1.

)With reference to hull cathodic protection systems of the impressed current type:
Sketch and describe such a system
Explain how protection may be ensured for the rudder and propeller.
State any precautions that should be taken when this type of system is installed
The above is been frquently asked in both orals and writtens.
Ans: Cathodic protection prevents corrosion by converting all of the anodic
(active) sites on the metal surface to cathodic (passive) sites by supplying
electrical current (or free electrons) from an alternate source.
Usually this takes the form of galvanic anodes, which are more active than
steel. This practice is also referred to as a sacrificial system, since the
galvanic anodes sacrifice themselves to protect the structural steel or
pipeline from corrosion.
In the case of aluminum anodes, the reaction at the aluminum surface is:
(four aluminum ions plus twelve free electrons)
4Al => 4AL+++ + 12 eand at the steel surface, (oxygen gas converted to oxygen ions which
combine with water to form hydroxyl ions)
3O2 + 12e- + 6H20 => 12OHAs long as the current (free electrons) is arriving at the cathode (steel) faster than oxygen is
arriving, no corrosion will occur.
Basic Considerations When Designing Sacrificial Anode Systems:
The electrical current which an anode discharges is controlled by Ohm's law;
that is:
I=E/R
I= Current flow in amps
E= Difference in potential between the anode and cathode in volts
R= Total circuit resistance in ohms
Initially current will be high because the difference in potential between the
anode and cathode are high, but as the potential difference decreases due to
the effect of the current flow onto the cathode, current gradually decreases
due to the polarization of the cathode. The circuit resistance includes both
the water path and the metal path, including any cable in the circuit. The
dominant value here is the resistance of the anode to the seawater.
For most applications the metal resistance is so small compared to the water
resistance that it can be ignored. (Not true for sleds, or long pipelines
protected from both ends). In general, long thin anodes have lower

resistance than short fat anodes. They will discharge more current, but will
not last as long.
Therefore a cathodic protection designer must size the anodes so that they
have the right shape and surface area to discharge enough current to protect
the structure and enough weight to last the desired lifetime when
discharging this current.
As a general rule of thumb:
Length of the anode determines how much current the anode can
produce, and consequently how many square feet of steel can be
protected. Cross Section (Weight) determines how long the anode
can sustain this level of protection.
Impressed Current Cathodic Protection Systems (ICCP Anode
Systems)
Due to the high currents involved in many seawater systems it is not
uncommon to use impressed current systems. Impressed current systems
use anodes (ICCP anode) of a type that are not easily dissolved into metallic
ions, but rather sustain an alternative reaction, oxidization of the dissolved
chloride ions.
2Cl- => Cl2 + 2ePower is supplied by an external DC power unit.
We know whether or not we have enough current by measuring the potential of the steel against a
standard reference electrode, usually silver silver/chloride (Ag/AgCl sw.), but sometimes zinc
(sw.).
Current flow onto any metal shifts its normal potential in the negative direction. History has
shown that if steel receives enough current to shift the potential to (-) 0.800 V vs. silver / silver
chloride (Ag / AgCl), the corrosion is essentially stopped.
Due to the nature of the films which form, the minimum (-0.800 V) potential is rarely the
optimum potential, and designers try to achieve a potential between (-) 0.950 V and (-) 1.000 V
vs. Ag/AgCl sw.

For ICCP on ships, a DC power supply is provided within the ship and the anodes
mounted on the outside of the hull. The anode cables are introduced into the ship via a
compression seal fitting and routed to the DC power source. The negative cable from the
power supply is simply attached to the hull to complete the circuit. Ship ICCP anodes are
flush-mounted, minimizing the effects of drag on the ship, and located a minimum 5 ft
below the light load line in an area to avoid mechanical damage. The current density
required for protection is a function of velocity and considered when selecting the current
capacity and location of anode placement on the hull.

To design and provide a formal quotation for a CP system for ship, following information
will be required:
1. Length between perpendiculars; 2. Maximum design draught; 3. Breadth; 4. Block
coefficient of displacement; 5. Number and dimensions of rudder; 6. Number and
diameter of propeller; 7. Intermediate shaft diameter; 8. Ships AC supply; 9. General
arrangement drawing of ship; 10. Sea or fresh water.
2.) MGPS system

Marine Growth Prevention System (MGPS) prevents marine growth from accumulating
and keeps piping clear of biofouling. It is a cost-effective marine anti-fouling and
corrosion control system. It is ideal for use in marine seawater cooling systems
MGPS marine growth prevention & anti-fouling system is electrolytic in action. The
system consists of copper and aluminum (or soft iron) anodes strategically located in sea
chests or sometimes in-board, but as close to the sea water intake point as possible. One
set of anodes is recommended for each sea water service. The anodes are connected to a
control panel that feeds a current to the anodes. The resultant ions and floc produced by
the anodes is carried by the sea water, spreads through the pipe work and creates an
environment that is distinctly unfriendly to the marine life.
Any marine life larvae that enter the pipe line will not settle, but will pass right through to
discharge. An added benefit is that the aluminum hydroxide floc creates a protective film
on the pipelines, thereby significantly reducing pipeline corrosion.

