Chiefs Ship Cons Questions and Answers

March 10
12) With reference to structural fire protection in passenger ship accommodation

space
a) Define the meaning of Class A bulkhead
(3)
b) Discuss the design of ventilation systems to prevent the spread of smoke and
fire.
(5)
c) Where A class bulkheads have to be penetrated explain how the integrity of
the bulkhead is retained with respect to ventilation trunkings.
(2)
a) Class A Bulkhead
a. are constructed of steel or other equivalent material;
b. are suitably stiffened;
c. and are insulated with approved non-combustible materials such that
the average temperature of the unexposed side will not rise more than
140 C above the original temperature, nor will the temperature, at any
one point, including any joint, rise more than 180 C above the original
temperature, within 60 min.
b) Precautions must be taken to maintain the fire integrity of bulkheads and

decks through which trunking passes and to reduce the likelihood of smoke
and hot gases passing from one space to another. This is achieved by using
suitable materials, in conjunction with sleeves and dampers where ducts pass
through divisions. The dampers must operate automatically but must be
capable of being closed manually from both sides of the division. The damper
must be provided with an open-closed indicator .
c) Ducts with a cross sectional area exceeding 0.02 m2 passing through A Class
divisions must be fitted with an insulated steel sleeve unless the duct is of
steel in way of the division. Ducts with a cross sectional area exceeding 0.075
m2 must be fitted with fire dampers where they pass through A Class
divisions.
13)
a) Describe, with the aid of a sketch, how a hydraulically operated folding hatch
cover opens and closes.
(7)
b) Explain how the water tightness and security of the hatch cover sketched in
Q13a can be ascertained before proceeding to sea.
(3)
a) The hatch illustrated comprises a pair of covers operated by an external
pinned hydraulic cylinder for opening and closing. An internal cylinder may be
fitted at cross joints between the panels.
when in the closed position a part of the rail can be retracted down so that the
end of the wheel lowers down and allows a neoprene seal in the hatch edge to
press down on the coaming rail bar to make the watertight seal.
The cross joints press together when it closes and a flat bar engages on
the neoprene seal for water tightness, a locator block ensures
alignment of the joint.
Weight
Cover Cleats are fitted to the hatch sides for sealing
bearing
pads Cleat
Neoprene
Coaming
b) Methods of checking weather tightness would be:

hose test - impact jet on seals from one metre distance - inspect
chalk test - on top of bar that the hatch sealing rubber rests
ultrasonic testers are available to check the seals
inspect from inside of the closed hatch for any light penetrating.
14) Explain the method adopted in modern shipbuilding practice to prevent hull
fractures due to corrosion fatigue, making reference to the sequence of assembly
of the plating and welding and the subsequent protection on completion of
construction.
(10)
In shipbuilding practise corrosion and fatigue are tackled individually.
Regarding fatigue the design should be strong enough to exceed limiting values - of
loading and expected number of cycles. This will require a design with adequate
section moduli of structure, with respect to computer projected modelling and historic
best design.
In fabrication, minimise ignition points such as sharp edges on notches for

longitudinals passing through floors and webs, sharp corners radiused, rough edges
smoothed, fairing attachments removed and flushed, lifting lugs left on structure if
possible, if not, cut off smoothly. Butt welds should be used where possible instead
of fillet welds it has been shown fillet weld are more susceptible to corrosion
fatigue.
Correct welding sequences reduce distortion and limits residual stress which
otherwise may encourage cracking. Generally when welding plates of units it is
better to weld central butts (vertical joints) and seams (horizontal joints) of the whip
than work outwards transversely and longitudinally. At cross joints, weld butts first,
gouge through the seam and weld. Stiffening structure across seams and butts are
welded after the shell has been welded.
Cleaning by abrasive blasting causes a peening effect on the surface which leaves a
fine layer of compressive stress which reduces the chances of fatigue crack initiation
which requires tension.
Steel for construction should be blast cleaned and immediately primed prior to
fabrication to give the best subsequent paint protection, final protective coatings are
applied after fabrication epoxy based coating are hard and give good protection.
Cathodic protection systems are fitted on completion of construction.
July 10
12) State with reasons, the actions to be taken if a vessel exhibits sluggish heavy
rolling and poor directional stability in a moderate sea, after enduring a period of
severe weather.
(10)
If the ship is heavily rolling (wallowing) after being in heavy seas there a likelihood of
structural damage to the hull, hatch covers, ventilators etc. This would allow water
ingress which could reduce stability (free surface effect). Sounding bilges will give
an indication of any such damage.
Free surface in ballast tanks could be eradicated by pumping out or pressing up
(load condition permitting).
Checking other spaces for water ingress e.g. chain (spurling) pipe covers to the
chain locker, air pipes and sounding pipes to tanks will indicate any structural
damage affecting the stability) and there may also be a problem of increased trim by
the head with more green seas being taken on forward, exacerbating the problems.
Generally, even keel is the desirable sailing condition, but if there is a trim, it is better
to be by the stern. In this condition, there would be less likelihood of propeller/rudder
emerging, thus giving better power/steering.
A trim by the head would cause more green seas to be taken over the bows making
the condition worse. However, if flooding occurred aft, a severe trim by the stern
could make directional stability worse and broaching could occur.
Any list would reduce the roll angle at which deck edge immersion would occur,
hence any list should be corrected to provide the maximum angle off heel to deck
edge immersion
Reducing main engine speed would lessen the impact effect of the seas and thus
reduce the possibility of structural damage, particularly at the fore end. Ship motion
behaviour would generally be better and the change in speed would cause a change
in the periodic time of wave encounter which would reduce resonant motions if they
had been occurring.
13) Outline the essential information to be supplied to the drydock management prior
to drydocking a vessel.
(10)
Essential information that would be sent to drydock management prior to drydocking.
Name of vessel and IMO number and vessel specification

Date required to dock vessel and number of days to complete docking
Drydock repair contract, this would detail who would be legally responsible for all
aspects covering safety in dock. This would include gas freeing certificates, hot work,
staging and lifting.
Docking Plan
Drydock repair specification including all survey items to be completed
List of Specialised contractor to be employed by vessel directly
Contact numbers for vessel and technical manager in charge of repair
Number of personnel remaining on board
Shore power required and location of connection
Fresh water requirement and connection location
Cooling water requirement if staying on ships power
Sludge connection location
Access points to ship for gangways (2 points required)
Method of waste collection and disposal of shipboard generated waste.
Sewage disposal method to be adopted in dock
Essential information supplied to drydock management prior to docking (this

assumes that the company has awarded contract to yard, docking plan has been
followed and repair list has been approved) will include the following items;
Copy of Gas free certificates for empty fuel tanks, etc. that are to be worked in
drydock (for tanker vessels gas free certificate).
Tank soundings for arrival to confirm vessel arrives at agreed trim and
draught.
List of additional work to be added to drydock specification.
List of personnel on board so security passes can be arranged and safety
induction can be arranged.
List of agreed contractors attending vessel directly employed by vessel.
Confirm location of the following, shore power connection, fresh water
connection, fire main connection.
Phone numbers of Heads of Departments
14)
a) Sketch propeller curves showing EACH of the following:
i) The effect of hull fouling
(2)
ii) The effect of operating a lightly loaded vessel with a clean hull.
(2)
b) Explain what is meant by a heavy running propeller.
(2)
c) Explain what is meant by a light running propeller and how it may be
beneficial.
(4)
The `normal propeller curve is a plot of power versus
revs where power is proportional to revs cubed and
takes the form of the middle curve in the sketch.
POWER
Normal
(i)
(ii)
REVS
(i) When the hull is fouled, more power is required for the same revs and the
propeller curve will be of increased gradient compared to the `normal curve.
(ii) When the clean hull is in the ballast condition, less power is required for the
same revs and the propeller curve will be of reduced gradient compared to the
`normal curve
b) A heavy running propeller is a heavily loaded propeller as with the fouled hull.
Referring to a small portion of the load diagram:
Line (1) represents use of maximum power and rpm.
Line (2) represents an operational limit due to the air supply for combustion.
If the ship were fouled (or in adverse weather
conditions) then a greater power is required for
the same rpm, thus the curve moves to the left
(broken line), but is restricted by line (2) hence
the necessary power would not be available.
c) A light propeller?
Probably meant light running (lightly loaded) propeller
A light running propeller is a lightly loaded propeller. Referring to part of the normal
curve of the load diagram:
POWER
100%
(3)
(1) (2)
100%
REVS

If the ship were fouled (or in adverse weather conditions) then a greater power is
required for the same rpm, thus the curve moves to the left, but is restricted by line
(3) hence the necessary power would not be available. To allow for this, the
engine/propeller is usually designed to work approximately 2% `light at line (2) for
adverse weather so that the line towards the optimum line (1) but this takes no
account of ageing or fouling on the ships condition and thus the need is a slightly
higher allowance of 3% to 6% which should ensure that when resistance increases
the engine will not be overloaded in achieving required speeds.
October 10
12) With reference to the classification of ships, explain EACH of the following:
a) Why ships are built to classification society rules;
(5)
b) The meaning of the notation 100A1;
(4)
c) How a ship remains in class throughout the life of the vessel
(1)
a) The cost of insurance of both ship and cargo depends to a great extent upon
the classification, the higher standard requiring smaller premiums. It is
therefore, to the advantage of the ship-owner to have a high-class ship.
However, the classification societies are independent of the insurance
companies.
Each of the classification societies has its own rules, but there is a similarity
between them and they are used to determine the scantlings of the structural
members.
The scantlings of the structure are based on theory, but because a ship is a
very complex structure, a `factor of experience' is introduced. The
classification societies receive reports of all faults and failures in ships which
carry their classification, and, based on these reports, consistent faults in any
particular type of ship may be analysed and amendments made to the rules.
The scantling plans are submitted to the classification societies for their
approval before the detailed plans are drawn. The procedure should ensure
the quality of build for the vessel which are when built in accordance with the
classification society rules, are assigned a class. This class applies as long
as the ships are found under survey to be in a fit and efficient condition.
b) The notation 100 A1 means suitable for seagoing service on long

international voyages built to the highest standard with surveyor in
attendance.
Class A is assigned to ships which are built in accordance with the rules or
are equivalent strength.
The figure 1 is added (i.e. 100 A 1) when the equipment, consisting of
anchors, cables mooring ropes and towropes, is in good and efficient
condition.
is added to the `100 A 1' notation when a ship is fully built under Special
Survey i.e. when a surveyor is in attendance and examines the ship during all
stages of the construction.
c) To ensure that the ship remains worthy of its classification, annual, docking
and special surveys are carried out by the surveyors. Docking surveys are
approximately every 2 years, whilst special surveys are carried out at
intervals of 4 to 5 years.
13) With reference to cargo hatch covers on large container ships:

a) Describe how they are tested for water tightness.
(2)
b) Explain how the weight of the hatch and containers is transferred to the ships
structure whilst allowing for deflections of the hull in a seaway;
(3)
c) Describe with the aid of a sketch, the type and location of damage that can
occur due to wear of the hatch supporting arrangements.
(5)
a) Methods of checking weather tightness would be:
inspect from inside of the closed hatch for any light penetrating
b) Weight bearing pads are fitted on large hatch covers to relieve the load on the
seals.
Wear of the support arrangements can put excessive loading on the seal, which will
cause failure of sealing arrangement. The hatch coaming can be overloaded and
could cause cracking in side plates and buckling of support stays
14) State, with reasons, why prefabrication of sub-assemblies which are then joined
together to form block assemblies, has replaced the more traditional methods of
ship construction.
(10)
Modern shipbuilding makes considerable use of prefabricated sections. Entire multi-
deck segments of the hull or superstructure will be built elsewhere in the yard,
transported to the building dock or slipway, then lifted into place. This is known as
"block construction". The most modern shipyards pre-install equipment, pipes,
electrical cables, and any other components within the blocks, to minimize the effort
needed to assemble or install components deep within the hull once it is welded
together.
Prefabrication of sub-assemblies under cover can increase the productivity of the
building yard, as they are no longer weather dependant. By assembling under cover
equipment can be installed on sub-assemblies complete with associated pipework
and electrical cables. Which then can be joined to form blocks.
Block construction advantages over assemblies are higher productivity and lower
labour costs. The disadvantages are larger investment cost in facilities, and very
high control of accuracy required.
Advantages of block construction method

