regards to training qualifications, disciplinary proceedings,
leave entitlements and pay. This fulfils a statutory requirement and ensures that all those working on the vessel
are entitled to.
Cargo and catering reports are filed by the relevant senior management, for the benefit of the owners and
operators, and to plan for future activities

55) With regards the prevention of pollution at sea regulations, explain each of the following:
a) Shipboard Oil Pollution Emergency Plan (SOPEP) (4)
This is promulgated on the vessel so that in the event of an oil pollution incident, all personnel likely to be
involved are aware of their duties. The plan is likely to include causes of an incident, what the initial responses
should be, what equipment is carried on board and it’s location, clean up actions after the incident and the
relevant personnel ashore that should be informed.
Oil Record Book (4)
 Every vessel must carry an oil record book. It is used to record all oil discharges and movements undertaken.
The front of the book contains information on the different types of discharge/movement that must be
recorded, from the movement of sludge to a retention tank, to pumping the bilges overboard via the OWS.
The date and time of events must be recorded, along with the type of substance and the quantity moved. The
person undertaking the movement is the one responsible for entering the information and signing the log.

56) State the operations that should be entered into the Oil Record Book (6)
Ballasting or cleaning of fuel oil tanks
Discharge of dirty ballast or cleaning water from fuel oil tanks
Collection and disposal of oil residues (sludge and other oil residues)
Discharge overboard or disposal otherwise of bilge water that has accumulated in the machinery spaces
Bunkering of fuel or bulk lubricating oil

57) Outline the function of each of the following:

a) International Maritime Organisation (IMO) (2)
A convention set up by the United Nations with a view to improving maritime safety and preventing pollution
from ships. Also empowered to take legal action on matters related to their purpose.
b) International Safety Management Code (ISMC) (3)
Adopted by the IMO after a series of incidents largely due to the failure of shipboard management. The
objectives of the code are to ensure safety at sea and prevent injury/loss of life; as well as preventing damage
to the marine environment. The code is made mandatory as part of SOLAS.
c) Safety of Life at Sea (SOLAS) (3)
The first convention set up by the IMO. Lays down minimum standards for construction, equipment and operation
of ships relevant to their safety.

58) Define the abbreviation STCW ’95 and explain its relevance to the marine industry (3)
STCW ’95 is the convention of Standards of Training and Certification of Watch keepers. It was the first legislation
to establish basic requirements on training, certification and watch keeping for seafarers on an international level.
It encompasses all vital roles on board, and their relevant duties.

59) State how it can be determined that MCA publications have been superseded or cancelled (2)
A new M notice will be issued detailing any changes to an existing publication or detailing which publication has
been cancelled.

60) Describe the function of the Merchant Shipping and Fishing Vessels (Health and Safety at Work) Regulations (5)
These regulations are an extension of the Health and Safety at Work Act 1974, which govern all UK employees, to
include seafarers on board British registered ships outside of UK territorial waters.
Similarly to the Health and Safety at Work Act, it places general duties on the employer and the employee
regarding avoidance risks, evaluation risks, safety policies and a management organisation.

61) Describe the function of the Merchant Shipping and Fishing Vessels (Health and Safety at Work) Regulations (5)
These regulations are an extension of the Health and Safety at Work Act 1974, which govern all UK employees, to
include seafarers on board British registered ships outside of UK territorial waters.
 Similarly to the Health and Safety at Work Act, it places general duties on the employer and the employee
regarding avoidance risks, evaluation risks, safety policies and a management organisation.

62) What are the appropriate regulations and/or safety practices relating to the following:
a) Grinding wheels (2)
Abrasive wheels should only be used and mounted by competent and certificated persons, in accordance with
the manufacturer’s instructions.
Before a new wheel is mounted it should be brushed clean and checked thoroughly for damage.
b) Rotating machinery (2)
Always wear the appropriate personal protective equipment i.e. safety goggles, gloves etc.
Do not touch the machinery whilst it is in operation.
c) Safety clothing and footwear (2)
Whenever a risk assessment of an activity indicates PPE must be worn, the appropriate clothing must be
provided.
It is the responsibility of every individual to wear the appropriate PPE and be familiar with its correct use.
d) Prevention of skin reactions (2)
If symptoms arise of a minor ailment, actions should be taken to prevent it becoming a major health issue.
It is the responsibility of every individual to ensure high standards of personal hygiene, including protecting
the skin from the likes of excessive temperatures and toxic/harmful substances.