The release of copper ions is extremely small and is measured in micrograms per liter of
seawater.
MGPS anodes are preferably installed in a sea chest and secured with specially designed
safety caps. Such anodes will have a design life coinciding with dry dock schedules. Inboard fitments in the pipeline or in strainers when anodes can be replaced at any time are
also possible. The anodes are all wired to one or more common control panels that can
also have connections to the pump controlling the water flow.
MGPS Features & Benefits:
Simple installation.
Pressure tested safety caps.
Reliable, automatic anti-fouling with minimal attention from the crew.
Complete protection against biofouling.
Reduced corrosion.
Minimal power requirements.
Modular electronic control panel using one module per flow line.
Easy system expansion by adding modules.
Unique anode wear indicator feature in control panel tells when anodes
need replacement.
Unique anode save feature controls current to the anode based on
there being or not being flow in the pipeline. This considerably
increases anode life when flow is intermittent

3.)5)A rudder of a vessel requires extensive welding repairs and as second engineer you are
requested to supervise.
Suggest a suitable type of welding process.
State, with reasons, FOUR common welding defects.
State what tests may be carried out before returning the rudder to service.
SMAW process selected to meet positional welding requirement.
Multiple weld passes and block welding technique required due to
overhead position and thickness of repair.
Crack removal by gouging, grinding and MT (magnetic testing) to verify
removal.
Pre-heat for large cracks with resistance heating blankets and torch
heat to assist.
Interim MT after first 2 layers and after half completed.
Pre-heat maintained until repairs complete and examined by MT.
Maintained trunk symmetry during process by balancing welding.
Slow cool and 24 hr delay before final MT.
Approvals Class (ABS).

Rudder OEM recommended modification of radius at junction of rudder trunk

with
base plate.
Reduces Notch effect.

Crack gouged to good material.

Cracking found in area predicted by FEA model.
Cracking determined not to be through, approx 50-60% thickness.
Three shift welding.
Alignment checking with scope.
One of the case studies relating to rudder damage:
The first evaluation of the extent of the damage revealed the following:
Pintel shaft and rudder stock were unusable
Upper and lower castings on rudder blade were misaligned
Steering gear foundation was severely damaged
Rudder horn was bent 7 starboard, 2 aft
Ships hull was fractured in fwd of the gusset plate
Fwd gusset plate was damaged
Internal frames in the aft peak tank were damaged and fractured in way of the
rudder horn connections
The damaged shell plating on the ship hull needed be cropped out and replaced, as
well as damaged frames and the longitudinal in the aft peak tank.
The external rudder plating needed to be cropped out and renewed. Internal frames
were bent and needed to be replaced.
After the repairs to the rudder horn and the shell plating were
complete, the rudder needed to be installed and the rudder stock to
put in place. For that, the cofferdam has to be removed.
After the rudder was stood up, an inspection and evaluation of the damage to the
rudder was performed.
The rudder in the ship yard

The inspection revealed severe damage to the rudder, which included the following:
The upper and lower castings on rudder blade were misaligned
The 1.75 inches thick rudder bottom plate
was bent upwards up to an angle of 45.
The skin plates on the port and starboard side
as well as the top plate were buckled.
After the skin plates on the port and starboard side were cropped out to be
renewed, internal plates were found to be buckled to a point that they needed to be
cropped out and replaced.
The bend rudder bottom plate

The plate mounted to the bottom of the rudder (1 ) was bent so badly, it had to be
trimmed approx. 1 overlapping the edge of the rudder skin, before the rudder could
be re-installed onto the vessel. This plate will be replaced later in the ship yard. The
purpose of this plate is to help with the steering of the vessel at slow speeds.
After all welding was complete on the new installed insert plates on the port and
starboard side, internal plates and the top plate, 100% visual inspection was
performed on all welds. All complete joint penetration welds were ultra sonically
inspected.
After the repairs to the internal frames and the skin plate, the upper
and lower hydraulic taper for the rudder stock and pintle had to be line
bored.
The welding procedure qualification plates were welded in the 2G (horizontal)
position. The root, filler passes and cover passes were welded, and then the root was
back gouged and re-welded from the back side. The welding process was SMAW with
DNV approved Atom Arc ESAB 7018 Electrodes, 1/8.
The material of the rudder horn was AH 36 DNV High Strength Steel; the procedure
qualification was performed on High Strength Low Alloy material, comparable to
ASTM A572 Gr. 50, High Strength Low Alloy
Preheat and interpass Temperatures were calculated from the chemical composition
provided by mil certificates and based on the Code ISO 17844 Standard Method for
the Avoidance of Cold Cracking CE Method.
The preheat temperature was calculated to 225F, with a max. Intepass
Temperature of 400F. Temperatures during the tests were controlled
with heat indicating crayons.