Productivity
Automation (welding, production lines)
Ability to turn the blocks
Specialization (e.g. painting hall)
Ability to outfit (block openness)
Short transporting distances
Good working environment (working inside: lighting, temperature,
noise, air quality)
Environmental issues (paint, shielding gases)
Delivery time, invested capital Shorter lead-time of steel (Shorter hull
erection time, numerous blocks are worked in parallel)
Fewer launching platforms, but more block assembly areas
Outfitting overlaps with steel production, and thus the ship lead-time is
shorter
December 10
12)
a) Outline the procedure for safe entry into tanks.
(6)
b) During routine soundings, it is found that leakage into a cofferdam is occurring
from an adjacent deep cargo crude oil tank. If the leakage persists, state the
possible consequences of EACH of the following:
i) Seal the cofferdam and pressurise with air:
(2)
ii) Pump the seepage to the bunker tanks.
(2)
a) Prior to entry into a tank the following procedure should be applied:
A Safety meeting should be held prior to the entry to discuss all aspects of
safety measures.
Entry Permit should be obtained for the tank to be entered.
Isolate the tank
Identify the hazards and assess the risks.
ventilate the tank
Ensure that a standby and/or rescue team is in place.
oxygen measurements should be carried out before entry into the tank in
addition a set of additional control measures may be required depending on
what kind of tank is to be entered and the previous content.
Is there a need for precaution against extreme temperature?
Do we require additional lighting?
Is special clothing and/or equipment required.
b)
i) If the cofferdam were sealed and the ullage pressurised with air, then it
would restrict the amount of oil leaking through. However, there would be
a great danger of the tank rupturing due to the greatly increased pressure
so this would not be a recommended source of action.
ii) To pump the leakage to bunker tanks would be very dangerous since the
crude oil has a lower flashpoint than bunker oil.
13)
a) Explain why the International Maritime Organisation has banned the use of
Tributyltin antifouling (T.B.T.) coatings for ships hulls.
(2)
b) State the base elements of TWO alternative coatings to T.B.T. antifouling.
(2)
c) Discuss the considerations in the selection of a coating for a ships underwater
surface.
(6)
a)
These compounds slowly leach into the sea water, killing barnacles and other
marine life that have attached to the ship. However, these compounds persist
in the water, killing sea life, harming the environment, and possibly entering
the food chain. So, a complete ban on these products was introduced by the
International Maritime Organisation in 2008.
b)
The base elements for two alternative antifouling coatings are
Copper-bearing antifouling coatings release copper oxide into the
water which poisons marine growth.
silicone resin system forming a smooth, low-surface-energy film on the
hull. Hydrodynamic forces dislodge any organisms that do grow on the
hull when the ship gets underway.
c) Before selecting the coating for a ships underwater area, the following should
be considered.
i) The age of the vessel a new build, the paint specification would have
been agreed after consultation with various manufactures to give the
most effective and cost efficient protection for the vessel.
ii) Older vessels,
(1) The state of plating, has the original coating protected the hull
(2) The cost of new coating
(3) The application costs
(4) The life of the product
(5) Is the product certified for marine environment and the products in the
coating not likely to be banned.
(6) Is the manufacturer reputable and has a history of supplying marine
coatings and can supply technical advice.
(7) Can replacing the coating be cost effective, can we make fuel savings
over the life of the vessel by using self-polishing type coatings
(8) Is the coating easy to repair/patch, if the hull gets damaged
14)
a) Explain why conventional liquid carriers are divided by longitudinal bulkheads.
(2)
b) Explain why ore carriers may be fitted with wing tanks.
(2)
c) State, other than the carriage of liquids, the purposes of double bottom tanks
in dry cargo ships.
(2)
d) A dry cargo ship which has just completed loading is observed to be listing to
starboard significantly. The only available means of correcting the list is by
adjusting the contents of two large adjacent double bottom ballast tanks port
and starboard. The port tank is empty whilst the starboard if half full.
Describe, with reasons, the action a Chief Engineer Officer would advise
(4)
a) Conventional bulk liquid carriers (e.g. oil tanker) will always have a substantial
free surface effect (FSE) when fully loaded because an ullage (space) must
be present at the top of the tank to allow for expansion of oil and cargo vapour
pressure. FSE is not a problem with longitudinal stability, but transverse
stability could be threatened since GM transversely is much less than GM
longitudinally. Therefore, longitudinal bulkheads are necessary to reduce the
potential danger. Furthermore, many oil tankers are very large and
longitudinal strength is a major consideration. Longitudinal bulkheads make a
large contribution to this strength requirement.
b) Bulk ore carriers may have wing (hopper) tanks at the top and bottom. Lower
hopper tanks ensure the heavy cargo is contained centrally, reducing angles
of heel due to cargo shift or when loading and unloading. The upper hopper
tanks can be used for ballast to raise G and hence help prevent a stiff ship.
The upper hopper tanks also act as self-trimming tanks so that voids are not
created due to the angle of repose of the bulk cargo, which could create
problems of cargo shift.
c) The purposes of double bottom tanks in dry cargo vessels are:
Stability - provide ballast capability to improve stability especially in the light
condition
Strength - gives strong backbone to the ship and resists vertical loads e.g.
machinery
Safety - creates a secondary barrier to prevent flooding if bottom shell is
damaged
Storage - provides storage capacity for oil, fresh water
d) Assume the tank to contain water ballast. If the vessel is listing due to G off
centreline to starboard, ballast condition needs to be adjusted to bring G to
the centreline (empty starboard, fill port or transfer to port). If the tank is fuel
oil, can only transfer or add fuel. However, if list is due to instability (loll) then
the transfer from starboard to port creates another free surface, further
reducing stability, possibly causing `lurch to port. It would be better to first fill
the starboard tank, increasing heel to starboard but without lurch. When the
tank is full, stability is substantially increased (G is lowered and FSE
removed). The port tank can now be filled to bring the vessel upright.
March 11
12) As Chief Engineer Officer on a new vessel which is experiencing severe aft end
vibration at full service speed, write a report to the Engineering Superintendent
suggesting reasons for the vibration and recommendations for further sister
vessels presently under construction.
(10)
To Mr xxxxxxxxxxxx
Superintendent Engineer
Date xxxxxxx
Severe Aft End Vibration Experienced at Full Speed.

As this is a new build, and I do not suspect any propeller/ hull damage (this
can be confirmed later).
The aft end vibration is only present at full speed, I can confirm that test at full
speed with varying loaded conditions with no change to vibration. This was to
check if vibration was due to loading conditions.
From the above tests, I would suggest that the propeller would be the most
likely cause, either directly (may be cavitating or resonating with the structure)
or indirectly through propeller-hull interactions. To check for resonance with
the hull girder or local structure, the need is to identify the frequency
(Vibrograph - measures frequency and amplitude) and check if it matches with
the fundamental blade frequency of the propeller (revs x number of blades).
If resonance is due to the propeller blade frequency matching the natural
frequency of the structure, it will probably require a change of propeller,
increasing the number of blades.
The propeller may be cavitating badly, or the variable wake around the
propeller disc could also be the cause. It may be necessary to fit some flow
correction device to improve flow distribution into the propeller to reduce
cavitation
A highly-skewed propeller could also be used to alleviate the problem and this
also may allow a smaller propeller, increasing hull clearances.
Recommendation.
To contact specialist firm to conduct vibration analysis on vessel as
soon as possible
Drydock vessel to check propeller / hull for damage (or at least divers
to check propeller / hull)
Inform building yard / naval architect / classification society that
problem may be present in design and changes may be required to vessel
under construction.
Yours faithfully xxxxxxxxxxxxxxxx Chief Engineer
13)
a) State FOUR reasons for transverse watertight bulkheads in ships
construction.
(4)
b) State the minimum number of transverse watertight bulkheads and their
location.
(4)
c) Describe how watertight bulkheads are tested
(2)
a) Transverse watertight bulkheads are used to give
Strength to the vessel resisting racking and water pressure.
Segregation, separates incompatible cargoes or incompatible spaces
Sub-division, sub divides the hull into watertight compartments, prevents
spread of flooding.
Safety, main barrier to the spread of fire and acts as an emergency fore end
(collision bulkhead)
b) transverse watertight bulkhead must be fitted
forward of the after-peak tank
aft of the fore peak tank (collision bulkhead).
aft and forward of the machinery space
A minimum of 4 bulkheads (3 if aft peak bulkhead coincides with after
machinery bulkhead)
c) Watertight bulkheads must be tested with a hose at a pressure of 2 b. The
test being carried out from the side on which the stiffeners are fitted and the
bulkhead must remain watertight. if hose test not practicable due to damage
to machinery or electrical equipment it can be replaced by careful visual
examination supported by means such as dye penetration test or ultrasonic
leak test.
14) With reference to large bulk carriers:

a) Explain how the design and operation of this type of vessel has contributed to
structural failure.
(5)
b) Describe the designs that have evolved to minimise the possibility of failure.
(5)
a) The strength of bulk carriers due to their design, notably continuous
longitudinal structure is of major importance in resisting longitudinal stress
(such as the upper deck and hatch side girders) and having discontinuities in
these features can causing stress concentrations.
Also, practices during the operations of loading and discharging were found to
cause severe damage particularly with heavy abrasive cargo such as iron ore
and scrap iron. During initial loading cargo, has been dropped from height
onto the tank top causing indentation and cracking. When emptying, grabs
have been dropped onto the structure, and bulldozers have been used inside
holds causing serious damage. The exposed side shell frames are of major
importance and since they are very susceptible to damage, and then failure.
Cargoes such as iron ore have very low stowage rates (m3 /T) therefore there
is a large volume of free space in the hold when fully loaded which would
allow cargo movement and hence abrasion. The hatch covers of bulk carriers
were considered a weakness, being of less strength than the continuous
structure at the side of the deck. The very large hatch openings cause stress
concentrations at the corners which has led to cracking. To minimise the
effects of discontinuity at the hatch openings, the cross-deck strips between
the hatches were thinner but this made the strips susceptible to buckling with
transverse stress such as racking.
b) Modern bulk ore carriers may have wing (hopper) tanks at the top and bottom.
Lower hopper tanks ensure the heavy cargo is contained centrally, reducing
angles of heel due to cargo shift or when loading and unloading. The upper
hopper tanks can be used for ballast to raise G and hence help prevent a stiff
ship. The upper hopper tanks also act as self-trimming tanks so that voids are
not created due to the angle of repose of the bulk cargo, which could create
problems of cargo shift. Double bottom structure can be very deep to resist
the severe concentrated loads so that cargo can be fully loaded in alternate
holds which prevents cargo shift. Some ore carriers have the wing tanks
extending the full depth of the ship allowing liquid cargo (oil) to be carried on
reverse routes to the bulk ore cargo. i.e. OBO ships
The thinner cross deck strips of plating are now transversely framed to give
better resistance to cross deck buckling. Hatch covers and coamings have
been increased in strength and hatch side girders are designed to be
continuous for as long a length as possible and any `run out to be gradual.
July 11
12)
a) Explain the reasons for introducing regulations to control a vessels discharge
of ballast water.
(2)
b) Describe THREE methods of complying with the regulations for the discharge
of ballast water taken on board from distant waters.
(6)
c) State TWO precautionary ballast management practices.
(2)
a) The concerns are due to the transport of alien life forms that can cause
environmental and health problems. The deliberate or accidental transfer of
alien species from one discrete ecosystem to another is considered one of the
top five threats to biological diversity.
b)
Three methods of reducing the harmful effects of the discharge of ballast
water taken on board from distant waters are:
i) Mechanical treatment methods that process the ballast whilst at sea such
as filtration and separation.
ii) Chemical treatment methods of the ballast water such as the addition of
biocides to the ballast water to kill the organisms.
iii) Physical treatment methods of the ballast water such as sterilisation by
ozone, ultra violet light, electric current and heat treatment.
c)
Two precautionary practices,
i) A ballast water management plan specific to that ship.
ii) A ballast water record book that records where ballast water is taken on
board and discharged into the sea, and any accidental discharges.
13) Explain the possible causes of engine overload at design revolutions in EACH of
the following conditions, stating the possible actions that may be taken for
continued operation in the long and short term:
a) The overload has occurred over a gradual period:
(4)
b) The overload becomes apparent during the trial of a new or modified vessel.
(6)
a) Over load over a gradual period (ruling out damage to propeller/hull may have
caused loss of propulsion power) may be due to the ship's hull and propeller
will become fouled, resulting in heavier running of the propeller, i.e. extra
power will be required for propulsion to maintain the ship speed. To reduce
the overload in the short term would require a reduction in engine power, in
the long term cleaning the hull and, possibly, polishing the propeller would
reduce the loading.
b) If overload becomes apparent during trials
a. Of a new build, may involve consultation with designers/builders to
carry out tests on the ship, to try and find out where the actual build
has departed from the expected load characteristics. In the short term
reducing engine revs to reduce power output may be required, in the
long term depending on test results, may require hull modifications,
new propeller, to try and reduce loading of the engine, the engine
manufacturer could also be contacted to see if it is possible to increase
loading on the engine, this type of overloading on trials could become
very costly for owner to solve.
b. On a modified vessel, it would suggest that the modification has
affected the power demand from the engine, it would require looking at
the modification with a view to reducing this effect if possible. In the
short term, it would require reduction of revs to reduce power, in the
long term more testing required, and depending on results will govern
the changes to be made to maintain power.
14) With reference to the construction of bulk carriers:

a) List SIX design features that will assist in the survivability of these vessels;
(6)
b) State FOUR locations where serious cracking has become manifest.
(4)
a) The following design features will help the survivability of these vessels
strengthening of double bottom
strengthening of transverse bulkhead structure in way of the forward
hold
Increase strength of forward bulwark
Enhanced hydraulic closing system on No. 1 hatch
Enhanced coatings in side tanks to reduce corrosion
Loading instrumentation to monitor stress during loading / passage.
Water Ingress alarms for holds
b) Serious cracking could be found at the following areas,

cracking at hatch corners,
cracking of hatch coamings,
cracking at intersection of the inner bottom plating and the hopper
plating,
cracking at main frame bracket toes,
cracking at fore and aft extremities of topside tank structures,
The following are areas where further damage occurs but not required in answer
corrosion within topside tanks,
general corrosion and cracking of transverse bulkheads.
both general and localized corrosion of main frames and brackets,
plate panel buckling of cross deck strips and stiffening structure,
October 11
12) With reference to roll reduction systems, explain the principals of operation of
EACH of the following, stating the advantages and disadvantages;
a) Bilge keels;
(5)
b) Passive uncontrolled tanks
(5)
a) Bilge keels are fitted port and starboard at the turn of bilge. The keels are
positioned so that they follow the streamlines at the service speed of the ship
They must not extend outside of the lines of side and bottom shell. The bilge
keel produces resistance to roll particularly from the edge vortices produced
which reduce rolling due to the increased the roll damping coefficient. When
the ship is making headway and simultaneously rolling, the roll damping is
slightly increased because a hydrodynamic effect is produced at the bilge
keels that causes a couple opposing the roll and hence reducing it.
Advantages
Low cost
No machinery
No reduction in cargo volume
Negligible reduction in deadweight
No dependence on speed
Disadvantages
Least effective
Vulnerable to damage
Increased hull resistance
b) Passive uncontrolled tanks these port and starboard tanks connected by

ducts partially filled with water the bottom duct can be fitted with baffles and a
valve to further delay water movement, most effective in regular waves at
resonance
Operating principals
ship roll of a cycle behind wave
water in tank lags of a cycle behind ship
anti-roll moment cycle behind wave
i.e. directly opposing wave moment.
50% roll amplitudes reduction possible, less effective outside of resonant range
Natural rolling period varies with GM this period can be altered by varying depth of
water in tanks.
Advantages
No machinery required (pure passive)
No increase in hull resistance
Not dependent on speed
Disadvantages
Reduced initial stability due to free surface effect
Reduced deadweight
Reduced cargo volume
13) With reference to twin skeg rudders:

a) Explain why a single rudder may not be suitable for some vessels;
(3)
b) State the advantages of a twin skeg installation in modern vessels with large
cargo carrying capacity.
(7)
a) Regarding twin skeg rudders, a single rudder would be fitted on the centreline
between the skegs and hence between the twin propellers. The rudder would
have no protection against grounding aft - the purpose of the skegs. The force
generated by the rudder is proportional to speed squared and therefore it is
advantageous to have twin rudders directly behind the propellers and thus
have increased velocity of water from the propeller race effect. Fitting a
single rudder would not benefit from this effect.
b) The advantages of fitting twin skegs (also known as a catamaran stern) fitted
with twin screws and probably having semi-balanced rudders gives
advantages compared to single propeller design. The high loading of a single
propeller design can lead to reduced propulsive efficiency and an increased
risk of cavitation and vibration. Moving to a twin-screw design reduces the
propeller loading and therefore increases propulsive efficiency. Employing two
skegs, each more slender than the equivalent centreline skeg of a single
screw design, gives more control over the flow into the propellers to the
hydrodynamicist and therefore a better wake field for the propellers, less
cavitation and lower induced pressure pulses to the hull.
13) With reference to a cargo tank of a liquid petroleum gas (LPG) carrier:
a) Sketch a half transverse cross section through the hull;
(6)
b) Describing a method of building up the thermal insulation.
(4)
December 11
12) A shipping company has recently purchased an older vessel which is in dry dock.
As Chief Engineer Officer, state the inspections that should be undertaken to
confirm that the conditions of assignment are satisfactorily complied with.
(10)
13) With reference to the structure of a large passenger vessel;
a) Describe how the spread of smoke and fire is prevented;
(7)
b) Describe the standard fire test for a Class A-60 Division material.
(3)
14)
a) State reasons why crack propagation may occur in propeller shaft A brackets
or spectacles frames.
(4)
b) Explain why full power availability for astern running of the propeller is
inconsequential in arresting the headway of a ship executing a crash stop.
(3)
c) Explain the effectiveness of using rudders as braking devices in arresting the
headway of large vessels.
(3)
a) Reasons for crack propagation may occur in A brackets or Spectacle frames

poor workmanship,
poor welding techniques,
incorrect heat treatment causing brittle hard spots
working environment - very low temperatures,
corrosion, vibration.
The main problems occur due to the proximity of the propeller i.e. increased
galvanic potential and the moments and forces generated from hydrodynamic
unbalance and hull interaction. These effects may engender corrosion fatigue
and stress corrosion cracks.
March 12
12) Sketch FIVE methods used to prevent the distortion of ships plates and frames
during major welded hull repairs in dry dock.
(10)
Toggle plates welded across to hold inserts

Using hydraulic rams to maintain position
plating held in position
Strongback
The "strongback" is another useful technique for distortion control during butt welding
of plates. Clips are welded to the edge of one plate and wedges are driven under the
clips to force the edges into alignment and to hold them during welding.
sequence welding can prevent distortion
13) With reference sketch steelwork of cargo oil tanks:

a) Explain the factors that cause corrosion in cargo oil tanks;
(4)
b) State, with reasons, areas most likely to be affected by such action;
(3)
c) Describe the methods employed to minimise corrosion in cargo oil tanks.

(3)
14)
a) Define propeller slip.

(2)
b) State, with reasons, FOUR conditions which will affect the propeller slip
(8)
a) Since the propeller works in a fluid, the helical path it follows will advance less
than in a solid medium in the same time. The speed in a fluid, measured
relative to a fixed position, is called the ships speed (V) whilst the theoretical
speed (Vr) in a solid would simply be pitch multiplied by revolutions per
second. Usually Vr is greater than V and one form of the slip, called the
apparent slip (Sa) calculated from;
Sa = Vt V
Vr
If the speed of the ship were measured relative to the surrounding water it
would be called the speed of advance (Va) then this would give true slip (S)
calculated from
S = Vr - Va
Vt
b)
It can be seen from a) that in both cases, if pitch and revs were constant, then
theoretical speed would be constant and hence;
If ship speed or speed of advance reduced, slip would increase.
Conversely
If ships speed or speed of advance increased slip would reduce.
The following conditions could therefore affect slip (only 4 required)
Apparent slip is affected by currents since ships speed is measured to land

therefore in an opposing current, speed would reduce and slip increase, whilst
in a following current speed increases and slip reduces (and in fact can
become negative)
If the hull is fouled it would give increased resistance, hence speed reduces
for given power and revs, therefore slip increases.
A propeller is designed to work at optimum efficiency at service revs and
speed, therefore a change of power and revs will give a speed which is
greater or less than the optimum and therefore less efficiency. Lower
efficiency means less speed for a given revs and therefore more slip.
Damaged / roughened blades will mean less efficiency and less speed hence
more slip. Also, damage is generally non-uniform which can lead to severe
vibration. May need to reduce speed to a region where efficiency is less,
hence more slip.
The water can only support a limited suction from the low-pressure side of the
propeller before cavitation occurs. If the propeller is cavitating, it will produce
less thrust, hence less speed and more slip.
If draught is reduced so that the head of the water above the propeller is less
than the minimum required it will produce less thrust, hence less speed and
more slip. Also, there is more chance of cavitation at reduced head above the
propeller.
July 12
12) With reference to a bulk carrier, describe, as Chief Engineer Officer the
inspection that should be carried out on the upper topside areas.
(10)
The following areas are susceptible to damage on topside areas of a bulk carrier and
should be inspected regularly, the hatches, sealing and securing devices should also
be included in any inspections.
1. Cracks in deck plate at end of longitudinal hatch coaming
2. Buckling of deck between hatches
3. Crack in deck plate in way of hatch corner
Crack in deck plate at hatch coaming end
Buckling caused by excessive stresses in transverse direction deck between hatches
Possible consequences of buckling of deck between hatches:
- Ships transverse strength severely affected

- Ships sides come in
- Hatch coamings deformed
- Loss of weather tight integrity
13)
a) Explain EACH of the following terms:
i) Watertight
(3)
ii) Weathertight
(3)
b) Explain why deck scuppers and freeing ports are as critical to seaworthiness
as watertight integrity.
(4)
i) Watertight; Capable of preventing the passage of water in either direction
with a proper margin of resistance under the pressure due to the maximum
head of water which it might have to sustain.
ii) Weathertight; means that in any sea conditions water will not enter into the
ship, (basically watertight in one direction).
(For information, only not past of the answer
A weathertight fitting shall have a strength at least equal to the bulkhead or deck in
which it is fitted. In practical terms, the difference between weathertight and
watertight is that a weathertight fitting shall withstand water pressure from the
outside (be watertight from outside), whilst a watertight fitting shall withstand water
pressure from both sides.)
b) Accumulated water on deck can seriously affect the vessels seaworthiness

by altering the vessels stability and possible cause capsize it can dramatically
increase the longitudinal stress on the vessel. Scuppers carry off
accumulations of rainwater, condensation, or seawater and are connected to
pipes usually leading overboard, and, in the corners of the enclosed decks to
the bilge. When leading from an exposed deck or non-weathertight spaces,
scuppers are to be led overboard and do not need to be provided with valves.
Freeing ports in bulwark to prevent water accumulating on deck.
14) Describe the in-water survey to classification society requirements of the

underwater structure of a very large carrier.
(10)
October 12
12) As Chief Engineer Officer of an older vessel which has recently been purchased,
write a report to the Superintendent Engineer detailing the items that should be
inspected to ensure that the conditions of assignment are satisfactorily complied
with.
(10)
To xxxxxxxxxxxxxxxxx Superintendent
From xxxxxxxxxxxxx Chief Engineer (Ships name)
Date xxxxxxxxxxxx
The following is a report detailing the items inspected to ensure that condition of
assignment have been met
Date of inspection xxxxxxxxxxxx Location xxxxxxxxxxx
Surveyors xxxxxxxxxxxxxx
Vessel surveyed to fulfil the "Conditions of Assignment" as laid down in the Merchant
Shipping (Load Line) Rules 1968.
Item inspected Passed