Possible welding defects

Cracks:

Arc strike cracking

Cold cracking
Crater crack
Fusion-line cracks
Hat crack
Hot cracking
Underbead crack
Longitudinal crack
Reheat cracking
Root and toe cracks
Transverse crack
Gas inclusion
Gas inclusions is a wide variety of defects that includes porosity, blow holes, and
pipes (or wormholes). The underlying cause for gas inclusions is the
entrapment of gas within the solidified weld. Gas formation can be from any of
the following causes: high sulphur content in the workpiece or electrode,
excessive moisture from the electrode or workpiece, too short of an arc, or
wrong welding current or polarity.
Lack of fusion and incomplete penetration
Lack of fusion is the poor adhesion of the weld bead to the base metal; incomplete
penetration is a weld bead that does not start at the root of the weld groove.
Incomplete penetration forms channels and crevices in the root of the weld
which can cause serious issues in pipes because corrosive substances can settle
in these areas. These types of defects occur when the welding procedures are

not adhered to; possible causes include the current setting, arc length, electrode
angle, and electrode manipulation. Defects can be varied and classified as
critical or non critical. Porosity (bubbles) in the weld are usually acceptable to a
certain degree. Slag inclusions, undercut, and cracks are usually non
acceptable. Some porosity, cracks, and slag inclusions are visible and may not
need further inspection to require their removal. Small defects such as these can
be verified by Liquid Penetrant Testing (Dye check). Slag inclusions and cracks
just below the surface can be discovered by Magnetic Particle Inspection.
Deeper defects can be detected using the Radiographic (X-rays) and/or
Ultrasound (sound waves) testing techniques.
Lamellar tearing
Lamellar tearing is caused mainly by sulfurous inclusions in the material. Other
causes include an excess of hydrogen in the alloy. This defect can be mitigated
by keeping the amount of sulfur in the steel alloy below 0.005%. Adding rare
earth elements, zirconium, or calcium to the to control the configuration of
sulfur inclusions throughout the metal lattice can also mitigate the problem.
Undercut
Undercutting is when the weld reduces the cross-sectional thickness of the base metal,
which reduces the strength of the weld and workpieces. One reason for this
type of defect is excessive current, causing the edges of the joint to melt and
drain into the weld; this leaves a drain-like impression along the length of the
weld. Another reason is if a poor technique is used that does not deposit enough
filler metal along the edges of the weld. A third reason is using an incorrect
filler metal, because it will create greater temperature gradients between the
center of the weld and the edges. Other causes include too small of an electrode
angle, a dampened electrode, excessive arc length, and slow speed

4.) Explain in detail how an in-water survey is carried out.

(b) State the requirements to be fulfilled before an in-water survey is acceptable
to the survey authority.
I Construct a list of the items in order of importance that the underwater survey
authority should include.
Describe the in-water survey to classification society requirements of the
external underwater structure of a very large crude carrier.
In-water Survey (referred to by various Classification Societies as IWS, BIS, etc.) is a method
of surveying the underwater parts of a ship while it is still afloat instead of having to dry-dock it
for examination of these areas as was conventionally done.
For cargo ships, two surveys are required within a period of five years. One of these can be an inwater survey, provided the ship is eligible for it.
1. The ship (tanker or bulk carrier) should not be more than 15 years old.
2. The bottom of the ship should not be painted black before carrying out the
survey.

TYPES OF SHIP ELIGIBLE FOR IN-WATER SURVEY

Subject to the requirements contained in this guidance and any subsequent amendment, the
outside hull of the following types of ship may be inspected by means of an in-water survey:

a. Passenger Ships which go to sea (i.e. UK Classes I, II, II(A), III, VI and VI(A))
b. Other Ships (excluding Tankers and Bulk Carriers over 15 years of age)

c. Domestic Passenger Ships (ships which do not go to sea; i.e. ships of UK Classes IV
and V): Special arrangements may be accepted.

IWS techniques may also be used to verify satisfactory condition of the ships bottom for other
purposes, such as for the initial assessment of damage, for all classes of ship.
INTERVALS AT WHICH AN IWS MAY BE UNDERTAKEN
Passenger Ships; An inspection of the ships bottom is required annually. In a period of five
years, two such inspections shall take place out of the water. The maximum interval between

these inspections is 36 months. IWS may be carried out each year when an inspection out of the
water is not required.
Other Ships; For ships subject to the international SOLAS or Load Line Conventions, two
inspections of the ships bottom are required within a period of 5 years, and the maximum
interval between these inspections is 36 months. One of these inspections shall be conducted out
of the water, which should coincide** with the renewal survey for Safety Construction or Load
Line. Other intermediate inspections of the ships bottom may be carried out in the water.
Dredgers issued with Load Line Exemption Certificates shall continue to be surveyed in drydock twice in a five-year period.
REQUIREMENTS FOR PROPOSED IN-WATER SURVEY
1. The proposed survey site is to be in a protected position with calm water, weak tidal streams
and currents (less than 0.5 knot), which normally provide good underwater visibility. A light
sandy or rocky bottom can assist visibility. There must be an adequate depth of water below the
ships keel. As far as possible the site should be in an area where there are unlikely to be any
other ship movements during the survey. Sand and other sediments can be easily disturbed and
reduce visibility. The MCA or certifying authority may be contacted for guidance on locations
which are likely to be suitable. Sometimes even the best areas can turn out to be poor on a
particular day because of local weather or other conditions.
2. It is preferable that the ship is at anchor for IWS but if the proposal is that she should be
alongside then there should be sufficient clearance from the quay using adequate fenders to
allow, suitable and safe access for divers around the hull. Penetration of natural light through the
water and the movement and attendance of a survey tender, if used should be considered.
3. It is essential that the company, which is to undertake the IWS, is fully experienced in this
type of work and can provide suitable diving personnel and equipment. The surveyor and where
appropriate, the relevant classification society should recognize the company as competent.
Where the company is not known to the certifying authority, full details of their qualifications
and experience and any flag state or classification society approval should be submitted for
consideration.
4. The equipment and procedure for observing and reporting the survey should be discussed with
the parties involved prior to the IWS, and suitable time should be allowed to permit all
equipment to be tested beforehand.
5. An experienced diving team with sufficient relief and safety divers should be employed. In the
UK, the Health and Safety Diving at Work Regulations (DWR) and the associated Approved
Code of Practice for Commercial Diving Projects Inland/Inshore will need to be followed (e.g.
minimum 4 divers). For surveys overseas, equivalent safety provisions should be applied.
6. The latest proven techniques and equipment for colour television-scanning, videos and still
photography recording should be used. Spare backup equipment should be available to ensure
that an uninterrupted survey can be carried out. For ships having large flatter bottoms, experience

has shown that hand held cameras and lights may not always give satisfactory results. In such
cases improved viewing may be obtained using lighting and cameras mounted on an underwater
trolley which can be manoeuvred over the bottom of the hull.
7. The owner should arrange for checks to be made to ensure the hull is free of fouling
immediately before the proposed date of the IWS. When considered necessary, the hull should be
effectively cleaned well in advance of the IWS so as to prevent the visibility of the water being
adversely affected by the cleaning procedure.
8. Records shall be maintained of oil usage for propeller shaft seals, thrusters and azimuth
propellers to indicate the condition of the seals. On shafts with agreed long intervals of
inspection (e.g. more than 5 years), condition monitoring is required which should be in
accordance with classification society rules and normally includes keeping records of regular oil
analysis and temperature of bearings. These should be available for inspection.
9. The ship should be at a suitable draught and trim to facilitate the IWS.
10. The rudder, propeller and fittings may be above the water in ballast condition on large vessels
and the trim of the ship should be arranged to give the best results for the survey. For example, it
may be better to have the propeller submerged so that the diver has full access. Arrangements for
turning the propeller may be required, but account must be taken of diver safety and the use of
the permit to work system.
11. The master should provide a written and signed declaration of all suspected or actual hull
damage and all contacts made by the vessel in the period since the previous dry dock. Note that
the owner is required to confirm that no contact damage has occurred at the time of application.
12. Time and facilities must be provided to permit survey of the hull at and above the water line
in conjunction with the undertaking of the underwater IWS. Consideration must be given to the
duration of daylight hours.
PROCEDURES WHEN UNDERTAKING AN IN-WATER SURVEY
1. A meeting should be held before the IWS is to be carried out to co-ordinate the various
participants (i.e. owner s superintendent, deck and engineer officers of the ship, diving and
survey personnel), to review and agree all aspects of the survey and adopt a final survey
schedule. The responsibilities for the control and supervision of the survey, including
arrangements for locking the propellers, rudders and thrusters, the stopping of all pumps and the
provision of effective communication should be clearly assigned. This is not the role or
responsibility of the surveyor, who is there to witness the results of the survey and request
examination of particular areas. A Permit to Work System should be used to ensure the safety of
divers and other personnel. This should include informing relevant ships staff and port
authorities. However, where the surveyor considers the practice to be unsafe they should refuse
to take part. The primary aim being to provide safe and effective conditions for the divers and a
successful survey.