Ships certificates inspected
Load line marks checked
Hull condition
Watertight openings in hull
Ventilators and air pipes
Freeing ports, side scuttles, scuppers
Bilge Keel
xxxxxxxxxxxxxx Chief Engineer
13) Explain the methods adopted in modern shipbuilding practice to prevent hull
of the plating and welding and the subsequent protection on completion of
construction.
(10)
Regarding fatigue the design should be strong enough to exceed limiting
values - of loading and expected number of cycles. This will require a design
with adequate section moduli of structure, with respect to computer projected
modelling and historic best design.

longitudinals passing through floors and webs, sharp corners radiused, rough
edges smoothed, fairing attachments removed and flushed, lifting lugs left on
structure if possible, if not, cut off smoothly. Butt welds should be used where
possible instead of fillet welds it has been shown fillet weld are more
susceptible to corrosion fatigue.
otherwise may encourage cracking. Generally when welding plates of units it
is better to weld central butts (vertical joints) and seams (horizontal joints) of
the whip than work outwards transversely and longitudinally. At cross joints,
weld butts first, gouge through the seam and weld. Stiffening structure across
seams and butts are welded after the shell has been welded.
Cleaning by abrasive blasting causes a peening effect on the surface which
leaves a fine layer of compressive stress which reduces the chances of
fatigue crack initiation which requires tension.
fabrication to give the best subsequent paint protection, final protective
coatings are applied after fabrication epoxy based coating are hard and give
good protection.
14) With reference to double hulled oil tankers;

a) Sketch a mid-ship cross section;
(5)
b) State the reason for the evolution of this type of design;
(1)
c) State FOUR disadvantages of this type of design.
(4)
a)
b) The reasons for adopting this double hull construction was in way due to
dramatic tanker size increasing and the consequence of accident with single
hull vessels, max pollution. Also, restrictive national legislation especially the
USA helped to implement the new rules which are now incorporated within
MARPOL regulations against pollution.
c) The disadvantages of the double hull design include (only three required)
Additional capital costs (7 to 15%)
Increased lightweight
Additional maintenance / cost
Danger of trapped gases in twin hull spaces
More restricted access to ballast spaces
For comparable deadweights the double hull design would have larger
underwater area therefore greater resistance and fuel costs.
December 12
12)
a) Explain the Harmonised System of Survey & Certification (HSSC)
(4)
b) With reference to the load line certificate explain what will be inspected and
how these items are kept in compliance.
(6)
a) The Harmonised System of Survey and Certification (HSSC) seeks to
standardise the period of validity and the intervals between surveys for the
nine main convention certificates to a maximum period of validly for all
certificates except a passenger ship safety certificate to five years. The
certificates included under HSSC are:
1. Passenger Ship Safety Certificate (Annually)
2. Cargo Ship Safety Construction Certificate
3. Cargo Ship Safety Equipment Certificate
4. Cargo Ship Safety Radio Certificate
5. Cargo Ship Safety Certificate (this is the above 3 certificates merged into
one, just like the PSSC but for cargo ships)
6. International Load Line Certificate
7. International Oil Pollution Prevention Certificate
8. International Pollution Prevention Certificate for the Carriage of Noxious
Liquid Substances in Bulk
9. International Sewage Pollution Prevention Certificate
10. International Air Pollution Prevention Certificate
b) The following items will be inspected / tested before issuing Load Line
certificate
Load line marks, verified with existing Load Line Certificate.
Coamings and closing appliances of exposed hatchways, hatchways
within superstructures, to be examined.
Holding-down clips/bolts are in good order; packing and seats are
watertight.
Watertight hatches to be tested
Test Ventilators, check all flap levers are free, and locking pins are in
place and secured by chain to ventilation casing.
Check air pipes and their closing means, flame traps for fuel oil tanks
air pipes, are in order.
Watertight doors and closing arrangements to be checked.
Scuppers and their discharge pipe and valves below the freeboard
deck, checked for corrosion/wastage.
Gangways and cargo ports below freeboard or superstructure deck, to
be checked.
General condition of hull, as far as could be seen.
All load line items should be included on a planned maintenance system, where
regular testing of inspections will discover any faults that will be then rectified.
13) With reference to the structure of a large passenger ship, describe the
requirement for preventing the spread of fire and smoke.
(10)
Passive fire prevention can be summarized as the division of a construction or

installation into compartments to create barriers (A-class bulkheads and decks) with
the purpose of neutralizing or at least considerably retarding the spread of flames
and smoke. Metal parts conduct heat from the seat of the fire to adjacent spaces,
with the possible consequence that spontaneous ignition may occur at the other side
of the fire partition. For that reason, cable and pipe transits form a potential hazard in
the fire-retardant chain.
The vertical zones will be rated A class
To prevent the spread of smoke via ventilation ducts through main vertical zone
division, a fail-safe automatic closing fire damper shall be fitted adjacent to the
division, capable of being manually closed from each side of the division, with a
visible indicator showing whether the damper is in the open position
14) With reference to tank inspections:

a) List SIX items that should be looked for in a tank inspection;
(3)
b) State where erosion would be found in ballast tanks;
(2)
c) Write a procedure for enclosed space entry.
(5)
March 13
12)
a) State THREE reasons for fitting transverse watertight bulkheads in ship
construction.
(3)
b) Explain what constitutes a watertight bulkhead.
(2)
c) State the minimum number of transverse watertight bulkheads and their
location.
(2)
d) Describe how watertight bulkheads are tested.
(3)
13) With reference to large bulk carriers:
a) Sketch a cross section of a bulk carrier through the mid-ship;
(5)
b) Explain the design features that have evolved to minimise the possibility of
failure.
(5)
14) As Chief Engineer officer, write a dry dock specification for the repair of the
following damage that has occurred, stating what factors have to be considered
when costing the repairs.
Damage to water ballast tank number 1 port wing. The shell plating 15 mm
thick for approx. 2 metres square has to be removed and replaced along with
the relevant damaged stiffeners which have been set up.
(10)
July 13
12) Sketch FIVE methods used to prevent the distortion of the ships plates and
frames during major welded hull repairs in dry dock.
(10)

Strongback
13) With reference to twin skeg rudders:

a) Explain why a single rudder may not be suitable for some vessels;
(3)
b) State the advantages of a twin skeg installation in modern vessels with a large
cargo carrying capacity.
(7)
a) Regarding twin skeg rudders, a single rudder would be fitted on the
centreline between the skegs and hence between the twin propellers. The
rudder would have no protection against grounding aft - the purpose of the
skegs. The force generated by the rudder is proportional to speed squared
and therefore it is advantageous to have twin rudders directly behind the
propellers and thus have increased velocity of water from the propeller race
effect. Fitting a single rudder would not benefit from this effect.
b) The advantages of fitting twin skegs (also known as a catamaran stern)

fitted with twin screws and probably having semi-balanced rudders gives
advantages compared to single propeller design. The high loading of a single
propeller design can lead to reduced propulsive efficiency and an increased
risk of cavitation and vibration. Moving to a twin-screw design reduces the
propeller loading and therefore increases propulsive efficiency. Employing two
skegs, each more slender than the equivalent centreline skeg of a single
screw design, gives more control over the flow into the propellers to the
hydrodynamicist and therefore a better wake field for the propellers, less
cavitation and lower induced pressure pulses to the hull.
14) As Chief Engineer Officer on a new vessel which is experiencing severe aft end
suggesting reasons for the vibration and recommendations for further sister
(10)
To Mr xxxxxxxxxxxx
Date xxxxxxx

As this is a new build, and I do not suspect any propeller/ hull damage (this can
be confirmed later).
The aft end vibration is only present at full speed, I can confirm that test at full
speed with varying loaded conditions with no change to vibration. This was to
check if vibration was due to loading conditions.
From the above tests, I would suggest that the propeller would be the most likely
cause, either directly (may be cavitating or resonating with the structure) or
indirectly through propeller-hull interactions. To check for resonance with the hull
girder or local structure, the need is to identify the frequency (Vibrograph -
measures frequency and amplitude) and check if it matches with the fundamental
blade frequency of the propeller (revs x number of blades).
If resonance is due to the propeller blade frequency matching the natural
frequency of the structure, it will probably require a change of propeller,
increasing the number of blades.
The propeller may be cavitating badly, or the variable wake around the propeller
disc could also be the cause. It may be necessary to fit some flow correction
device to improve flow distribution into the propeller to reduce cavitation
A highly-skewed propeller could also be used to alleviate the problem and this
also may allow a smaller propeller, increasing hull clearances.
Recommendation.
To contact specialist firm to conduct vibration analysis on vessel as soon as
possible
Drydock vessel to check propeller / hull for damage (or at least divers to
check propeller / hull)
Inform building yard / naval architect / classification society that problem may
be present in design and changes may be required to vessel under construction.
October 13
12) With reference to structural fire protection in passenger ship accommodation
spaces;
a) Define the meaning of Class A bulkheads; stating the requirements;
(3)
b) Discuss the design of ventilation systems to prevent the spread of smoke and
fire;
(5)
c) Explain how the integrity of the bulkhead is retained with respect to ventilation
trunkings, where A Class bulkheads have to be penetrated.
(2)
a) Class A Bulkhead
a. are constructed of steel or other equivalent material;
b. are suitably stiffened;
c. and are insulated with approved non-combustible materials such that
the average temperature of the unexposed side will not rise more than
140 C above the original temperature, nor will the temperature, at any
one point, including any joint, rise more than 180 C above the original
temperature, within 60 min.
b) Precautions must be taken to maintain the fire integrity of bulkheads and

decks through which trunking passes and to reduce the likelihood of smoke
and hot gases passing from one space to another. This is achieved by using
suitable materials, in conjunction with sleeves and dampers where ducts pass
through divisions. The dampers must operate automatically but must be
capable of being closed manually from both sides of the division. The damper
must be provided with an open-closed indicator .
c) Ducts with a cross sectional area exceeding 0.02 m2 passing through A Class
divisions must be fitted with an insulated steel sleeve unless the duct is of
steel in way of the division. Ducts with a cross sectional area exceeding 0.075
m2 must be fitted with fire dampers where they pass through A Class
divisions.
13) With reference to drydocking a vessel;

a) State the pre-docking information that should be given to the drydock
authority;
(5)
b) List the items to be inspected once the dock is empty.
(5)
a) Essential information supplied to drydock management prior to docking (this
assumes that the company has awarded contract to yard, docking plan has
been followed and repair list has been approved) will include the following
items;
Copy of Gas free certificates for empty fuel tanks, etc. that are to be
worked in drydock (for tanker vessels gas free certificate).
Tank soundings for arrival to confirm vessel arrives at agreed trim
and draught.
List of personnel on board so security passes can be arranged
and safety induction can be arranged.
List of agreed contractors attending vessel directly employed by
vessel.
Confirm location of the following, shore power connection, fresh
water connection, fire main connection.
b) The following is a list of items to be inspected once the dock is empty

Check on docking blocks are they in correct position.
Inspect rudder/s mobile platform required to check top connection
Stern Frame
Condition of anodes.
Visual inspection of propeller(s) depending on type be prepared to
turn prop and work blades if CPP. You are looking for damage to
blades, cracking, erosion, leakage from seals if CPP and locking
bars all in place.
Stern tube seal rope guards in place no leaks, all fittings in
place.
Hull, checking for damage going under keel
Check bilge keel
all sea boxes
Stabilisers if fitted to be swung out one side at a time so you
can watch and listen to each in turn. Get into stabiliser boxes
looking for leaks and damage
Bow thrusters check blades, condition, leaking hydraulic seals,
state of tunnel
Anchors & chain dropped and in dock visual inspection of links
and anchor dock will get calibrations.
Bow inspection for plate damage
Paint condition
14) With reference to double hulled oil tankers:

a) Sketch a mid-ship cross section;
(5)
b) State the reason for this type of design;
(1)
c) State FOUR disadvantages of this type of design.
(4)
a)
b) The reasons for adopting this double hull construction was in way due to
dramatic tanker size increasing and the consequence of accident with single
hull vessels, max pollution. Also, restrictive national legislation especially the
USA helped to implement the new rules which are now incorporated within
MARPOL regulations against pollution.
c) The disadvantages of the double hull design include (only three required)
Additional capital costs (7 to 15%)
Increased lightweight
Additional maintenance / cost
Danger of trapped gases in twin hull spaces
More restricted access to ballast spaces
For comparable deadweights the double hull design would have larger
underwater area therefore greater resistance and fuel costs.
December 13
12) Explain, with the aid of a mid-ship sectional sketch of a container ship, how
strength is built into this type of vessel whilst still allowing access to the cargo
holds.
(10)
STRONG BULWARK AND HATCH COAMING
Top box section acts as

UNDERDECK PASSAGE torsion ring around
vessel
UNDER DECK PASSAGEWAY
TWEEN DECKS
DOUBLE SKIN SIDE SHELL
CENTRE LINE BOX GIRDER
DEEP DOUBLE BOTTOM

PIPE TUNNEL
Strength is built into this type of ship by using a `box girder' construction.
Heavy box girder strengthening occurs along the hatch side together with
continuous hatch coamings and bulwarks. Double bottom structure with solid
floors help to increase the vessels strength and to compensate for large cargo
holds. Keel, bottom shell, tank top plating, the side shell at the top, deck
stringer plates, and deck longitudinals also help resist longitudinal stresses. In
the double hull construction shown, longitudinal bulkheads also give great
strength. At the hatch ends, transverse box sections connect the longitudinal
box girders together forming a very rigid structure. These are ideal
circumstances for cracking and brittle fracture can occur hence notch ductile
steel is used here.
13)
(7)
part (a) can be ascertained before proceeding to sea.
(3)

Cover
Weight
bearing
pads
Cleats
Cleat are fitted to the hatch sides for sealing
Neoprene
Coaming

14)
a) Explain why fatigue cracks occur in a ship hull, stating the location where they
may be found.
(3)
b) Describe the hull inspection that should be carried out in drydock to ascertain
the maintenance and repairs that may be carried out.
(7)
a) Fatigue cracks can occur in parts of a ships hull that are subject to regular,
fluctuating stress
The basic factors necessary for fatigue failure are: -
tensile stress must be present.
sufficiently large fluctuations in stress.
fluctuations occur sufficiently in number.
The forward end (panting and pounding) after end (vibration and slamming)
and midship 40% length at deck and bottom shell (cyclic hog and sag) are the
areas susceptible - load distribution and sea state can be critical.
Discontinuities may promote fatigue initiation. Hence, design and
workmanship are important factors together with the avoidance of resonant
vibrations.
b) All underwater parts of the hull are inspected for damage and corrosion.
Distortion of the underwater hull can be observed. If a dent is discovered, an
inspection of the inside of the ship to determine internal damage should be
carried out. Serious dents must be repaired, minor dents are left. All repairs
and any dents left should be logged. Cathodic protection systems should be
checked for security of attachment and worn sacrificial anodes should be
renewed if necessary. Particular attention should be paid at the forefoot, at
the after end in way of the stern frame and on twin screw ships around
propeller À' brackets, for corrosion and cracks. Attention should be given to
edges of welds, which may suffer corrosion attack. The rudder drain plug
should be removed to check the rudder is watertight. The rudder wear down
should be checked, rudder pintle clearances, security of palm couplings and
condition of the stock (cracks).
The propeller should be examined for erosion (cavitation), cracks and bent
blades. CP blade bolts and cone connections should be checked. All
underwater valves (injections and discharges) should be examined.
Valve grids and ship's boxes should be examined from the dock bottom to
ensure the grids are clear and secure, and then from the engine room, etc. to
see the attachments to the hull are sound; the valve seats tight (hammer test)
and the valve lids and seats free of scores and pits. The anchors and cable
are ranged on the dock floor for special surveys. Bow thrusts and tunnels
examined, stabilisers to be swung out and inspected fin boxes to be cleaned
and checked.
April 14
12)
a) State why the International Maritime Organisation has banned the use of
Tributyltin antifouling (T.B.T.) coatings for ships hulls.
(1)
b) State the base elements of TWO alternative coating to T.B.T. fouling
(2)
c) Explain the considerations in the selection of a coating for a ships underwater
surface.
(7)
a) TBT compounds slowly leach into the sea water, killing barnacles and other
marine life that have attached to the ship. However, studies have shown that
these compounds persist in the water, killing sea life, harming the
environment, and possibly entering the food chain.
b) The base elements used as alternative coatings could be Copper, bearing

antifouling coatings release copper oxide into the water which poisons marine
growth and Silicon based coatings that form smooth surface to prevent
organism adhesion.
c) Considerations before selecting a coating for ships underwater area should

include.
The cost of coating (including application cost involved)
The expected life of the product
The degree of protection to hull from the product
The possible fuel saving (due to reduced hull resistance claimed for Self-
Polishing Coatings)
Zero environmental impact
Coating to be tough and abrasion resistant
Coating to be able to be repaired and maintained easily
This a very expensive undertaking and getting it wrong can have financial penalties,
increased fuel cost, hull steel repairs due to corrosion so the manufacturer of
coatings should be researched to ensure their product match their advertising.
13)
a) Define propeller slip, explaining how it is calculated.
(2)
b) State, with reasons FOUR conditions which will affect the propeller slip.
(8)
a) Since the propeller works in a fluid medium, the helical path it follows will
advance less than in a solid medium in the same time. The speed in a fluid
medium, measured relative to a fixed position, is called the ship speed (V)
whilst the theoretical speed (VT) in a solid medium would simply be pitch
multiplied by revs per sec.
Usually VT is greater than V and one form of the slip, called the apparent slip
(Sa) calculated from:
Sa = VT - V
VT
b) The following conditions could therefore affect slip (FOUR required).
Apparent slip is affected by currents since ship speed is measured relative to
land therefore in an opposing current, speed would reduce and slip increases,
whilst in a following current speed increases and slip reduces (and in fact can
become negative)
If the hull is fouled it would give increased resistance, hence speed reduces
for a given power and revs, therefore slip increases.
A propeller is designed to work at optimum efficiency at service revs and
speed, therefore a change of power and revs will give a speed which is
greater or less than the optimum and therefore less efficiency. Lower
efficiency means less speed for a given revs and therefore more slip
Damaged/roughened propeller blades will mean the propeller is working less
efficiently and less speed results hence more slip. Also, damage is generally
non-uniform which can lead to severe vibration. May need to reduce speed to
a region where efficiency is less, hence more slip.
The water can only support a limited suction from the low-pressure side of the
propeller before cavitation occurs. If the propeller is cavitating, it will produce
less thrust, hence less speed and more slip.
If draught is reduced so that head of water above the propeller is less than the
minimum required it will produce less thrust, hence less speed and more slip.
Also, there is more chance of cavitation at reduced head above the propeller.
14) Describe with the aid of sketches how main propulsion efficiency can be
improved by the addition of EACH of the following;
a) Ducted propeller (Kort nozzle);
(5)
b) Vane or Grim wheel aft of the propeller.
(5)
a) Ducted propeller
A duct surrounds the propeller which increases thrust particularly at low speed
aerofoil cross section of the duct

water accelerates through nozzle
increases thrust
most effective at low speed with high thrust
Other benefits:
reduced vibration due to more uniform wake
improved steering due to increased water velocity
reduced propeller diameter (for same thrust)
some protection of the propeller
b) Vane or Grimm Wheel aft of propeller
This a freewheeling vane fitted aft of the propeller which is a larger

diameter than propeller. The inner part of vane acts as a turbine which extracts
energy from propeller wake while the outer part of vane acts as a propeller and
provides increased thrust. The vane speed is 40% to 50% of propeller tip speed.
It is claimed that this can increase propeller efficiency by 10% and make substantial
fuel saving.
July 14
12) With reference to roll reduction systems, explain the principles of operation of
EACH of the following, stating advantages and disadvantages of EACH;
a) Bilge keels;
(5)
b) Passive uncontrolled tanks.
(5)
c) Bilge keels are fitted port and starboard at the turn of bilge. The keels are
positioned so that they follow the streamlines at the service speed of the ship
They must not extend outside of the lines of side and bottom shell. The bilge
keel produces resistance to roll particularly from the edge vortices produced
which reduce rolling due to the increased the roll damping coefficient. When
the ship is making headway and simultaneously rolling, the roll damping is
slightly increased because a hydrodynamic effect is produced at the bilge
keels that causes a couple opposing the roll and hence reducing it.
Advantages
Low cost
No machinery
No reduction in cargo volume
Disadvantages
Least effective
Vulnerable to damage
Increased hull resistance
d) Passive uncontrolled tanks these port and starboard tanks connected by

ducts partially filled with water the bottom duct can be fitted with baffles and a
valve to further delay water movement, most effective in regular waves at
resonance
Operating principals
50% roll amplitudes reduction possible, less effective outside of resonant range
Natural rolling period varies with GM this period can be altered by varying depth of
water in tanks.
Advantages
No machinery required (pure passive)
Not dependent on speed
Disadvantages
Reduced deadweight
13) With reference to the classification of ships, explain EACH of the following:
(5)
(4)
c) How a ship remains in class throughout the life of the vessel
(1)
a) The cost of insurance of both ship and cargo depends to a great extent upon
the classification, the higher standard requiring smaller premiums. It is therefore, to
the advantage of the ship-owner to have a high-class ship. However, the
classification societies are independent of the insurance companies.
Each of the classification societies has its own rules, but there is a similarity between
them and they are used to determine the scantlings of the structural members.
The scantlings of the structure are based on theory, but because a ship is a very
complex structure, a `factor of experience' is introduced. The classification societies
receive reports of all faults and failures in ships which carry their classification, and,
based on these reports, consistent faults in any particular type of ship may be
analysed and amendments made to the rules.
The scantling plans are submitted to the classification societies for their approval
before the detailed plans are drawn. The procedure should ensure the quality of
build for the vessel which are when built in accordance with the classification society
rules, are assigned a class. This class applies as long as the ships are found under
survey to be in a fit and efficient condition.
b) The notation 100 A1 means suitable for seagoing service on long
international voyages built to the highest standard with surveyor in attendance.
Class A is assigned to ships which are built in accordance with the rules or are
equivalent strength.
The figure 1 is added (i.e. 100 A 1) when the equipment, consisting of anchors,
cables mooring ropes and towropes, is in good and efficient condition.
is added to the `100 A 1' notation when a ship is fully built under Special Survey
i.e. when a surveyor is in attendance and examines the ship during all stages of the
construction.
c) To ensure that the ship remains worthy of its classification, annual, docking
approximately every 2 years, whilst special surveys are carried out at intervals of 4
to 5 years.
14) With reference to cargo hatch covers on large container ships;

a) Describe how they are tested for water tightness;
(2)
(3)
c) Describe, with the aid of a sketch, the type and location of damage that can
(5)