2. The programme agreed for the IWS should ensure that necessary priority is given to the
examination of the major hull penetrations, shafting, rudder, stabilizers, bow thrusters, any
suspected contact/damage, etc, in the best available conditions.
3. Ideally the survey should be conducted in a manner permitting the sighting of the forward and
after ends of the hull towards midship in order that the shape of the hull can be sighted against
the surrounding water. The amount of hog/sag should be recorded using draught marks or
loading computer.
4. The survey of large areas of flat of bottom can prove difficult due to light and sight problems
and advice must be taken from the senior diver as to the best procedure to be adopted.
5. When actual or suspected contacts have been recorded by the master, the surveyor should
make an internal examination of the hull, if access is possible, either immediately before or after
the IWS. In this respect attention must be given to the hazards associated with entering ships
tanks.
6. The survey should not be commenced unless the surveyor is satisfied with the visibility, scale
effects due to using closed circuit TV and detail provided by the underwater cameras on site. The
survey must be discontinued if the conditions or equipment deteriorate to the extent that the
transmitted pictures and/or communications are no longer acceptable.
7. Visibility and scale checks should be undertaken at intervals during the survey. Visibility must
be to the surveyors satisfaction, but if generally below 5 metres surveys should be discontinued.
8. It is essential that the entire hull and associated fittings are surveyed in order to accept the inwater survey in lieu of a survey in dry dock.
9. The out-of-water portion of the hull should be surveyed in conjunction with the IWS.
10. Caution should be taken not to underestimate defects observed externally during IWS. Where
a defect/damage is detected or suspected as a result of the IWS, the internal structure should be
examined as considered necessary and practical to clarify or confirm the findings. This
examination will provide a basis for a decision regarding the need for either a temporary repair
afloat or an earlier dry-docking to permit a permanent repair.
11. All findings and proposed actions should be agreed with the owners representative at the
time of survey and should be recorded for reference and correlation at the next dry-docking of
the ship. Suitable records include videotapes, still photographs, notes and annotation of relevant
plans referred to in Appendix A. The diving company must provide a divers report, crossreferenced to the video and/or still photographs and plans.
12. Only when the surveyor is fully satisfied with the methods of undertaking the survey together
with the recordings and any agreement with the owners as regards the findings and proposed
future action, should the survey be considered as complete.

ACTION FOLLOWING THE IWS, INCLUDING RECORDS

1. The owners are required to submit, through the surveyor who witnessed the IWS, the report of
the diving company and copies of any associated still photographs. Video records should be held
by the owners and diving company and be available to the surveyor if required for reference
and/or correlation at the next dry-docking. The surveyor should acknowledge receipt of the
report adding his comments in writing as relevant.
2. The surveyor should advise the owners in writing of any action necessary on their part as a
result of the findings of the survey, as agreed with their representative at the time of the IWS.
3. The surveyor should place the documents associated with the IWS with the MCA copy of
annotated plans, on the CM 33/01 file for passenger ships or the CM 15/03 file for cargo ships
surveyed by MCA, together with covering minute confirming the results of the survey. For
surveys carried out by a Classification Society surveyor on a passenger ship on behalf of MCA, a
copy of their declaration of satisfactory survey should be placed on file.
4. The IWS records should subsequently be compared with the survey undertaken at the next dry
docking so that findings may be correlated. Confirmation or otherwise that the hull surface
condition is still suitable for subsequent IWSs should be placed on file.
5. The IWS information is to be updated for each survey with continuous records kept for future
reference.
6. Unless specifically directed otherwise by the surveyor, the diver should report on; the
condition of the hull plating, weld seams, corrosion, distortion, any indentations, cracks,
fractures or similar defects. The report should include the condition of the paint and the
examination should include all hull openings, sea chests, stabiliser boxes, thruster tunnels and
any special features. A report of the condition of propellers (including blades), liners, seals,
rudders, bearings and any holding arrangements (bolts etc) should be included.