seals.
October 14
12)
a) With reference to bilge keels;
i) Describe how the design and method of attachment reduces the possibility
of damage to the shell plate;
(5)
ii) State what testing must be carried out.
(2)
b) Explain why bilge keels do not extend the full length of the vessel.
(3)
a)
i) Bilge keels are fitted port and starboard at the turn of bilge. They do not
extend outside of the lines of side and bottom shell. The bilge keels are
attached directly in line with an internal stiffening member such as a girder
or longitudinal. The bilge keel is made up of a flat bar doubler welded
directly to the shell and an offset bulb plate (OBP) with `scallops' cut in it is
welded to the flat bar doubler. The ends of the bilge keels are tapered
(minimum 3 in 1) and will end in line with transverse internal stiffening
such as a frame. The use of a hull doubler protects the hull in case of
damage to the keel as crack would not extend into the hull.
ii) Non-destructive testing (visual and ultrasonic) must be carried out.
b) Bilge keels are not fitted for the full length of the vessel because:
The `lever' to the ships axis of rotation is reduced at the ends;
It would be more difficult to make and fit due to the bending and twisting
required.
It would be difficult to align with flow along the hull, particularly at the fore
end.
The hydrodynamic effect would cause a large increase in resistance and
fuel consumption;
At the aft end, the boundary layer is much thicker and since the keel would
not project through, it would have much reduced effect.
13) As Chief Engineer officer, write a dry dock specification for the repair of the
following damage that has occurred, stating what factors have to be considered
when costing the repairs.
Damage to water ballast tank number 1 port wing. The shell plating 15 mm thick
for approx. 2 metres square has to be removed and replaced along with the
relevant damaged stiffeners which have been set up.
(10)
When writing a repair specification for drydock for hull repairs the following should be
considered, access to the damage, where the damage is located on the ship,
requirements for gas freeing, safety certificates required, classification society
informed, also finish of steel work.
Quote for the following hull repair job No. H001
Repair to hull in way off Port No. 1 WB Tank the following to be included as per
standard steel work repair.
Repair to the shell plating 15 mm thick for will require removal of approx. 2 metres
square along with the relevant damaged stiffeners which have been set up. Replace
with new plating and internal stiffeners scope of repair to be agreed with surveyor.
On completion hull to be recoated as per company finish.
Supply chemist to test and verify Ballast Tank Gas free, install temporary ventilation
and lighting as required, no hot work to commence until ships Hot Work Certificate
has been completed.
Staging to dock and tank to be included as required.
Applicable to Grade A shipbuilding steels to include the following: -
Marking off the external area of hull plating on vertical side

cropping by hand burning and removal of all cropped plating.
Dressing and preparation of plate edges of remaining external plating.
Dressing and preparation of remaining internal structure.
Supply and preparation of new flat steel plating, blasting to Sa2.5 and
applying one coat of owners supplied, holding primer.
Cleaning and chipping paint in the immediate vicinity of the repair area
to facilitate hot cutting work.
Cranage and transportation of the new and removed steelwork.
Transportation of new plate to vessel, fitting up, wedging in position,
minor fairing and dressing of plate edges in the immediate vicinity,
applying first runs of welding on one side, back gouging from other side
and finally filling and capping to give fully finished weld.
All final tests to repairs.
14) With reference to cargo hatch covers on large container ships;

a) Describe how they are tested for water tightness;
(2)
(3)
c) Describe, with the aid of a sketch, the type and location of damage that can
(5)

seals.
If overloading occurs, it can cause
buckling and cracking
December 14
12) As Chief Engineer Officer of an older vessel which has recently been purchased,
write a report to the Superintendent Engineer detailing the items that should be
inspected to ensure that the conditions of assignment are satisfactorily complied
with.
(10)
To xxxxxxxxxxxxxxxxx Superintendent
From xxxxxxxxxxxxx Chief Engineer (Ships name)
Date xxxxxxxxxxxx
The following is a report detailing the items inspected to ensure that condition of
assignment have been met
Date of inspection xxxxxxxxxxxx Location xxxxxxxxxxx
Surveyors xxxxxxxxxxxxxx
Vessel surveyed to fulfil the "Conditions of Assignment" as laid down in the Merchant
Shipping (Load Line) Rules 1968.
Item inspected Passed
Ships certificates inspected
Load line marks checked
Hull condition
Watertight openings in hull
Ventilators and air pipes
Freeing ports, side scuttles, scuppers
Bilge Keel
xxxxxxxxxxxxxx Chief Engineer
13)
a) State the system of classification for access doors passing through watertight
bulkheads of a vessel.
(3)
b) State THREE circumstances under which all watertight doors must be closed
when situations are defined as potentially hazardous.
(3)
c) Explain the safety features built into the watertight door operating system to
enhance safety to personnel.
(4)
a)
Type A
door may be left open
Type B
door should be closed BUT
may remain open whilst personnel working in adjacent compartment
Type C
door should be closed
only opened for sufficient time to permit passage through the door.
b) The following are circumstances when the doors must be closed, (only
3 required)
Conditions of restricted visibility.
Water depth less than 3 times draught
Proximity of underwater hazards.
High density of traffic
Port limits of compulsory pilotage
Any other factor which constitutes a hazard (in the opinion of the
Master)
c) The safety features incorporated in the system to safeguard personnel,
delayed action when activated remotely and pre-alarm before closing

audible and visual alarms on both side of bulkhead when the door is
closing
safe closing speed - minimum 20 seconds
local control both sides of the door within reach of the open doorway
local emergency control
instruction on both sides of door
14) As Chief Engineer Officer, outline the essential information to be supplied to the
drydock management prior to drydocking a vessel.
(10)
Essential information that would be sent to drydock management prior to
drydocking.
Name of vessel and IMO number and vessel specification

Date required to dock vessel and number of days to complete docking
Drydock repair contract, this would detail who would be legally responsible for
all aspects covering safety in dock. This would include gas freeing certificates,
hot work, staging and lifting.
Docking Plan
Drydock repair specification including all survey items to be completed
List of Specialised contractor to be employed by vessel directly
Contact numbers for vessel and technical manager in charge of repair
Number of personnel remaining on board
Shore power required and location of connection
Fresh water requirement and connection location
Cooling water requirement if staying on ships power
Sludge connection location
Access points to ship for gangways (2 points required)
Method of waste collection and disposal of shipboard generated waste.
Sewage disposal method to be adopted in dock
Essential information supplied to drydock management prior to docking (this

assumes that the company has awarded contract to yard, docking plan has been
followed and repair list has been approved) will include the following items;
Copy of Gas free certificates for empty fuel tanks, etc. that are to be
worked in drydock (for tanker vessels gas free certificate).
Tank soundings for arrival to confirm vessel arrives at agreed trim and
draught.
List of personnel on board so security passes can be arranged and
safety induction can be arranged.
List of agreed contractors attending vessel directly employed by
vessel.
Confirm location of the following, shore power connection, fresh water
connection, fire main connection.
March 15
12)
a) Explain why conventional liquid carriers are divided by longitudinal bulkheads.
(2)
b) Explain why ore carriers may be fitted with wing tanks.
(2)
c) State, other than the carriage of liquids, the purposes of double bottom tanks
in dry cargo ships.
(2)
d) A dry cargo ship which has just completed loading is observed to be listing to
starboard significantly. The only available means of correcting the list is by
adjusting the contents of two large adjacent double bottom ballast tanks port
and starboard. The port tank is empty whilst the starboard is half full.
Describe, with reasons the action a Chief Engineer Officer would advise.
(4)
a) Conventional bulk liquid carriers (e.g. oil tanker) will always have a substantial
free surface effect (FSE) when fully loaded because an ullage (space) must
be present at the top of the tank to allow for expansion of oil and cargo vapour
pressure. FSE is not a problem with longitudinal stability, but transverse
stability could be threatened since GM transversely is much less than GM
longitudinally. Therefore, longitudinal bulkheads are necessary to reduce the
potential danger.
Furthermore, many oil tankers are very large and longitudinal strength is a
major consideration. Longitudinal bulkheads make a large contribution to this
strength requirement.
b) Bulk ore carriers may have wing (hopper) tanks at the top and bottom. Lower
hopper tanks ensure the heavy cargo is contained centrally, reducing angles
of heel due to cargo shift or when loading and unloading. The upper hopper
tanks can be used for ballast to raise G and hence help prevent a stiff ship.
The upper hopper tanks also act as self-trimming tanks so that voids are not
created due to the angle of repose of the bulk cargo, which could create
problems of cargo shift.
Some ore carriers have the wing tanks extending the full depth of the ship
allowing liquid cargo (oil) to be carried on reverse routes to the bulk ore cargo.
i.e. OBO ships
c) The purposes of double bottom tanks in dry cargo vessels are:
Strength - gives strong backbone to the ship and resists vertical loads e.g.
machinery
Safety - creates a secondary barrier to prevent flooding if bottom shell is
damaged
Stability - provide ballast capability to improve stability especially in the light
condition
Storage - provides storage capacity for oil, fresh water etc.
d) What is meant by advise? - maybe just means `what could be done?
e) Assume the tank to contain water ballast.

If the vessel is listing due to G off centreline to starboard, ballast condition
needs to be adjusted to bring G to the centreline (empty starboard, fill port or
transfer to port).
If the tank is fuel oil, we can only transfer or add fuel.
However, if list is due to instability (loll) then the transfer from starboard to port
creates another free surface, further reducing stability, possibly causing `lurch
to port. It would be better to first fill the starboard tank, increasing heel to
starboard but without lurch. When the tank is full, stability is substantially
increased (G is lowered and FSE removed). The port tank can now be filled
to bring the vessel upright.
Loll - Angle of loll is the state of a ship that is unstable when upright (i.e. has a
negative metacentric height) and therefore takes on an angle of heel to either port or
starboard. ... When this occurs, the vessel goes to neutral equilibrium, and the angle
of heel at which it happens is called angle of loll.
13)
a) Explain the Harmonised System of Survey & Certification (HSSC)

(4)
b) With reference to the load line certificate explain what will be inspected and
how these items are kept in compliance.
(6)
c) The Harmonised System of Survey and Certification (HSSC) seeks to

standardise the period of validity and the intervals between surveys for the
nine main convention certificates to a maximum period of validly for all
certificates except a passenger ship safety certificate to five years. The
certificates included under HSSC are:
1. Passenger Ship Safety Certificate (Annually)
2. Cargo Ship Safety Construction Certificate
3. Cargo Ship Safety Equipment Certificate
4. Cargo Ship Safety Radio Certificate
5. Cargo Ship Safety Certificate (this is the above 3 certificates merged into
one, just like the PSSC but for cargo ships)
6. International Load Line Certificate
7. International Oil Pollution Prevention Certificate
8. International Pollution Prevention Certificate for the Carriage of Noxious
Liquid Substances in Bulk
9. International Sewage Pollution Prevention Certificate
10. International Air Pollution Prevention Certificate
d) The following items will be inspected / tested before issuing Load Line
certificate
Load line marks, verified with existing Load Line Certificate.
Coamings and closing appliances of exposed hatchways, hatchways
within superstructures, to be examined.
Holding-down clips/bolts are in good order; packing and seats are
watertight.
Watertight hatches to be tested
Test Ventilators, check all flap levers are free, and locking pins are in
place and secured by chain to ventilation casing.
Check air pipes and their closing means, flame traps for fuel oil tanks
air pipes, are in order.
Watertight doors and closing arrangements to be checked.
Scuppers and their discharge pipe and valves below the freeboard
deck, checked for corrosion/wastage.
Gangways and cargo ports below freeboard or superstructure deck, to
be checked.
General condition of hull, as far as could be seen.
All load line items should be included on a planned maintenance system, where
regular testing of inspections will discover any faults that will be then rectified.
14)
a) State the system of classification for access doors passing through watertight
bulkheads of a vessel.
(3)
b) State THREE circumstances under which all watertight doors must be closed
when situations are defined as potentially hazardous.
(3)
c) Explain the safety features built into the watertight door operating system to
enhance safety to personnel.
(4)
a) Type A
door may be left open
Type B
door should be closed BUT
may remain open whilst personnel working in adjacent compartment
Type C
door should be closed
only opened for sufficient time to permit passage through the door.
b) The following are circumstances when the doors must be closed, (only 3
required)
Conditions of restricted visibility.
Water depth less than 3 times draught
Proximity of underwater hazards.
High density of traffic
Port limits of compulsory pilotage
Any other factor which constitutes a hazard (in the opinion of the
Master)
c) The safety features incorporated in the system to safeguard personnel,
delayed action when activated remotely and pre-alarm before closing

audible and visual alarms on both side of bulkhead when the door is
closing
safe closing speed - minimum 20 seconds
local control both sides of the door within reach of the open doorway
local emergency control
instruction on both sides of door
July 15
12)
a) State the advantages and disadvantages of aluminium alloy in ship building.
(4)
b) Describe, with the aid of a sketch, a method of welding aluminium panels.
(6)
a) Advantages of aluminium alloy (in preference to mild steel) are: -
reduced weight (approx. RD of steel).
better corrosion resistance (when not in a galvanic cell).
nonmagnetic.
good low temperature behaviour
Disadvantages are: -
high cost.
more difficult to form and weld.
high coefficient of thermal expansion.
low melting (and softening) temperature.
severe corrosion problems when in a galvanic cell since it is anodic to steel -
hence great care required at steel hull to aluminium superstructure joint
b) Aluminium panels can be welded using Metal Arc Gas Shielded (MAGS or
Metal Inert Gas MIG) techniques, semi-automatic MIG best in-situ on ship
while automatic MIG welding in panel bays. This is a welding process in which
an electric arc forms between a consumable motor driven filler wire electrode
and the workpiece metal(s), which heats the workpiece metal(s), causing
them to melt and join, surrounded by a shielding gas. The primary tasks of the
shielding gas is to protect the weld pool from the influence of the atmosphere,
i.e. from oxidation and nitrogen absorption, and to stabilize the electric arc.
The choice of shielding gas can also influence the characteristics of the weld
penetration profile. The basic gas for MIG/MAG welding is argon (Ar). Helium
(He) can be added to increase penetration and fluidity of the weld pool.
POWER
SOURCE
CONTINUOUS
WIRE FEED
SHIELDING
GAS CONTACT TUBE
PANEL
13)
a) Explain why twin skeg rudders may be fitted on some vessels.
(3)
b) Explain the advantages of a twin skeg installation in modern vessels with
large cargo carrying capacity.
(7)
a) Twin skeg may be fitted on some vessels as this design offers redundancy in
the event of one failure and enhanced manoeuvrability, lower thrust per
propeller and thus higher efficiencies can also be achieved.
b) For modern design of large cargo capacity, the vessel will tend to be full
bodied and if there is a limitation on draft as well the twin skeg design can be
more efficient for the following reasons,
Each skeg can be slenderer than the centreline skeg of the single
screw design. This provides for a better wake field, less cavitation and
lower induced pressure pulses to the hull.
The Longitudinal Centre of Buoyancy (LCB) can be further aft, enabling
a finer entrance angle forward and a corresponding reduction in wave
making resistance. (Position of LCB is very important for the hull
resistance.)
Twin skeg design offers improved directional stability.
If the propeller diameter on a single screw design is suboptimal due to
draft restrictions, unloading of the propellers in twin skeg arrangements
can lead to efficiency improvements of 5% or more. Giving large
financial gains in fuel costs.
12) With reference to a bulk carrier, describe, as Chief Engineer Officer, the
(10)
The following areas are susceptible to damage on topside areas of a bulk carrier
and should be inspected regularly, the hatches, sealing and securing devices
should also be included in any inspections.

October 15
12)
a) With reference to the overhaul of a ships side valve in dry dock explain, as
Chief Engineer Officer, what information should be given to the docking
company prior to work commencing.
(5)
b) Describe how the valves would be overhauled stating the precautions to be
taken before returning the ship to service.
(5)
a) Prior to overhaul, it should be confirmed that it is ok for the drydock to

commence with the overhaul. The location of the valve to be shown to the
drydock representative, valve type, size to be confirmed also type of overhaul
(ref drydock repair list). It should also be stated in specification how all
overhauled valves should be left on completion. (normally closed)
b) Depending on type of valve and if the valve is due for survey / removal or
overhaul in situ.
For in situ overhaul of hand-operated, globe and gate valves the following should be
followed, disconnect, and removing cover, spindle, and gland, cleaning all exposed
parts, hand grinding of globe valve, for gate valves, light hand scraping of gate valve,
testing bedding, painting internal exposed areas and reassembling with new cover
joint and repacking gland with conventional soft packing. Butterfly valves can be
removed, cleaned, checked, and test seals, paint internal exposed areas and refit.
Before flooding dock an inspection of all side valves should occur, all valves to be
operated and then left in closed position, as flooding occurs before leaving the
blocks the valves should be opened and examined for leakage, if any valves had
been removed to confirm valves have been replaced in the correct position particular
attention to flow direction.
13) With reference to large fixed bladed propellers:

a) Describe with the aid of a sketch, EACH of the following;
i) The effect of hull fouling;
(3)
ii) Operation in clean hull, ballast condition.
(3)
b) Explain why fitting a light propeller may be beneficial.
(4)
The `normal propeller curve is a plot of power versus
revs where power is proportional to revs cubed and
takes the form of the middle curve in the sketch.
POWER
Normal
(i)
(ii)
REVS
(i) When the hull is fouled, more power is required for the same revs and the
propeller curve will be of increased gradient compared to the `normal curve.
(ii) When the clean hull is in the ballast condition, less power is required for the
same revs and the propeller curve will be of reduced gradient compared to the
`normal curve
b) A light propeller?
Probably meant light running (lightly loaded) propeller
A light running propeller is a lightly loaded propeller. Referring to part of the normal
curve of the load diagram:
POWER
100%
(3)
(1) (2)
100%
REVS

If the ship were fouled (or in adverse weather conditions) then a greater power is
required for the same rpm, thus the curve moves to the left, but is restricted by line
(3) hence the necessary power would not be available. To allow for this, the
engine/propeller is usually designed to work approximately 2% `light at line (2) for
adverse weather so that the line towards the optimum line (1) but this takes no
account of ageing or fouling on the ships condition and thus the need is a slightly
higher allowance of 3% to 6% which should ensure that when resistance increases
the engine will not be overloaded in achieving required speeds.
14) With reference to defects found in the steelwork of ballast tanks;

a) Explain the factors that may cause defects in ballast tanks;
(4)
b) State, with reasons, areas most likely to be affected and how they may be
indicated;
(4)
c) State methods employed to minimise damage, caused by the factors in (a)
(2)
a) The following is a list of reasons that may cause increased corrosion in ballast
tanks.
Cyclic filling and draining of tanks refreshes available oxygen.
vibration and wave impact remove oxide layer, exposing steel to additional
corrosion
Repair work creates a galvanic corrosion cell where new steel is joined to old.
Coating imperfections such as blistering, cracking, and flaking becomes the
sight of a corrosion cell leading to accelerated failure. This is known as rust
jacking where corrosion not only follows coating failure, corrosion causes
coating failure.
Galvanic corrosion can increase with temperature and differential aeration
(bottom of the tank is lower in oxygen concentration and hence anodic to the
top).
The presence of sulphate reducing bacteria (SRB) cause further
microbiological degradation. The muds of some river beds are particularly
rich in SRB. The bacteria can cause local pitting which has been known to
penetrate the bottom shell.
b) The bottom of the tank where any sludge / mud can build up will be prone to
corrosion this will be evident by heavy pitting and scaling of plates, the top
section of the tank that has the largest oxygen supply will corrode fastest
especially if there has been damage to tank coating, this will be evident by
blistered flaking coating and possible failure of upper scantlings.
c) To minimise damage it is possible to inert the tank, and reduce oxygen levels
this will reduce corrosion. Maintenance of the tank coating to ensure that any
damage is repaired as soon as possible, the ballasting of the tank should be
done where possible away from coastal areas to minimise sludge / mud build
up.
December 15
a) Bilge keels;
(5)
(5)
a) Blige keels
The simplest form of motion reduction method, fixed longitudinal plates fitted
at the turn of the bilge within the lines of the hull, project through boundary
layer so that their drag dampens roll amplitudes up to 30% roll reduction
possible.
They have the following advantages;
No moving parts
Effective when not making headway
Cheap and simple installation
But with the following disadvantages;
Increase hull resistance
Susceptible to damage
b) Passive uncontrolled tanks a method of roll reduction using the

movement of water in connected tanks connected by ducts with dampers to
delay water flow.
Port and starboard tanks connected by ducts which are partially filled with
water
Operating principal,
Ship roll of a cycle behind wave
Water in tank lags of a cycle behind ship
Anti-roll moment cycle behind wave
I.e. directly opposing wave moment.
50% roll amplitudes reduction possible.
Advantages
No machinery required
Disadvantages
Reduced deadweight
13) During sea trials, extensive noise measurements are taken in accordance with
the Code of Practice for Noise Levels in Ships.
a) State and explain the unit of sound measurement.
(2)
b) State the noise level above which personnel are required to wear ear
protection.
(1)
c) Explain how a ships crew may be made aware of the hazards posed by
exposure to excessive noise.
(2)
d) Explain how the noise levels can be reduced in the design of EACH of the
following;
i) Diesel generators;
(3)
ii) Ventilation fans and trunkings.
(2)
a) Sound level for personnel is measured in À weighted decibels . . . dB (A)

Sound waves transmit energy in which the intensity (I) is related to the
amount of energy passing through a unit area in unit time measured in
Nm/m2 sec i.e. W/m2 The human ear range is approximately 10-12 W/m2
(threshold of hearing I0) to 10 W/m2 (upper limit before pain). Because of this
large range a log scale is used in measurement and I0 is used as a base
reference so that sound intensity is given by log10 I/I0 which has units of
`Bels'. i.e. 10 W/m2, the upper limit before pain would be 13 Bels. This is too
large a unit and is sub-divided into tenths giving 130 decibels. However, for a
constant intensity, loudness increases as frequency increases. To cope with
this, the dB scale of intensity is `weighted' to closely match the human ear
response. e.g. 76 dB at 60 Hz would have approximately the same loudness
as 36 dB at 500 Hz.
These would both register about 50 dB (A).
b) Maximum permissible sound level in a manned machinery space is 90 dB (A).

Unmanned machinery space 110 dB (A).
c) A ships crew may be made aware of the hazards posed by exposure to

excessive noise by leaflets, education and warning notices posted at sites of
loud noise.
d)
i) Diesel engines can be mounted on flexible mounts and be enclosed by

acoustic panels to limit noise transmission.
ii) Flexible mount and bellows and acoustic silencers can be used to limit
noise in ventilation fans and trunking.
FLEXIBLE BELLOWS SOUND ABSORBING MATERIAL
SOURCE SILENCER
SOUND PROPAGATION
TO QUIET AREA
14) Explain the methods adopted in modern shipbuilding practice to prevent hull
of the plating and welding and subsequent protection on completion of
construction.
(10)

Regarding fatigue the design should be strong enough to exceed limiting
values - of loading and expected number of cycles. This will require a design
with adequate section moduli of structure, with respect to computer projected
modelling and historic best design.

longitudinals passing through floors and webs, sharp corners radiused, rough
edges smoothed, fairing attachments removed and flushed, lifting lugs left on
structure if possible, if not, cut off smoothly. Butt welds should be used where
possible instead of fillet welds it has been shown fillet weld are more
susceptible to corrosion fatigue.
otherwise may encourage cracking. Generally when welding plates of units it
is better to weld central butts (vertical joints) and seams (horizontal joints) of
the whip than work outwards transversely and longitudinally. At cross joints,
weld butts first, gouge through the seam and weld. Stiffening structure across
seams and butts are welded after the shell has been welded.
Cleaning by abrasive blasting causes a peening effect on the surface which
leaves a fine layer of compressive stress which reduces the chances of
fatigue crack initiation which requires tension.
fabrication to give the best subsequent paint protection, final protective
coatings are applied after fabrication epoxy based coating are hard and give
good protection.
April 16
12) Sketch FIVE methods used to prevent the distortion of ships plates and frames
during major welded hull repairs in dry dock.
(10)

Strongback
13) During sea trials, extensive noise measurements are taken in accordance with
the Code of Practice for Noise Levels in Ships.
a) State and explain the unit of sound measurement.
(2)
b) State the noise level above which personnel are required to wear ear
protection.
(1)
c) Explain how a ships crew may be made aware of the hazards posed by
exposure to excessive noise.
(2)
d) Explain how the noise levels can be reduced in the design of EACH of the
following;
i) Diesel generators;
(3)
ii) Ventilation fans and trunkings.
(2)
a) Sound level for personnel is measured in À weighted decibels . . . dB (A)
Sound waves transmit energy in which the intensity (I) is related to the
amount of energy passing through a unit area in unit time measured in
Nm/m2 sec i.e. W/m2 The human ear range is approximately 10-12 W/m2
(threshold of hearing I0) to 10 W/m2 (upper limit before pain). Because of this
large range a log scale is used in measurement and I0 is used as a base
reference so that sound intensity is given by log10 I/I0 which has units of
`Bels'. i.e. 10 W/m2, the upper limit before pain would be 13 Bels. This is too
large a unit and is sub-divided into tenths giving 130 decibels. However, for a
constant intensity, loudness increases as frequency increases. To cope with
this, the dB scale of intensity is `weighted' to closely match the human ear
response. e.g. 76 dB at 60 Hz would have approximately the same loudness
as 36 dB at 500 Hz.
These would both register about 50 dB (A).
b) Maximum permissible sound level in a manned machinery space is 90 dB (A).

Unmanned machinery space 110 dB (A).
c) A ships crew may be made aware of the hazards posed by exposure to

excessive noise by leaflets, education and warning notices posted at sites of
loud noise.
d)
i) Diesel engines can be mounted on flexible mounts and be enclosed by

acoustic panels to limit noise transmission.
ii) Flexible mount and bellows and acoustic silencers can be used to limit
noise in ventilation fans and trunking.
FLEXIBLE BELLOWS SOUND ABSORBING MATERIAL
SOURCE SILENCER
SOUND PROPAGATION
TO QUIET AREA
14) With reference to the classification of ships, explain EACH of the following;
(5)
(4)
c) How a ship remains in class throughout the life of the vessel.
(1)
e) The cost of insurance of both ship and cargo depends to a great extent upon
the classification, the higher standard requiring smaller premiums. It is
therefore, to the advantage of the ship-owner to have a high-class ship.
However, the classification societies are independent of the insurance
companies.
Each of the classification societies has its own rules, but there is a similarity
between them and they are used to determine the scantlings of the structural
members.
The scantlings of the structure are based on theory, but because a ship is a
very complex structure, a `factor of experience' is introduced. The
classification societies receive reports of all faults and failures in ships which
carry their classification, and, based on these reports, consistent faults in any
particular type of ship may be analysed and amendments made to the rules.
The scantling plans are submitted to the classification societies for their
approval before the detailed plans are drawn. The procedure should ensure
the quality of build for the vessel which are when built in accordance with the
classification society rules, are assigned a class. This class applies as long
as the ships are found under survey to be in a fit and efficient condition.
f) The notation 100 A1 means suitable for seagoing service on long

international voyages built to the highest standard with surveyor in
attendance.
Class A is assigned to ships which are built in accordance with the rules or
are equivalent strength.
The figure 1 is added (i.e. 100 A 1) when the equipment, consisting of
anchors, cables mooring ropes and towropes, is in good and efficient
condition.
is added to the `100 A 1' notation when a ship is fully built under Special
Survey i.e. when a surveyor is in attendance and examines the ship during all
stages of the construction.
g) To ensure that the ship remains worthy of its classification, annual, docking
approximately every 2 years, whilst special surveys are carried out at
intervals of 4 to 5 years.
July 16
12)
(7)
part (a) can be ascertained before proceeding to sea.
(3)

Cover
Weight
bearing
pads
Cleats
Cleat are fitted to the hatch sides for sealing
Neoprene
Coaming

13)
a) State, with reasons, the potential hazards that may be present in EACH of the
following spaces;
i) An oily bilge tank;
(2)
ii) A ballast tank;
(2)
iii) A refrigerated space
(2)
b) State the procedures to be undertaken prior to entering enclosed spaces.
(4)
a)
i) An oily bilge tank may have the following hazards, be deficient in
oxygen due to the oxygen being displaced by the gases coming
from the contents of the tank, flammable gases from the
Hydrocarbon nature of the contents, also there could be toxic
vapours present from breakdown of sludges in the presence of
water.
ii) A ballast tank could be deficient in Oxygen, this could be due to
rusting in the tank, or the deliberate reduction in oxygen level by
introducing inert gas to the ballast water to reduce corrosion
(especially tankers), there could be an explosive atmosphere if the
tanks had been fitted with sacrificial anodes, may be pockets of
Hydrogen also the atmosphere could be toxic, this is possible from
the tank coating.
iii) A refrigerated space could be deficient in oxygen due to some
cargos replacing oxygen with carbon dioxide as the ripen. Also,
leakage of the refrigerant gas may have reduced oxygen level,
another hazard that should be considered is temperature of the
space as low temperature may reduce the awareness of personnel
leading to accidents.
b) The following should be followed for enclosed space entry.
Before entry
All parties to discuss the job to be done in the space

Complete a Risk Assessment
document the hazards and necessary safety measures and controls
Secure the space
empty the space if necessary and take steps to prevent the space filling up:
lock out valves and pumps; and place notices forbidding their operation.
Ventilate
allow sufficient time for the space to be thoroughly ventilated naturally or
mechanically
guard any openings against accidental and unauthorised entry
Test the atmosphere in the space for oxygen content and the presence of
flammable and toxic gases or vapours
Permit complete an enclosed space entry permit to work, confirming that:
the hazards of the job and of the space have been dealt with
the atmosphere in the space is safe and ventilated
the space will be adequately illuminated
an attendant at the entrance has been appointed
communications have been established between bridge and entry point, and
entry point and entry party
emergency rescue equipment is available at the entrance and there are
sufficient personnel on board to form a rescue party
all personnel involved are aware of the task and the hazards, and are
competent in their role.
During entry
ensure the space is suitably illuminated
wear the right PPE
continue to ventilate the space
test the atmosphere at regular intervals
After entry
ensure all equipment and personnel are removed from the space
close the access of the space to prevent unauthorised entry
close the entry permit
reinstate any systems as appropriate
a) Bilge keels;
(5)
(5)
a) Blige keels
The simplest form of motion reduction method, fixed longitudinal plates fitted at the
turn of the bilge within the lines of the hull, project through boundary layer so that their
drag dampens roll amplitudes up to 30% roll reduction possible.
They have the following advantages;
No moving parts
Effective when not making headway
Cheap and simple installation
But with the following disadvantages;
Increase hull resistance

Susceptible to damage
b) Passive uncontrolled tanks a method of roll reduction using the movement of

water in connected tanks connected by ducts with dampers to delay water flow.
Port and starboard tanks connected by ducts which are partially filled with water
operating principal,
50% roll amplitudes reduction possible.
Advantages
No machinery required
Disadvantages

Reduced deadweight
Dec 2016
12. Explain, with the aid of a mid-ship half sectional sketch of a container ship, how
strength is built into this type of vessel whilst still allowing access to the cargo
holds.
(10)
STRONG BULWARK AND HATCH COAMING
Top box section acts as

UNDERDECK PASSAGE torsion ring around
vessel
UNDER DECK PASSAGEWAY
TWEEN DECKS
DOUBLE SKIN SIDE SHELL
CENTRE LINE BOX GIRDER
DEEP DOUBLE BOTTOM

PIPE TUNNEL
Strength is built into this type of ship by using a `box girder' construction.
Heavy box girder strengthening occurs along the hatch side together with
continuous hatch coamings and bulwarks. Double bottom structure with solid
floors help to increase the vessels strength and to compensate for large cargo
holds. Keel, bottom shell, tank top plating, the side shell at the top, deck
stringer plates, and deck longitudinals also help resist longitudinal stresses. In
the double hull construction shown, longitudinal bulkheads also give great
strength. At the hatch ends, transverse box sections connect the longitudinal
box girders together forming a very rigid structure. These are ideal
circumstances for cracking and brittle fracture can occur hence notch ductile
steel is used here.
13. As Chief Engineer Officer on a new vessel which is experiencing severe aft end
suggesting reasons for the vibrations and recommendations for further sister
(10)
To Mr xxxxxxxxxxxx
Date xxxxxxx

As this is a new build, and I do not suspect any propeller/ hull damage (this can be
confirmed later).
The aft end vibration is only present at full speed, I can confirm that test at full speed
with varying loaded conditions with no change to vibration. This was to check if
vibration was due to loading conditions.
From the above tests, I would suggest that the propeller would be the most likely
cause, either directly (may be cavitating or resonating with the structure) or indirectly
through propeller-hull interactions. To check for resonance with the hull girder or
local structure, the need is to identify the frequency (Vibrograph - measures
frequency and amplitude) and check if it matches with the fundamental blade
frequency of the propeller (revs x number of blades).
If resonance is due to the propeller blade frequency matching the natural frequency
of the structure, it will probably require a change of propeller, increasing the number
of blades.
The propeller may be cavitating badly, or the variable wake around the propeller disc
could also be the cause. It may be necessary to fit some flow correction device to
improve flow distribution into the propeller to reduce cavitation
A highly-skewed propeller could also be used to alleviate the problem and this also
may allow a smaller propeller, increasing hull clearances.
Recommendation.
To contact specialist firm to conduct vibration analysis on vessel as soon as

possible
Drydock vessel to check propeller / hull for damage (or at least divers to
check propeller / hull)
Inform building yard / naval architect / classification society that problem may
be present in design and changes may be required to vessel under
construction.
14. With reference to a bulk carrier, describe, as Chief Engineer Officer, the
(10)
The following areas are susceptible to damage on topside areas of a bulk carrier
and should be inspected regularly, the hatches, sealing and securing devices
should also be included in any inspections.

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March 10

12) With reference to structural fire protection in passenger ship accommodation

b) Precautions must be taken to maintain the fire integrity of bulkheads and

b) Methods of checking weather tightness would be:

In fabrication, minimise ignition points such as sharp edges on notches for

Name of vessel and IMO number and vessel specification

Essential information supplied to drydock management prior to docking (this

Line (1) represents use of maximum power and rpm.

b) The notation 100 A1 means suitable for seagoing service on long

13) With reference to cargo hatch covers on large container ships:

Advantages of block construction method

Severe Aft End Vibration Experienced at Full Speed.

14) With reference to large bulk carriers:

14) With reference to the construction of bulk carriers:

b) Serious cracking could be found at the following areas,

b) Passive uncontrolled tanks these port and starboard tanks connected by

No machinery required (pure passive)

No increase in hull resistance

Not dependent on speed

Reduced initial stability due to free surface effect

Reduced cargo volume

13) With reference to twin skeg rudders:

a) Reasons for crack propagation may occur in A brackets or Spectacle frames

Toggle plates welded across to hold inserts

plating held in position

13) With reference sketch steelwork of cargo oil tanks:

c) Describe the methods employed to minimise corrosion in cargo oil tanks.

a) Define propeller slip.

The following conditions could therefore affect slip (only 4 required)

Apparent slip is affected by currents since ships speed is measured to land

Crack in deck plate at hatch coaming end

Buckling caused by excessive stresses in transverse direction deck between hatches

Possible consequences of buckling of deck between hatches:

- Ships transverse strength severely affected

(For information, only not past of the answer

b) Accumulated water on deck can seriously affect the vessels seaworthiness

14) Describe the in-water survey to classification society requirements of the

Item inspected Passed

xxxxxxxxxxxxxx Chief Engineer

In fabrication, minimise ignition points such as sharp edges on notches for

14) With reference to double hulled oil tankers;

Passive fire prevention can be summarized as the division of a construction or

The vertical zones will be rated A class

14) With reference to tank inspections:

Toggle plates welded across to hold inserts

Using hydraulic rams to maintain position

plating held in position

sequence welding can prevent distortion

13) With reference to twin skeg rudders:

b) The advantages of fitting twin skegs (also known as a catamaran stern)

Severe Aft End Vibration Experienced at Full Speed.

Yours faithfully xxxxxxxxxxxxxxxx Chief Engineer

b) Precautions must be taken to maintain the fire integrity of bulkheads and

13) With reference to drydocking a vessel;

b) The following is a list of items to be inspected once the dock is empty

14) With reference to double hulled oil tankers:

STRONG BULWARK AND HATCH COAMING

Top box section acts as

UNDER DECK PASSAGEWAY

DOUBLE SKIN SIDE SHELL

CENTRE LINE BOX GIRDER

DEEP DOUBLE BOTTOM

a) The hatch illustrated comprises a pair of covers operated by an external

b) Methods of checking weather tightness would be: