Professional Documents
Culture Documents
Mum bai
2.0'~August, 2001
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Functions :
1 . Marine hgincering ar Operariaad !Managemen? level.
2. Bedrical, Efectronjc and Control Engineering at Operationai !Managemerit kye!.
3. I./iainlenanse and Xepair at Operational i Management lwei.
4. Ccntroliing Operation cf the Ship and care for persons at Operational /
Mmagement kvef.
Page Nos
5 - 28.
29 - 60.
61 - 95.
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.Knowledge
VoI. 111
Q.1.
kns.
The Swvey planning should be worked otit well in advance of :he in-water
stirvey, by the ship. in cooptratim 'virh Ihe classificaiion Society.
Preparation :Following documentation should be cokcted and consulted wiih a view to
seiectin~areas and structural elements lo be examined.
Basic ship information; Documentation on board.
ivfzin structural plans including information of higher strengh steels
Relevmr previous survey and inspeciion reports.
Infomratior: regarding corrosion protection level
Location o f heated tanks
Informalion regarding relevant maintenance levels
To assist divers, coloar photographs should be provided. o f items s w h
as ruddzr closing plates and wear-down gauge p!ugs.
The design of the ship %mt facilitate in-water inspec:ior, m d repair e.g. Sea inlets must be capable of being blanked off and drained to
biiges, shell gratings hinged, if practicable and the anodcs easily
changed. The hull should be clean, to have meaningftil maintenance
leve! during operation, besides h v i n s a heavy diity coating. This
must be camerl out by approved diving company, in clear water, with
good visibility.
~ ~ e r a t i b:n
A self propelled, steerable survey vehicle fitted with a long range T V camera is
used. To aid steering and to check for hull dis~oition,a d o s e up, high resvlution,
TV coiour camera gives a true picture of the state of the coatings and we!d szams.
In some cases, a 35 mm still camera is fitted. An ultrasonic probe :s provided to
measure plate thicknesses and other equipment includes a depth meter and
speed indicator. Power is supplied and information ieiayed by means of an
unjbilical from the vehicle to ihe survey boat.
Survey Boat equipment:
Is usually housed in a console c0ntainingT.V. monitors, plate thickness print out.
audio cassetze recorder, video recorder and play back unit, diver communication
system, vehic!e control system and associated instrumentation.
The survey vehicle is taken to the staSing datum by a diver. With rhe aid o f one
of the TV nionitors and using h e shell expansion plan as a map, the vehicle may
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Vol. NI
be p,uided, from the control console, over the bottom and sides of the hull, by
foilowing weld runs and by reference to other features, such as inlets and tank
p l u g . Pictures and navigational information are relayed back and video films
recorded, along with plate thickness, giving the surveyor an integrated picture of
all the required and relevant information. In addition to plate thickness, print-out
can be produced andlor an audio recording.
The vehicle will also provide pictures of such items as Stem frame, Rudder,
Fropcller, Bilse keels and hull ~penings.A diver may b s used. with a hanu held
camera. for closer inspection of these items and also for inspection of plating on
the tun? of the bilge. It should be ensured during this operation, that there is a 2
way co~mnunicationbctween diver a d attending surveyor.
Q.2. Describe toe h.;:l examination you would carry out on a ship in P r y
dock, making special rderence to essential maintenance, that can be carried
out in Dry dock.
Double bottom compartments, peak tanks and all other tanks are to be tested
si.ifiicir,nt to give the maximum pressux that can be experienced in service.
T;trl!ts may be tested afloat, provided that their internal examination is also carried
o~.it afloat. Where repairs are effected to the shell plating or bulkheads, any tanks,
in way, are to be tested to the Surveyor's satisfaction, on completion to these
reIjairs. 1r1 cases where the inner surface of the bottom plating is covered with
ccrrwi!, asphalt, or other composition, the removal of this covering may be
with, provided that it is inspected, tested by beating or chipping, and
c,.,.iperr:jetl
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fijl.iii<i sound and adhering satisfactorily to the steel. All decks, casings and
si~pecs-structu~-es
are to be examined.
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The anchors are to be examine&. W.e%&e chain cab!es are rzngeii, :hey are
to be examined, if any length of chain caSle is found io be r z h c e d in mean
diameter, at its most worn pa?, by i2 F/o or more, from 2s nominal diamerer - i i
so, it is to be renewed. The Windlass is to be examined.
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The chain cables are to ranged and examined on ail ships over five years
aid. The Surveyor is to be satisfied that there are suitabi- mooring ropes .<,*he,;
these are Rule requirement.
!he hand parnps, s-oc?ions,warenight doors, air
and sounding pipes are to be examined.
Thickness measurement :
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The Surveys may reqliire to measure the thickness of the material in ally
pxtion of the structure, where s i p s of wastage are evident or was:JSe is
normally fo~md.Any parts of the structure, which are found defective or
excessively reduced in . scantlings, are to be made good, by materiais of the
approved scantlings and quality.
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Vof. ill
& Q.3. As Chief Engineer briefly discuss the procedures you will follow :-
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Ans.
Procedure :
A)
Briefing at Office
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Staius of surveys/certificates
Conditions of class, if any
Take copirs and start planning for your stay on board vessel.
* Voyage Requirements
Bunkers expected
* Consumptionpattern
- a n y special instructions.
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f2i fFe-rent r h e c k f k t
Drawings list.
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Procedure :
A)
B)
At Sbipyard :
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C)
A)
Inspection afier t n a1
Office
Famiharise with vessels contractuai position, viz. :
Specifications and capacity.
Contract penalty clauses.
Delivery date.
Speed and fuel consumption.
B)
Shipyard
Working drawings.
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Progress reports.
machinery.
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balance
. ~ ..hear balai&diagr&s.,
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Crash stod ~ a l s .
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steering
Sals.
Biack-out test.
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Turning circle. ..
Communication and navigation equipment to be demonstrated.
Boiler safety vaive test.
Hull vibration, including Accomodation
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and Machinery
spaces, esp.ecialiy when ship is in tke light condition and
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#achin&y Vibration,
over-speed & power ranges.
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suri;ey of accommodat&n, Machinery spaces,
Bridge *~t@ne
control room.
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trials
Certain eq6ipment may have to bc opened for inspection, if not satisfied with its
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with respect
to safety of the ship and personnel.
performance,
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Advanced
C)
Garbage type
Piastlcs
In Special Areas
Disposal
prohibiied.
Disposal
prohibited.
> 12 miles.
Disposal
pi-ohibited.
> 3 miies.
Disposal
prohibited.
Food
waste
not
comminuted or ground.
> 12 miles.
> 12 miles.
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Comminuted or ground garbage must b e able to pass through a screen wi&
mesh size no larger than 25 mm. Garbage disposal regulations for special a r e s
shall take effect in accsrdance with regulation 5[4)(b) of Annex V.
ships I
Oil or oily mixture should nc? be discharged into the sea, unless the following
conditions are satisfied :Control of discharge of oil from hhchinery spaces o:a!l
Oi: Discharge Monitoring and Control systemSystem to come into operason when there is any discharge of effluent into the
sea and automatically stop discharge when the oil content exceeds the permirtcd
'zvei. System to provide a continuos record ofoil content of the effluent. record io
be identifiable as to time and date and retained for three years. Any failure of
~cjuipmentto be noted in the Oil record book and all discharse stopped. Defect to
.he rectified before commencing next voyage.
Ans.
Rlochemical Oxygen Demand (B.O.D.)
It is used to give a measure of the strength of sewage, i t identifies the
iioiogicai decomposable substances and is a test that depends on the activity of
bacteria, which in the presence of oxygen feed on and consume organic matter.
Results o i i h e test are expressed as the amount of oxygen taken by a one illre
sample (diluted with aerated water) when incubated at 200 for five days. Can be
defined as the amount ofoxygen utlised by micro-organisms in the stabilisation of
organic matter, B.O.D. of iaw sewage is 300 to 600 mgllitre. I.M.O. recommend a
B.O.D. of 50 mdlitre aiter treatment.
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Colifonn are present in the human inteGme and their presence in water
taken as an indication of the pathogen count. The pathogen count are disease
causing organisms, responsible for TyFhoid, Dysentery; Poliomyeiiris, Cholera
LM.0. recommend a Coliform count of 250IlOO ml. of effluent after treatmert.
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Solids:.
Dizsolved - Solids which are in soluiion
Suspended - Solids physically suspended in sewage, that can be removed by
laboratory filmtion. Arc relatively Ngh in organic matter.
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Residua! Disinfectant -
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Biochemical digestion
of sewage
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Anaerobic Process :-
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Anaerobic bacteria can only multiply in the absence of free oxygt.;~,as tliey
use chemically bound oxygen to survive: in the anaerobic process, the bacteria
break down the organic matter into, water, carbon dioxid; methane, hydrogen
sulphide and ammonia.
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Aerobic Proc255 :Aerobic bacteria require free oxygen to survive. In the aerobic process the
bacteria Lie& down the organic matter safely. The Aerobic Process lias end
products of fizO iC 0 2+ Inen Residue + Energy to synthesis new bacteria.
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A circulating pump draws un-treated sewage from this tank and delivers back
l o riw dosagr rank, where :he txeatment is agGn qplied. The sewage remains in
this sction for about 5 minutes before passing to the senling tank. After senIing,
It162 cleiu liqilid is dram through a filter to the Sanitary Hydrophore, which
proviilcs the water supply to the toilet flushes. As the level in the settling rank
rises,ihe sterile sludge may be removed to a Sewage holding rank or incinerated.
V ~ C I Ysewage
U I ~ system.
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Ans.
Ail valves should be checked and those not to be used, must be securely
closed.
Scuppers should be sealed.
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AdvancedMarine Engi~zenngKnowledge
Vol Iff
Note : A 'persistent' oil is one that wiil not disperse easily e.g. - Heavy Fuel Oii,
Diesci oil, Lubricating oil - and will i q c i r s a solvent or emulsifier, to d i s ~ e r s ein
case ail oil spili occurs. Volatile oils, like pztrol are not persistent.
S e G m any ;ransfer of product is undertakeq the O S c e r must w n f i n the
ibi!owing items, with the person in-charge of bargdterminal bunkering. Each will
sign this f o m (sarnule). to acknowle6ge~
1 akirig 05/erwztch
Pinrpiiig Data
Anticipated stoppages
minute stand-by
A continuous deck watch will be kept by barge and vesseU terminal crews
In the event of an oil spill, a clear mderstanding exists on steps to be
tnken (conaainment, clean up, reports, etc)
s o PCP
Ans
When accepting bunkers from a barge or a teimiaal, the Chief Engineci sho&~
always check the local supplier's C o c u m ~ to
, make certain that the bunker
conforms, in tenns of quailtity, as well as file1 specification, with what has been
actuzllv ordere6.
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The Chiei Engineer, or his nominee, sh9uld al..vayz check that the bunkers, to
of water contaniination be received, do net contain hn unacceptabie ?-age
the maximum ailowa'uIe being 0.05 'A for 63s oil, 0.25% ibr-Diesel oil and i %
for cavy oil (of IS0 Cst). In case of distillates, this can be established by rncaiis
of a simpie test, involving water finding ;;ask applied on sounding tape. The tape
should be smeared with paste (usually y e e n in colour), which will turn pink, i i
any water is detected. The water depth should then be read off a!id iis volumc and
weight calculated From the barge or storage tank calibration tables.
1~1iisrn~tk~od
can a l s be
~ x e d %i Fue: Oli - but 11s accuracy may not always
Sc 100% The o d y safe way of checking, in the case of Heavy fuel 011, is for a
sample to be taken and the water coatert ttsted in a water tesz kit.
Advanced
wirkh c a n be convened into metric tons, by using the product's specific gravity
and !lien adjuslins for lcmperature differences.
Tmt liils for checking fuel quality : Bunker quality on board can be checked
wiih a fuel oil test kit. By carrying out a few simple tests on representative
s:~mpi~?s,
iiom the ship's bunker flange, and not the bunker barge or shore tank, the
C h k f Engineer can satisfy himself, that the prodact is indeed upto specification
ant! compatible with existing~bunkers.Samples of the loaded product must he
taken jointly.
'Thi: sample must be representative of the total delivery, and ideally taken by
drill feed at the discharge side of thz manifold, during the course of the pumpin!:
process. Samples should not be taken at the start or 3~ h e completion oC
bunkering, because then they will not be a re?resentative of the rota! t3nnage
loaded. ALSOsamples should pot be from just one t a k on the barge.
.
witflin a specikd period. (The prribd for notification should he cie2ir:y stated
ihr: suppliefs terns and eocditions)~
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lhm!ccrs are the rernsining products from varying world sources orcrude oil.
3f cracking, thus there is no 'standardised' heavy oil - each
and v w y i ~ ~methods
g
om: is corismng of different hydrocarbons from varying sources. Thc delivcrcd
proiluck may conform to the specifications, but however when mixed in the lank
with a pmdl.ict refined from a different crude oil source, incompatibility can
occur. I hi: lr~ixedproducts will layer and could re;u!t in an ~un-pumpable s i u a g ~
anct wrisequent ?nor combustion in the main engine. Altemaiiveiy, the product
could hecrime completely un-pumpable or unbumable.
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rhese problems, bunkers should ideally be segregated, in srtparalc
tanks, so iix>t no mixing occurs - although this is not always possible on smali
ships.
With respect to regulations, discuss briefly :
Q.9.
a)
b)
Ans.
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Vol. tll
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Sea areas
Discharge criteria
No Discharge
segregated ballast
except
clean
No Discharge
segregated ballast
except
cl&n
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50
Within
nautical
miles
from land.
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Outside a
Special area
More than 50
nautical
miles
from lrnd
'Clean ballast' is the ballast i~ a tank which has been so cleaned that the
effluent from &ere does not create a visible sheen or the oil content exceed !5
3pm . Regarding chemical carriers, Amex I1 of MARPOL 73/78 deals with
poliution by noxioils liquid substances.
Advanced
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P!ates cncouragc a laminar flow and act as coalescing suriaccs. Thc ratc or
separa:ion depends upon the difference behveen the viscous drag at the oilfwater
interface and the effect of gravity. As the size of the oil globules increases the
viscou.; drag decreases and the gravity increases.
Heeiing Coils;
Reciuce visco~ityfa: washins out.
Ilcdiice viscosiry o i the oil water - thus aiding sepaiation.
ICcduce viscosity of oil -thus aiding pumpins.
lricrcase differential specific gravity.
'0.12
Oii poilution regulations require any transfer o r discharge o f o i l or
oity mixiawes lo be recorded in :be
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a. P o i i i ~ t i o nC o n t r o l record
b , Wsidge log
tMvsters log
e, None of above
Rrietly jristify your answer.
h s . ?'tic correct choice is the option c).
!ail!is and the discharge of dirty ballast or cleaning water, Disposal o f oil residue,
i>ischaiy oveiboa~dof purihed bilge water from machinery spaces.
.,.
i ankers have additional entries to record - Loading, transfer during voyage and
rlis<;har~;cof ori carso. Ballasting and cleaning of cargo tanks and the discharge
ofdirty bi~llast.
.
lf;iny vessc! fails to carry an approved Oil record book or to make proper entries,
!!ic owner / Master are liable to a substantial fines and / or imprisonmeni.
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r7 riitra violet
detector
The equipmen! mxst be suitable for the marine environmeat (Xithough rilierc
are many laborztory me:hods, which.are accurate; not all can be used on hoard
shipj. The equipment must be suitable for reading both high and low levels of
contamination 2nd tc respond quickly to sudden changes iit Lhose levels. There
shoul8 be no appreciable loss of accuracy, due to the presence o f san;, rust and
other debris, and must operate satisfactorily, irrespective of the rypc of oil used.
The equipment must be easy to operate and maintain. Its working should be
unaffected by considerable periods ofidleness. It must be accurate to i !0% .
Principles of Measurement :
i . Infra Red Absorption.
R e first four are al; poor with respect to sensitivity and would usually be used
only to detect an oil-water interfaces (in an ci!y water Separator). Infra Red
absorption is a useful method, as_most*bsorb
in the 3.3 Prn waveleggth. The
vari&ns, in absorption rates, between heavy oils through to the iighc diesels is
approximately 10%.
Vol
111
However, watcr also has a strong absorption at the same wave length and this
makes detectors complex. It would be useful if the oil was extracted from the
watcr with a suitable sclvent, the solvent having no absorption of tke infra re2
w e d s n g t h . However this would not allow a speedy response.
Utra vioiet absorption does not encounter the water absorption problem as i t
uses a wavelength of 0.25 Fm. but the requirement, for the opto-electronics to
detect sniali c!~anzcs in a high light level, limits the low range capability.
Absorptisn devices using any wavelength, on a system whcie the oil is present in
tihc fonn of particles, suffers from the effects of sand and rust, distoning the
accuracy. This is significant a i d adds geatly to the prsblen of inaccuracies.
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Devices using v r s ~ b h t ylight are usually cheaper, simpler and are nowspecific
with rzspect to 31: types. However, they also detect, without distinguishing
between, oil and non-oil particles of similar diameter. Of the two visible light
teciiaiques, absorption and scattcikg, the most sensilive is light scattering. tlltra
violet fluorescence suffers from a wide variation in respcnse !o different types of
oil.
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Caliasi Monitor :
'Clilgz i\;lonitor :
I
iru~ailationand operational problems with a biige monitor are less than
tt~os;: hi. the ballast monitor. The bilge monitor must provide an alarm at IS
~ . P . H I .7 ' t ~
alarm, being within the engine room, does not have the installation
probletr~sof the ballast monitor, as very short sample pipes can be used.
Wi!ii the bilge system the type of oil czn vary from fuel oils to lubricating
oils, ilr:m:c the monitor should not be specific to an oil type. Additionally the
wir~dow!)roblen> assumes greater importance ar the system may well have to
operate with llic machinery space unattended.
ige
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Turbid@ Meter (Scatterqd Light Detector) :
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If an oiliwater mixture with a low oil content is heavily agitated, so that the
oi! droplets become v e y small; the water will turn 'milky' to varyjng degrees,
depending on the amount of oil present; the actual colour of the oil droplets is of
no importance. This method can be used for indicating the oil content, provided
the conditions for homogenizing thz sample are well contro!led. If a light beam 2
projected through a test cell containing sample water with well-homogenized
droplets, pan of rht lighi passing through the czll will be scatiered. f i e intensity
of light picked up by a photocell at the end o f a straight path through the cell will
be reduced, whereas the intensity of scattered light sensed Ey a photuceli mounitd
at an ang!e to the original path will increase.
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Laser light nray be used to obtain a well defined Ik*t bean] and a selective
light-scattering effect. This principle is used in the Ci: content meter, in which the
light beam and the s i p p i c k e d up- by the photocelis are transmitted via optical
-to the electronic measuring circuit in the engine room, through-ne
fibres
mom bulkhead, where the penetration is quite small. The Indicator, Alarm and
controi panel are in the Engine room. A similar instrument, operating with infralight, is also inuse. Another Lnsmtment, based on theturbidity prixip!e, operates
only on the direct transmitted light through the test cell, in which the heavily
agitated water circulates. instrument of this type can measure oils ranging from
heavy cmde oils to gasoline, but some changes in the calioration are required, to
cover the extremes of the range. As the instrument measures the number of
pmicles in the water, it is rather sensitive to other contaminants such as rust or air
bubbles.
Infra-red absorption :
The absorption o f infra-red !ight by oil can also be m e ~ u r e d .As infra-red
absorption by the background water is aiso high, am oil-kee reference water
of relevant quality must be obtained at all iimes; this is done by purifying a small
part of water in a micro-filter. Tte inka-red absorption by the oily water and by
oil-free water can then Se measured. The difference is caused by absorprioii by
the oi! and, the s i p a l can be calibrated in oil content.
- of the emission of light from a molecule which has absorbed light. In the brief
period, before the emission can occur, some energy is dispersed and the emitted
light is of a longer wave-length :ha? thr absorbed light. For a given oil-in-water
concentration, the instrument response depends on a) the particie size and b) the
florescent efficiency of the oil.
The effect of particle sizc is minimized by the sample conditioning unit which
reduces the oil particles to a uniform size. The fluorescent efficiency of the oil is
based on the phenomenon that - molecules of "unsaturated" hydrocarbons
become excited, when illuminated with ultraviolet li@t of a certain wavelength.
They radiate light in the visible spectrum. Different oils contain different
amounts of msaturated hydrocarbons, so that the instrument must bc calibrated
each time, for the type of oil being monitored. The instrument is simple in
dcsign, and has be& installed in tankers.
Yo/.
How
NI
is the
waste
disposa:
Ans
An Incinerator is capable of dealing with waste oil, oil and water mixtures u p
to 25% content, rags, waste and soiid matter from sewage plants, if required. The
figurc below shows a small combined water tube iype boiler cum incinerator plant
which gives a compact unit with good economy.
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Spinning cup bu
Incinerator
Wasit: i oily-water mixtures, suitably homogenised, produce a well-dispersed
emulsion. These are supplied to a rotsry cup burner. Solid waste f n m ?Ite galley
and accommodation is collected in bags and placed in a chamber adjacent to thc
main combustron chamber. There is a safety device, which prevents the doors
being opened, if the burner is 'on'. Hydrocarbcn gases are formed, duz to the low
air supply to this compartment, which pass throtigh a series cismall h ~ i e sin the
furnace. Dry ash has to be removed pcriodicaliy through the ash pit door.
Solid matter from sewage systems is also incinerated in this unit by
homogenizing it with the oily-water mixture, befjre supp-;;ring thc rotary cup
bfirner. The incinerator is capable of burning liquid waste or wet g a r b q e .
Combustion o i solid paicles requires a considerable dwell time and this is
usually achieved by angling the burner to give a 'cyclone' effect.
One of the main problems is to dispose-off items like glass and metal
containers, which tend to soften in the flame, but do not readily bum. It is
necessary to prevent these agglomerating into a mass that is difficult to extract.
For this reason many incinerators bum refuse on a grate. The burning process for
liquid waste requires that there are no rapid changes in content. Hence it is
necessary to ensure an efficient homogenising process in the sludge tank.
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Q.15. Discuss hriefly the methods used for the measoremeot of Noise levels
and t h e recommended limits for noise levels.
f?ieasilren,m; of Noise :
P-loisc is measxed in terms cf thc 'sound pressure level' excressed in decibeis
WG), 01 k e 'A - weightzd sound level' dB(A).
Rwuoxriei~dedNoise Level timiis :
Unrnarinzd machinery spaces (UMS)
1 l o dR(A)
90 dB(A)
75 dB(A)
65 dB(A)
75 dB(A)
60 dB(A)
(i)
111llow and discharge ducts should be arranged, such rhrt !hey are remote
Smru spixes frequented by personnel (such as Fan rooms) and be fitted
witit i:fkc!ive silencers.
(ii)
Machinei-y Enclosul-es.
.
(i)
shauld be provided for personnel entzncg such spaces, viz. duty engineers making
r~urineinspections.
Manufacturers siiould supply i n f o r m a t h on expected noise lzvels and
r e c o ~ m ~ e nappropriate
d
ins~allalionmetho&; to reduce theK, as f2r as practicable.
Q.16. Discuss what precautionary practical measures wouid you fo!lo~v oil
baard vessel, as Chief Engineer, with rzference to lke ccatrol ana
m;tnasemznt of the ship's Baffast water. Enumerate the basic safety
precautions to be taken, in your opinion.
Ans.
o z n i s m s , =hogens
Minimising iniake of harmful axtttiatic
~
a n d sediments :
When loading ballast, every effort should be made io avoid the intake of
potentially harmful aquatic organisms, patbogens and sediment that may contain
such organisms. Avoid baliasting, ifpossible, in a r e s and situations such as:
~ d v a n ; e d~ w i n Engineerhg
e
Knowledge
Vol. I11
Air pipes are not designed for conrinuous ballast water o v d o w ; Pumping of at
!cast three full volumes of the tank capacity could be needed to be effective, when
tilting clean water from the bottom and overflowing. from the top; and certain
watertight and weather-tight closures (e.g. manholes) which may bc opened during
ballast exchange should be re-sewred, Ballast water exchanges at sea should be
avoided in freezing weather conditions;
However, when it is deemed absolutely necessary, par;icular attention should
be paid to the hazards associated with the freezing of overboard discharge
an-angements, air pipes, ballat system valves together with their means of contro!,
ar~dthe accretion of ice on deck.
Some ships may need the fitting of a loading instrument t o perfom.
calculations of shear forces and bending moments induced by
water
- -,exchange at sea and to compare with the permissible strength limits.
An evaluation should be made of the safety margins for stabi!ity and
strength contained in allowable seagoing conditions specified in the approved
trim and stability booklet and the loading rnanual, relevant to individual types of
ships and loading conditions. particular account should be taken o f Stability,
which is to be maintained at all times, to values not less than those required by the
Administration.
The muster list shall be pemanentiy positioned and displayed throughout the
vessel and shei! q e c i f y definite signais or, th: whistle or siren, for calling the crews to
their emergency stations. The muster list shall also specify the means of indicating
when !he vessci is bc aSandoned.
The
~ . . muster !is: shall show the duties assigned to c.ew m e m b e r s i n rcspec: of a. :he d o s i n g of watertight dgors, fire cloijrs, side scuttles, valves and other
ope~;in_gsin :he vessels superstructure.
b. The equipping o f the lifeboais and other lire saving s?pliances.
C . The iacnchir.2 o f lifeboats and liferafts.
d. General preparations o f any other boats and life saving a~;.liances.
e. The niuster o f passengers (if any).
f. The sxtinctiun o f fire.
Fire Controt Plan
For the extinction of fire, a -5re conlro! plan should be drawn u p and be
p e r m m e n ~ l yon display, showing the following detaiis.
a. Sections o f the vesse! enciosed by Oje resisting bulkheads.
b. Section o f the vessel enclosed by f~e-retardingbulkheads.
C . T h e fire cor.lro1 plans should be annotated, showing the fire alarm call
points. sprinklers, fixed insiaiiations, poriabie extinguishers, equipment,
breathing apparaius and fireman's outfits. At a glance, the complete fire
a r r a n ~ e m e nand
t
distribution can be seen.
@: Means of access to and escape from compartments and decks.
e. ventitition systems, fan controls and dampers erc.
f Location o f the international ship to shore ccnnectidn(s)
g. Locations of all machinery stops, fuel oil remote shut o f f vaIvcs and
e n ~ i n eroom skylight closure points.
Fire Parties I Drills
The essential requirement o f a good fire drill is that it is made ? s realistic as
possible and nevcr al!owed lo become monotonous o r routine. Fire drills
shouid be held in rotation to include :a.
All crew members.
in different parts of the vessel
b.
C.
d.
13 %
?X
jv.
1,.
vi.
~ i j .
vili.
ix.
The plan z!iould he scpervised by the senior cfficers on board. who wiii be
picsent :o co-ordinate and control the proceedings.
Bridge T e a m
%aster
Third Officer
Assisting Master in the above and responsib:r for shipboard cornmunicalicns
between the control stationand the bridge.
Helmsman, looking out for other ships acd as messenger between stations and in the
event of a communications breakdown.
.
Chief ~ n g i n e e r
He is responsible !o the Master for the highly technical details, which should
be fully utilised, especially regarding machinery space fires, Emergency fuel
shut-off, ventilation, fuei oil bunker transfers.
Engine Room Team
SecondEngineer
Officer-in-Charge o f engine room and maneuvering of the main engine. If the
. . space(s) then he is aiso in charge o f fire fighting
fire i s in thc machi&ry
operations within.
~
Duty Engineer
As instructed by the second engineer, either in the engine controls and o r fire
fighting operations.
Engine ratings
'4s directed by the Second engineer, either in starting the fire pumps, or, i f the
engine room is involved in fire, as part of t h e fire fighting ieams.
Electi-ical Officel-
F i r e Fighting Team
Chief Officer
Officer in Charge o f fire fighting operations for accommodation and cargo
,tiisn
?ce,x&~e ~f j,'k b e d -k
spaces.
Second Enginkeer
M ~ i ~ r \ Cl (C ~ \~; < ~
rf
Officer-in-charge of all machinery space fires.
O f f W a t c h Engineer1 Deck Offrcers
Assistin,o the Officer in Charge cf fire fighting operations in Ere c m t r o l and
fire fighting operations as directed.
Galley persont?el
A s Girected by the Officer in Charge in fite fighting operations, if the galley
arcs is involved. I f no[, then in prouidinz support scrvicci lo lhc fire fiyl~ltng
stretcher party
tezms. Also to prepare the ship's hospital and-render -firs&d,
and any other duties as directed.
Second Officer
H c is responsible to the Chief Officers a s regards cargo stowage and transfer.
and also in charge of fire equipment - all hoses, exiinguishers. foam and
breathing apparatus
/ JQ.2
Ans.
An unattended machinery space is one, where the provision o f automated
alarm, control and instrumentation equipment compensates for the absence o f
the machinery space watch-keeper. Sensors are used to detect the onset o f
potentially hazardous conditions.
..
..~.
i a
i i
. .. ..
Communication :
A direct and independent means of communication should b e povi'ded
belween the engine control room, the bridge and engineer officer's
azio~snodation.
Rlachiraery space :
. system of alarm, shvuld be provided, which should indicate any
fault ihac r q , ; i i s zttention, additionally giving automatic shut-down i f
nrc;.iss,,)-, but allowing for overriding in emergency situations.
%lolorVessels :
1 . o ~lubricating oil pressure, high :emperaturc cooling water / rhrusr
h e w i n g / exhaust gas, and crankcase oil mist detection.
Turbine Vessels :
o w lubricating oil pressure, reserve oil supply, and high temperarurs
of hearings.
Maiil propulsion boiiers:
Hi:? and low water level, flame and air faiiure, high satinit)-. including
i i i t s l a m if purgiag or re-ignition apparatus malfunctions.
Oil supply arrangemenls:
High and l o v ~alarms in daily service ianks and malfunction o f oil
p ~ . ~fiws.
ri
illcrirical system :
.- .c voltage or frequency variations, cperation o f load shedding
~,,s.,ive
aimivgxnents and loss of po-aer in 'alarm syslems.
:\!~xiliasy power units :
C;i!ncrally make provisions as abobe.
Oxygen Deficiency
Toxic
Effcct o f Petroleum vapours and Chemicals
~.
EV& very s m d l quantities of petrolecm qapcrurs, ivher?. i n h i i d , dull
the sense of smell, and cause symptoms of diminished respor;sibi!ity and
dizziness giving the i m p e s s i o n o f drunkenncss, headache and irritation o f the
eyes.
'~.4
Oxygen Analyzer
Various types of meters may be used for measuring the oxygen content. A
contir,uozs reading type is one in which platinum wire elements are m o ~ n t e din two
chambers, one the rneasuling chamber and the other, the reference chamber.
Oxygen is paramagetic, i.e. ii is attracted to magnetic fields. Thus one
Elamen1 has a magnetic field, while the referewe filament bas no field, an: attracts
only the air. The circuit forms parT o f a Wheatstone's Bridge. The filtered and dried
gas is drawn across the elements and &e difference in thermal conductivity o f the O,,
reiacive to air, causes -.temperature diff~rericein the wires.
This changes the wire resistance, and unbalances the Wheatstone's bridge
circuit, generating a resultant current, which is proportional to the percentage o i
oxygen in the s m p i e . F a k e readings arc likely if tne gas sarn;.,le contains
anorher paramagnetic gas such as NO,.
Zero position check : 'Zero' position setting can be done by using a pre-calibrated
sample, and then setting the span of the instrument. Test with 100 % Nitrozen. [ COZ
may be used in emergency.] Open control valve for 3 minutes, to obtain zero reading.
Now test with atmospheric air to obtain 20.8 % reading for which spa11 control can be
adjusted if necessary.
I.
~oaislrtCuerype
k
34
Vol. I l l
.7
.~~ . -
Light source
Phnto ilectric 4l
3.
.~
1NiRA E D ( F U M E ) D n E C I . O R
. .
. ..-
4.
RATE OF R I j E TYPE
HEATDETECTOR
'i'estiog of F i r e detectors :
A n efficient fire detection system is required, when a vesscl is operaled
. w ~ t h an unattended machinery. soace. G r o u ~ sof detectors are 2rranted in
circuits, according to their posiiion in the spaces be!ng protected. The choice
o f which type to use depends on the type of fire expecied, whether high level
o i ambient heat is expected (e.g. Enginc room) and whether flame can be
easity detected (open spaces, so direct line of sight), and are thus arranged, so
as to detect an outbreak of fire, in any zone, as quickly a s possible. T h e
an'ccted zone will be indicated on the alarm panel.
Small indicator lamps are usually fitted to detector heads to show
which head has operated. Most systems operate on 24V D.C. The emergency
b;!itery must be capable o f operating the sysrem for 6 hrs. in the 'no alarm'
siate, and !& hr. in rhe 'alarm' state. (This is for cargo ships - the
requirements for passenger ships are different). When tke detector is
;ictiva!ed, by the method appropriate to the type o f detector head, the local
irtdicator, as well a s the lamp on the main alarm panel, will indicate the
.ivorking of the detector head, during testing.
I::
a)
Loop monitormg
b)
Line termination monitoring
Both systems rely on detectors being open circuit under normal condition^
L o o p Monitoring
The alarms are activated by closure of rhe contacts i n the heads through (a)
and (b) while continuity is checked rhrough (a) and (d) and (b) to (c)
A
i b )
I I
b
st
Alaz-m panel
Detector head
Checking Lines
The alarms operate when contacts acioss (a) and (h) close. Continuity is
checked by monitoring the resistance at the ;iiJ o f the line. If the resistance of
the line measurqd across (a) and (b) is less than the and end resistance - the
alarm sounds. If the resistance across (a) and jb) increases ab0x.e a level eqtial
to the resistance shown plus the cable resistance, a system fault alarm is
acluated.
4.6.
(a)
(b)
...
Ans.
(=)
(bf
i) In I.M.D.G. code, locate NITRIC ACID. The U.N. No. identifies rhe
substance on a United Nations list and is tinique :o that substance
avoidin? confusions due to different languages. I.M.D.G. Code lists. its
propcrties a n d t h e inherent hazards. It also lists its packaging group
(e.g. small packages) and stowage requirements - - Category D.
Category D gives details of stowage limitations (on deck cnly).
1 1 ) In the Emergency Schedule, emergency equipment, procedures and
emergency acti?ns arc reconlmendcd in case o f spillage and/or fire.
iii) The Medical First Aid Guide (M.F.A.G. Tables) gives guidance
into recognizing symptoms and their treatment, where someone irray
have been in cantact wiih ..:he substance.
The lnternatioual Chzrnber o f Skipping's Tanker Safety G1iiFI.e
(Chemicals) gives recommendations for all the above c ~ i t e r i a ,when the
subsiance is zarried in bulk.
Q.7
Ans.
There are many types o f instrumenr, but the type most conlmonly found on
ships is the resiskance type Explosimeter shown below :-
Calibration procedure
T c s ~p s e s include
F!ow control
Adaptor
Test gas
Test ki:s for shipboard use are available for-this purpose, which
provide a mixture of a hydrocarbon gas in air, such a s 50 % LFL Butane i n
air.
Leak testins may be achieved by pinching the sample line and
squeezing the Aspirator bulb - the bulb must not expand, as long as the
sampling line is kept pinched (i.e. a partial vacuum is maintained, indicating
that there is no air ingress).
fnstr~imentsused must have flash-back arrestors in the inlet and otrtlcr
o f ti-: Detector filament chamber, so as to reduce the fire hazard.
In the figure shown, a meter reading of 68 % to 92 % of the L.F.L., Lbr a precalibrated sample of 3 % methane, would help to check the accuracy o f the
instrument.
Factors that can influence the measurement are :
large changes in the ambient temperature
hcavy or large flow rates, which affect the filament temperature.
To prevent any inaccuracy due to flow rate, a reading should be laken when
there is no flow, i.e. between hvo successrve squeezes ofthe aspirator bulb.
-
.~
Q.8
(a)
(b)
Ans.
Bulk Carbon dioxide systeni
Carbon dioxide is stored in b d k , in a single container at -17' C. Two
refrigeration systems are fitted, for keeping it cool. One is a l w q s in use,
whjle the other one is on stand-by. In the cvznt of loss of power, the tanks are
sufficiently well insulated, to maintain this temperature for a minimum of 24
hours, before any danger of "boil off' occurs.
Two sets of relief valves are fitted to the pressure vessel. Set A lifts at
24.5 bzr, to atmosphere. Set B lifts at 27 bar to the C02 room, in case of fire
in this space. Each set has an isolating cock to enable one valve only of the
set to be opened up for surveyfrepair.
There are two means of indicating tank level :Remote electrical display of contents (capacitance bridge)
a,
A stand by indicator, consisting of a vertical, external un-insulated
b.
pipe. This can be filled with C02 to the vessel level, by opening one
valve. Level is determined by frosting on the outside of the pipe (or by
level detector).
-.-
-,
The remote operated valves in the system can all be operated manually,
using 8 spanner provided at each valve. When the required amount o f COZ has
been discharged, z signal f r o 2 the electrical contents system, closes the E. R.
distributionvalve. If more C 0 2 is needed this valve can be re-3pened by there-release button.
Alarms are fitted for 5% loss of contents and for over-fill o f vessel
above 98%. A third relief valve C , set at 35 bar, protects the system pipe
lincs. Storage vessel is specially fabricated from sophisticated steel, suitable
for low temperature operation.
The system is emptied and internally inspected every ten years. Pipe
system is o f solid drawn galvanized steel pipe (as in the bottle system pipe
work). Pipe blown through with compressed air periodically. System has
lower filling costs than the bottle system, and result; in a saving in weight
and space. Unlike the boitie system, this allows for re-release.
Bulk Dry Pqwder Installation (for LPG I LNG Ca~riers)
J3r-y pcwder, discharged as a free flowing cloud, eiitingcishes ti fire
rapidly f'he action is simiiar to Flalon. Also, the powder gives some
sniuliicrlng effect.
I
Hose box on deck
....
St5 n
ysr
When the operating valve in the hose box is opened, nitrogen flows to
tilad$-ypowder compartment, which :
opens the appropriate direction valve.
(I)
activates the rr-in nitrogen release operating cylinder.
(2)
Nitrogen flows into the dry powder container via a pressure regulating
valve. When the pressure is about 16 bar, the main discharge valve opens and
powder flows to the hose.bok. The
in the container remains fairly
constant, until it is nearly empty.
If more dry powder is required, the stand by system can be operated.
Nitrogen pressurz from this system holds a valve in the main system closed,
preventing powder enterin3 the main container.
Briefly describe the Physical characteristics of Liquid Nzturat G a s
(LNG). What precautions and action will you take in case of an
LNG fire?
Q.9
Flammable
Two ohase va-oourisation
I" - htgh rate for about
30 secs
znd- lower, steady rate
due to thermal insulation
of the already vapourised
layer
w l d vapour forms at
lower deck level forming
visible condensation
cloud which is in the
explosive range.
Generallv :- No visible
cold vapour cloud then
no risk of vapour
ignition.
Hazards
Causes 'Frost' burns on
physical contact,
.
protective clothing
reqxired.
Can cause 'Brittle'
fracture of steel work,
wood c!adding &
stainless steel drip trays
give some protection.
I Spillage
/
LNG Fires
Requires a HOT spark o r
flame to ignite the cold
Vapour Rapid
vapourisation prevents
ignition o f the liquid
itself, even with its low
flash point of - 188 O C .
Protect
Personnel & adjacent
equipment etc. with a
fine water spray or 'fog'
-Avoid
'Run Off; water e n t e r i ~ g
the pool of liquid LEG,
as this would serve to
aggravate the fire by
rncreased vapourisation
Avoid
Jet impact o ~ t liquid
o
pool as this would
aggravate the fire
Watch for
Re-Ignition fiom hot
surfaces, burning paint
work etc
It may not be possible to deal with the fire with the available
powder due to the contained radiated heat.
Extinguishing the fire night run powder reserves so low. that ReIgnition could not be contained. Enclosed sbaces :- Use smothering system COz for engine room
and Nitrogen for void spaces & vent pipes.
(2.10
5:
----
~-
, jmirs
. - in respect of (d), (e),
Q.11
50
-p
i I
-3q
In other autonomous systems the gas may be generated without using a gas
turbine.
Q.12 Discuss Life Saving Appliances as required for Class VI1 ships.
With a simple sketch esplairi the working of
1. H a n d Brake
..
2. Centrifugal Brake
Ans.
The life-saving eqxipment required on board a ship is governed by its
classificuion. The two ciasses which cover the majority of ocean-going
vessels are Class I and Class VII.
The fol!owing notes refer to the requirements for Class VII ships.
Lifeboats
In an emergency it may be necessary to disembark from one side and
hence life boat accommodation must be provided on each side of the ship for
all the ship's personnel. The boats must be at least 7.3 m long and must carry
sufficient equipment and provisions to ensure a high degree of survival.
including such items as buoyant oars, boat hook, hatchets, lampjs), compass,
distress rockets, smoke signals. fi-?:-aid equipment, fishing lines, suitable
rations and fresh water.
Gravity
The davits must be capable of Lowering the boats when the ship is
heeled to 15" on either side. Should the heel exceed 15" It may be impossible
~to
. . launch the high side lifeboats.
52
A \\-ire rope span is fitted to the stop o f the davits and knotted llfeljnes
i d Ci-om i h e span into t h e boat, allowing embarkation to the lbwered boat
Brake shoe
To engage brake
-Lowering
Cent-ifugal Brake
Lifebuoys
At least eight life-buoys must be carried on all but the smallest ships to
assist crew members who have fallen overboard. In order to enable personnel
to be more easily sighted a? night, self-igniting lights are fitted ta at least half
of the number provided. These lights must be of the electric type on tankers.
At least two o f the lifebuoys should have self-activating smoke signais
for daylight recognition a d must he carried on the bridge, ready for quick
release. For w e near the ship one lifebuoy is carried on each side and
provided with 1 5 fathoms of buoyant line.
The lifebuoys may be of cork or any other suitable buoyant material
which can withstand the effects o f sea water, oil and variations in temperature
and climatic conditions which are likely to be encountered on open sea
-voyages.
. ..
Lifejackets
Each crew member must be provided with a lifejacket which may be
m-2c from buoyant material such as kapok or (except in tankers) may be
inflatable. The lifejackets are capable of being worn inside-on! and are
designed to turn the wearer to a safe floating position within 5 seconds so that
an unconscious person w m l d float safely. Lifejackets must have lights and
whistles attached.
Liferafts
Liferafts are provided on most ships and are required to have ssfficirnt
capacity to carry 50% of the total number s f persans on board. The iiferafl:;
are usually of the inflatable type stored in cylindrical fibre-glass conraiiirrs.
Infiaiion cakes place automaticaliy when the life-raft is launched overboard.
the container bursting open and the life-raft floating clear. The liferafts are
extremely seaworthy, and, being fully enclosed, provide excellent protection
frcm exposure.
Buoyant Apparatus
Ans.
A Class
~~.
Class A
Cliiss A
CLass A
Class A
60
30
15
0
60 minutes
30 minutes
15 minutes
0 minutes
B Class
Thcsz are divisions formed by bulkheads, decks, ceilings or linings
which arc cor~structedso as to prevent the passage of flame to the end of the
fitst SO rniriutes of the standard fire test. They must. be constructed o f non
cornbus~ibii: niaterial and to have a n insulation value such that the average
tcnipcraturi: of the unexposed side will not rise more than 139 "C above the
original temperature nor will the temperature at any one point rise more than
225" C above the original temperature within the following times.
Class B - 15
Class B - 0
15 minutes
0 minutes
C Class
These are divisions zoristructed o f i n c o m b ~ s t i b i ematerials but need
nor meet any of thc requirements of the stzndard fire test in relation :o
passage of smoke or flame or temperature rise.
NOTE:
~
.. ....
~
Yo!. SII
fire alarm system fitted to provide smoke detection in corridors, stairways and
escape routes withir, accommcdation spaces.
The tire integrity standards of divisions of spaces fitted with a
sprinkler system may be reduced.
.-..- .
- .~. -. .. . - , ..~<:~-.,:..?~.
. . . ~... .~. ~..
. , . - . . .~.
Protection of Openings
.:
. . . . .
.~.
>
.;
.
:
.
. . .. .~ .. ~
.
-4 Class Divisions
. .. . .....,..
..
Doors and f r b & in A-class divisions must beconstnicted t 3 provide
resistance
to fire 3s well as smoke and flaine a s f a r . as. is practicable
~.
equivalent to that of the bulkheads in which t h e d o o r s are.sitilated. Doors
must be constructed of steel o i other' equivalent material. Each d o o r must be
able,\oipbe opened or closed by one person from each side of the bulkhead..
. g2Fire doors in main vertical zone bulkheads .and
. . .stairway
~.~
. .encl&res
must be of the self-closing type capable of closing against an incliniti6nof
3.5 degrees. All such doors except those that are normaliy'closed, must be
capable of release from a control station either simultaneously or in groups
and also indi~iduatlyat the door.
The release mechanism must be designrd so that the door will
automatically close in the event of disruption of the control system. Hold
back hooks nor sxbject to control station release arenot permitted.
~
~~
B Class D i v i s i ~ n s
Doors and door frames must have a resistance to fire a s far as
practicable equivalent to rhe division in which they are fitted except that
ventilation openings of limited area aiid fitted with a grill made of non
be fitted. Doors are to be of non combustible
combustible material L.:;I
material.
~.
-4
P
14
Ventilation T r u n k i n g
Precautions must be taken to maintain the tire integrity of bulkheads
and decks through which trunking passes and to reduce the likelihood o f
smoke and hot gases passin2 from one space to another. This achieved by
using suitable materials, in conjunctionwith sleeves and. dampers where ducts.... .
pass through divisions.
The following are some o f the reqcirements to illustrate the principals
involved.
Ducts h a v k g a sectional arra o f not less than 0.075 m' must be
constructed of steel or equivalent, ducts of smaller area need not be o f steel
but must bc of non combustible material, whilst ducts of cross sectional area
not exceeding 0.02 m2 need not be o f non combustible material subject to
limirarions o!i their length 2nd position.
Ducts with a cross sectional area exceeding 0.02 m' passing through A
or B class divisions rrlust be fitted with an insulated steel sleeve unless the
duct is of steel in x a y o f thc div~zion.
Ducts with a crosz sectional area exceeding 0.075 m' must be firt-d
with fire dampers where they pars through A class divisions. The dampers
must operate automatically but nmst be iapabl? of being closcd nianuhlly
from b x h sides o f the division. The damper must be provided with an openclosed indicator.
..
and control stations, the ceilings, linings, draught stops and their
associated grounds are to b e of non-combustible material.
An automatic sprinkler fire detection and alarm system must be
fiti<ed to protcct accommodation spaces, galleys and other service
spaces, except spaces where there is no substantial fire risk such as.
void spaces: sanitary spaces etc. in aadition, a fixed fire deiection and
alarm system must be fitted in a similar manner to Method 1C.
(c)
~
.~
Method 111 C
Generally, nc restriction on the type o f internal bulkheads except
that in no case musi !he area of any accommodation spacc bounded ;%y
arl K Class or B Class division exceed 50 m2 alrhough this area may be
increased for public spaces. The arrangemects for ceilings pic. is the
same as for method I11 C.
A fixed fire detection and fire alarm system must be inscatled and
arranged to delect the presence of fire in all accommodation spaces and
servicc spaces except where there is no substantial fire risk sdch a s
void spaces and sanirary spaces.
Oil. 'l'artkcrs
Accommodation space must bc positioned aft o f all cargo tanks, slop
tauks, cargo pump rooms and cofferdams which isolate cargo or slop tanks
from i~iaziriricryspaces of category A, although, if necessary, acconimodation
spacrrs inay be fitted forward of such spaces.
A s Chief Eneineer
of a vessel, discuss procedures you w o n l d
-
d.
YQ.~s
What
I n t e r n a t i o n a l s h o r e coupiing
The purpose of the International shore cocnection is, to be zbie no
connect the shore water supply to the ship's Fire line, or to
inteiconnect t w o ship's Fire I ~ n e s for
, the purpose o f fighting the fire.
(1)
(2)
'
..
....
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Q.1
F-l
Auxiliary Machinery
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P u m p s and pumping systems.
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Heat exchangers, drinking water systems ~,
Deck machinery ,.
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Boilers, boitcrlwater treatment
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With reference to Centrifugal pumps, juptify & discuss the following :a) Impeiler can 'convert shaft input to fluid kinetic energy'.
b) Volute is responsible for 'conversion of kinetic energy to head'
Pumps are not se:f priming.
c)
d) Clearances behveen impeller and ear rings are critical.
-41~0,
state the materials used.
Ans.
a) Fiuid enters the eye of.the impellei, and changes direction as it flows into the
impeller. The fluid is given kinetic energy by the rapidly spinning impeiier, so
that it exits the impeller at a high velocity. The impel!er, itself, turns due to the
i:lput poker tc the shafifrom a prime mover, such as an electric mctoi. Thus,
we can say that the Impeller caii 'convert shaft work input to fluid kinetic
.
energy'.
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b) The,fluid exiting the iinpeller has a high kinetic enerzy when it enters the
volute casing. The 'volute' casing is bisically a duct having a smoo?hIy
incrraing cross-sectional arca. Thus, we can say That Volute is responsible for
the 'conversion or' kinetic energy to head', as the liquid ieaving (he volute
casing has decreased in kinetic energy (or velocity), while increasing its
potential energy (or presscre head).
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-c) Since the suction effect or 'lift' of the pump depends on flow of liquid though
the-pump,.abm-ce of liquid ji.e. presence of air) will carise the pump to 'lose
suction': Thus, centrifugal pumps are r,ot 'self priming', and need some
externa-assistance, either in the foim of shaft drivm priming p m p s , or 3
-.connectionto a central priming system, in order to ensure that the pumps do
not lose suction, while running.
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d) The conversion of energy, from kinetic to potential (or pressure head) rakes
place between the suction side and the discharge side. Consequently, if sealing
is not proper, there will be a tendency for high pressure liquid to flow back to
. the low pressure side, through any large clearances, such as the clearance
. -:ljetweenthe impeller and the wear rings. The impeller rotates, while the wear
rings provide a stationary sealing arrangement. If the clearance should be
excessive, not only will there be a drop in pressure, but also a drop in
esciency, besides creating other problems like excessive vibration, due to
increased 'play' between the shaft and the wear rings.
Materials :
The cayin; is usually of gun-metal, the impeller of aluminium bronze, the
shaft of stainless steei so as to prevent corrosion.
Q.2
iri~pellzris concenmc with the drive shaFt and the impeller is fitted
into an 'eccennric'pump casing. Due to the action of centrihgal force, 'here is
a rotitling 'cing' of water, which must follow the shape o f the casing.
XIUS,due !n the eccentric shape, there is alternate increasing and
&x<i:nsing vnlwne at the sudion and discharge ports. This creates a pumping
action, whkh is used for air extraction from a central priming tank. This tank
is tkiii~erconilected to variocs centrifugal pumps in the engine room, and has
.A,, i ,~. s kof a central priming unit, since it carries out air extraction for ail the
cet!!tifiugd puraps in the Engine room.
'I'hc air suctign is via a float operated valve, which shuts when the
s p i o i r l is primed, preventing system water getting into the pri'rning pump.
h cnntrot valve may be fitted, as showk., which is opened, when the
syskrn is hdly primed, to remove water &om the priming pump casing and
hewx iduce sh& load. Alternatively, a clutch may be fined on the drive
shafi, to allow the drive to be disconnected, when the main system tank is fully
pritrtcrl.
'i'i~critser~ioiris filled with fresh water to reduce corrosion and a
coolirlfi coil may be fitted which is circulated by the main pump discharge.
C e n t r a l p r i m i n g system
This is a central system for air handling, for a group of centrifugal
pumps, and is consideied to be more economical and effkient, than to have
individual shaft-driven priming pumps for each centiifugal pump.
The system usually h ? two
~ priming pumps, o n e in use and the other
stand-by. This pump is usually of the liquid-ring type and operates
automatically between a cut-in pressure of 0.5 bar (absolute) and a cut-out
pressure of 0.3 bar(abso1ute).
The vacuum tank has a valve, which is float operated. When the air is
exhausted (i.e. when the float rises, due to a rise in the- wzler Icvel), the
connection betwsen the vacumn tank in: the pump suction is shut off, thus
preventing the pump from drawing water (from the systza).
Compared with individual priming units, there are certain advantages, a s well
as disadvantages.
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b!
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a)
minimum'^.^.
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b)
63
The other operating problem is, that a gear pump is not hydrostaticaliy
baiasced, as there are distinct suction and discharge pressure zones. The
trilbalance'd forces, due to this, must be taken by the bearings.
Additionally there is a further load on the bearings, due to the progressively
increasing pressure imposed on the fluid trapped in the teeth, as &ey come
into nxsh =d the space behveen them decreases, up to ihe dead cenhx or
mesh point.
c)
Typical Clearances
& 190 mm
For a distance between wheel centre lines of 60
Clearance on diameter .............................. 0.13 1.m- & 0.5 mm
Axial Clearance.. .................................... -0.13 mm & 0.4 mrq
d)
Q.4
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h)
r)
ii)
e)
Ans.
Ruies relating to Bilge pumping systems, for vcssels over 90 m in
lxigti! :.1.
2.
en::ine driven pumps, provided they are of sufficient capacity and are
conn.scted to the main line.
3.
4.
All pumps which are essential for bilge services are to be of the selfpriming type, unless an approved central priming system is p r o m ,~~
Ethesepumps.
Cooling water pumps having bilge ejection connections need not be of
self priming type.
6.
Main engine circulsting pumps shall have a direct suction (with non
return valves), draining the lowest level in the mzchinery space, such
~ the diameter of the main sea inlet.
suction pipe bcing at least 2 1 3 ~of
Eirect suctions on other suitable pumps o f equivalent capacity is
accepted.
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Bilge pipes are to be provided with Mud boxes. Ends of suction pipes
should be enclosed in pasily removable strum boxes, the holes through
~and their combined
which should be approximately 10 mm diameter
area not Less !>an twice the area of the suction pipe.
Sounding pipes, where provided, are to be as straight a s possible,
easily acces;itle, normally provided with closing plugs. Also, all
machinery space pipes to have self-closing cocks.
Problems relating lo Bilge pumping systems
- air
in the system
- as
above.
M u d boxes
Each bilge suction pipe terminates in a 'mud-box', which is
basically a device to remove large particles, waste or rags, from
enietirig the pump. The ~ u box
d has a 'zoarse' strainer, so that it will
remove only larger particles. Too fine a strainer w ~ u l dresult in
frequent chockage and loss of suction. Thus, Mud boxes are fitred to
prcvent dcbriz (which collects ip the bilges) from passizg along the
suc!io;i pipe to the p u z p and causing danage to ihe pump impeller,
pistorx and valves.
Advonceif
1 . In case of heavy leakage of liquids, scch as from a burst water main or any
fuel I lube oil pipe, or even a hole in the ship's side, the heavy ingress into
the bilges may detected. If the bilge pump starts auto~natically,and nms
for too long a time, since it cannot cope up with the heavy ingress of
liquid, a bilge pump '!ong run' alarm is activated, which will alert the
Duty watch-keeper, who will then take necessary action.
2. To take of the problem of pollution of the sea. the automatic bilse pump is
rot dircctiy ccmected over-board, bu: i-mtead, wiil pump the contaminated
bilge water into the Bilge ho1dir.g tank.
Isolaticn of Fuel and Ballast systems
It is imperative that the Fuel oil system and the Ballast system are not
only isolatd from each other, but segregated in such a way, that error in
zpe~atingvalves will not permit the fuei fromfuel tanks to be accidentally
discharged over-board, along with the ballast water.
Also there must be no oppcflunity for inadveflent transfer of salt w a ~ e r
into the foe1 sysiem, causing contaminztien of servicz fuel tanks with
di:strous consequences &d a possible s k t down of main and asxiliaq
engines, which could seriously jeopardize tbt safety of the vessel.
The 3 i l / Water Ballast Chest has blanks fitted, which wi!l prevent any
such inter-connection, and modem vessels have seg-gated ballast tanks,
which are only used for sea water, ti~ush a v i ~ gseparate $pz-lines and pumps,
having no inter-connecticn..vi:b thz cargo system.
Q.5
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Explain the salient features of a Central cooling system and discuss its
advantages and disadvantages over a conventional cooling system.
Ans.
Central cooling system
The Central cooling system uses a 'closed circuit' of fiesh 'chemical!y
treated' water for !he coolant side of dl the primary hcat exchangers. This
fresh water is itself cooled by Ceniml coolers, which are sea water cooled.
The salt water is thus limited to one set of pumps, coolers, valves and
filters, which considerably reduces the salt water corrosion problem, which is
inherent in marin? systems, zs well as appreciably reduces maintenance costs
and down-time d m to difficuities posed by repair / replacement of corroded
pipes of conventionr?lsea water cooling systems.
Since sea wa:er is limited to a small section of pipes and coolers,
special materials may be used to limit corrosio~ problem there at a
comparatively reduced cost, (as compared to the cost of doing this in a
conventional system). Thus the few salt water pipes may be protected by
rubber-lining, and the cooler plates made of special corrosion resistant metals
like Titanium.
Ccnlnl C.W.
Due to the differing temperature require men:^ of the main systems there
would be various cooling water circuits :Sall wa:er for <he Centrat cooiers.
'Nigh lernper&e' fresh water (Jacket xater cooling system).
'Low iemperatu~e'fresh water, used by the central cooling system, to cool the
Iiicker .water coolers, scavenge coolers, lube oil coolers and so on.
Tbe S. W pumps take suction 'om both sides of the Engine room,
through sea chests (High and low) and filters.. After passing through the
Central coolers, the sea water is discharged directly overboard..lvlaterials for
i his part of the system c a l be of high quality, as the actual S. W. system is
small.
Fresh 'rreateci' water for the circuit is circulated by its own Central
coding pumps, with temperature control by means of a three way valve
awangernent, which means that it can either pass through the Cooler or is bypassed.
In steam ships, the main condenser is having an independent sea water
circuil, while the central cooling system provides the coolant for all the other
coolers in the Engine room.
Advantages
(1) Less corrosion and hence less maintenance, with increased reliability as
systems are not subjected to unscheduled maintznance, due to leaking tubes,
or chockage, silting or marine growth on cooling surfaces.
(2)Reduced initial cost of equipment ( as compared to using the same naterials
for a conventional system) as the quantity of items having sea water is less.
( 3 ) Constant tzmperatur: of ioo!ant to various systems, since no change in the
coolant tempera:urz, as would be the casewith sea water, whose temperature
varies with the geographical location of the vessel. This gives a better and
easier control and thus impoves the operating conditions fcr the running
machinery.
Disadvantages
(1) Two separate heat exchmger systems means a greater overall temperature
difference, which reduces the thermal efficiency and thus increases the
operating costs.
( 2 ) Greater initial first cost, as the design cost would add to tile ccst cf extra
cquipmsnt for the Cmtral ccolers, purnps, valves and associated piping.
(3) Plant is more complex and vulnerable to problems, such as break-do-rn of ihe
Central cooling circuit, which would hanper operation of all other services.
0.6
a) -
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Vd. I11
b)
c)
Screw punps
S c r w pumps have a good low speed efficiency, which together with the low
v.l,I ii.,b- . of induced fluid velocities, make them ideal for handling viscous fluids.
They aperate with very tow noise levels. They are small and compact.
They is no ~upswcptvolume in their operation hence, there is no problem with
rc-cqiarrsion, which would reduce volumetric efficiency. P4ivery is free from
p i s :A t'Lon.
Q.7
a)
b)
(i)
(ii)
Vol. I/I
Pumps are usual!y electric and not hydraulic,Bs there is some difficulty
in obtaining a hydraulic fluid, that can p d o r m a! ihc very low cargo
temperatures.Als6 the use of hydraulic submerged pumps requires
motor p$es io be triple cased, to avoid possibility of leaks
contaminating the cargo.
Overheating of pump shaft bearings is avoided, as the liquefird gas
cargo passing over the bearing cools it. There are also thermal cut-outs
to prevent the bearing from damage.
The risk of fire and explosion is always present, both in loaded and discharged
condition. This needs to be reduced by :
Cables being of special metal insulation.
(i)
(ii) External junction boxes being exp!osion proof .and packed to prevent
gas transit along the conduit
As
liquid cargoes are near the Boiling point, the pumps will probably be
(iii)
fitted with Inducers.
Since the cargo is under pressure, there is a mix of liquid and gas, with
no possibility of air ingress. Thus the fire hazard is minimised, and there is no
need of using inert gas, which could possibly spoil the cargo.
With reference to centrifugal pumps :
a)
Sketch Typicai Discharge eharactcristics, showing variation of
throughput as diseharge head and speeds are altered.
b)
.c)
Ans.
From a mathematical consideration of lhe action of a centrifuga! pump it can
be shown that the :heoretical relatioxhip between head, H and throughput, Q
is a straight line, wit! minimum th~oughoutoccuming w ~ e nthe head is
muimum. Duz to shock and eddy losses caused by impeller blade thickness
mn
id orher mecha$ca! considerations, there will be some head loss. This loss
increasing slightly with th~oughout.
Th-u+put,
'Chese losses; together with ffiction asses due to fluid contact with the
pilmp casing and inlet and impact losses, result in zhe H/Q curve shown in the .
ligure. The final shape of this c w e wili vary accordiig to the design of che
pwn:), and depend on the WQ curves or, if required, the curve can be steep to
give a relatively large shut-off head.
From the Figure, it can be seen that the minimum power occurs when there is
rro ilovi and when the discharge head is at its highest - in other words, when
lilt: discharge valve is closed. Since throughput decreases E -the discharge
head is increased, there is no P-ecessity to fit a relief v d v e to centrifugal
pumps. It will also be noticed that the efficiency curve for the pump is convex,
which means that maximum efficiency occurs at a point~somewherebetween
rrlaxirr~umand minimum discharge head and throughput conditions.
I'hc cinirgency fire pumps is to be positioned, so that it will be able to operate
at the iightest draught to be encountered (also allowing for fall in pump
perfomance).
A means of air extraction, for priming purposes, must be provided,
.,hen piimp is morc than 2 meters above this lightest draught, unless the pump
i s of the positive displacement type (even wi& positive displacement pumps,
suction- is Iimit~dto 4 5 m) the pump&& system should provide 2 jets of
water, with a throw of 12.5 m, through 1215 mdiameter nozzles.
Q.9 Briefly describe the working of a Smash Plate pump. Explain with ;I
block diagram, a Crane circuit using a variable-stroke pump. How is
Braking carried out ? Discuss the importance of Override controls.
Ans.
The arrangement of the cylinders and pistons with their axes parallel to
the shaft makes for a very compact design w?& small outside dimensions. The
small radius of the rotating parts allows higher rot~tionalspeeds than the
equiva!ent radial piston pump.
The usual arrangement, in the "Swash Plate" pump, is to have either a
rotating swash plate and a stationary cylinder block, or a rotating cylinder b!ock
and a stationary swash p!ate. The latter is the mosr commor?, being more
adaptable to aive an accurate i o n u d of thz flow.
A typical example has the piston rod with a small ho!e :bough, 10
provide lubrication of the universa! joint (knuckle) in the plate. n e pistons are
hollow to reduce inertia.
Many models have pressure limitin5 amngements to reduce erTecrive
piston stroke if peak pressures are attained.
Note : Both Radial and Axial piston pumps al-e Gnly suitzble for fluids rha! have
Lubricatiag properties.
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C r a n e circuit
Thc block. diagram illustrates the use of a variable stroke pump and a fixed
smke hydrdulic- motor arrangemerit. The'completesy$em has three such
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circuits, one each for the hoisting, luffing and slewing operations., .
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i h e rzquirernent is to hold a !oad securely end allow a smooth
changeow from the static position to mcvemect and still be 'fail-erc'.
I.iomally, rill: brake is spring loaded, defaulting to the 'On' position, a
hydmulic cylinder being used to rotate it. The signal to operate the brake comes
fri>rc~ a micro-switch on the 'Swash Plate' control lever, openkg the salenoid.
Override controls :These are needed to prevent damage or operation in unsafe areas e.g.
'sle~w'anglr, maximum and minimum 'luff'' angle and 'sf&ck r ~ p e protection.
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System presslire will 3epend on the position of the "Swash Plate" and the size
oL ii~eload.
A!! t i ) Tensioning Mooring Winch :Moor-ir~gwinches provide the facility for tensioning upto 15 times of the
fiill load. Once i t is reached, load is held by the motor brake or by a barrel
bmki:. i n a coiiventional Mooring winch, the winch cannot 'pay out' more when
.m.: power is off, unless brake is off or unless it is manually operated.
Whi:rl the Winch has an 'auto tension' arrangement, there are features
adrliriorral lo the manual controls, which allow the wire rope to be 'paid off so
as t o restorc !he rope to a pre-determined 'tension'. Should the rope become
.slack', the winch would haul in the rope, to reach this pre-deternlined value of
tension again. Load sensing devices arc used with auto mooring winches. E.g.
fluid press sensing.
Q.10 What are the various systems for Cargo Stripping systems, approved under
MARPOL ?
Ans.
There are three systems approved under MARPOL.
Pressurising the tank and stripping from the bottom of the tank well, by
a.
means of a smail diameter pipe. This process is very s!ow and requires a large
quantity of Nitrogen (or inen gas), which is used to pressurise the tank. Also, a
caiehl set&g cf tank relief valves is required.
b.
Using a s:ripping box in the tank, the box being connected to the
strippi~lgline. Thir, box is alternately put under vacuum and pressure, in such a
way that it fills with up with the liqvid (cargo) and thus tlie cargo is displaced
up the stripping line.
Back flaw is prevented by non-return valves. This system is simple and
does pot rely oil rotating machines. However the non-return valves can give
rruuble if ?he cargo can crjstallise.
Submerxib;e or deep-well~pmpsare used driven by a prime move:- such
c.
zs a hydraulic motor, which is located izside the tank. The hydraulic rnotar 1s
driven by hydraulic pressure produced by hydraulic pumps located elsewhere.
The suction of the pump is normally towards the tank bottom, to aid in the easy
removal of cargo.
The discharge line, however, would remain full of cargo and couId leak
back into the tank, if the cargo pump were to be stopped. To take care of this,
the centrifugal cargo pump is left running and the deck discharge valve is shut.
Now purging connections are opened, a i d purging is carried out, e.g. by
means of inert gas or compressed air, so that the cargo rcrnai;li&g inside the
outlet line is blown out through a riser tube, directly into the deck manifold,
after the deck discharge valve. After this has been done, the pump may be
stopped, without any danger of leak of cargo back into the suction side.
There is usuaily an empty space or cofferdam provided between the
:lydraulic lines to the prime mover, and the contents of the cargo tank. This is
to reduce the possibility 2f any mixing of the t w z The cofferdam is also
?ressurised before stopping the pump to check for any leakage.
Q.11.
The tubes are under continuous attack, thus thetubes will continue to corrode
n
t i . Partial blockage. can cause local increase in water velocity and
twbulence, further aggravating the situation.
2. Acidic water can cause general wastage of the tubes, since this attacks
. i h e protective oxide film. The tube is under continuous attack causing thinning
' a i d cventual perforation.
3.
Anaerobic bacteria :- In polluted waters, Bacteria give off sulphurated
hydrogen, which snacks rdbe material. . ..
4.
Deposits :- of foreigi matter, on the metal surface, can creare con-osion
problems, if the metal under the deposit~becomzsanodic, to tke rest of the
surface m d electrolytic ection accurs. .
5.
Erosion :- abrasive solids and high water velocitits can cause erosive
,Mdstage.
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Corrosion
Corrosion by :=a-water may occasionally cause perforation of heat transfir
surfaces.
'fliis will cause ieakqe of one fluid iiito the other but this is not always easy to
iktect i f ihe leakage is small, although substantial leaks may become evident
thro:igh iapid loss of lubricating oi!; jacket vieter an< so on.
Location oFa perforation is a streightforwai2 matter in the case of a tubular heat
exchanger, whether this is of the shell-and-tube type or of other tubular
constriic!ion. Having drained the heat exchanger oisea-water snd removed ;he
covers or headers to exposethe tube ends, some flow of the liqaid on the other
side of the surface will be apparent, in the case of clil and water coolers, from
m y tabes which zre perforated.
0
Th tesi i'or leaks i n air coolers or drains coolers, c q out the following: each
. rube in turn can be plugged at one end x.d pressuriszd with air; inability to hold
- -prewge indicates a leak. . .
l'o.aid rllc detection of leaks in a large cooler, in which it is difficult to get the
.
rirhrs dry enough to witness any seepage, it is usual to add a special fluorescent
dye to tile shell side of the cooler. When an ultra-violet light is shone on to the
tt.~besand tube plates, any seepage is seen, since the dye glows with a vivid
green li.ghi.
* Ln plate heat exchangers, the only way to locate leaks is by visual inspection of
tire $ale surfaces.
0
On docking for any protracted period, such as for dry-dock, refitting or lay-up:
i! is advisahie to drain the sea-water side of heat exchangers, clean and flush
ti~rw~gii
wit11 fresh water, after which the heat exchanger should be left drained,
ifpossikble, until the ship re-enters service.
V e r ~ t i r and
l ~ Draining
I t is importantthat, in any heat exchanger, the coolant should run full.
k t vi:rtically-mounted, single-pass heat exchangers o f the shell-and-tube or plate
types, venting will be automatic, if the sea-water flow is upwards.
This is also the case with heat exchangers mounted in the horizontal condition.
with single or mclti-pass tube errangements, provided that the sea-water inlet
tranch faces downwards and the omlet branch upwards.
.
With these arrangements, the water will drain substantially completely out of
the heat exchanger, when the remainder of the system is drained.
i With other arrangements, a vent cock fined at the highest point in the heat
exchanger should be opened, when first introducing seawater into the heat
exchanger and thereafter periodically to ensure full running.
A drain plug a1 the lowest point should be provided.
M a j w cooling defects :- (Oil coolers)
Rising oil temperature causes scale formation and deposits on the insides of
tubes. 31ushes are needed to clean or solvents can be circulatedto remove this.
o Cil loss inro coolant :- pei-forated tube can cause appreciable leakage - A
Iemporxy solution is to seal-off the leaking lubes (with plugs). Hoxvever, afrer a
certain number of tubes are blsnked, the efficiency of the Heat exchanger i\ii)l
be.drastically affected, hence Wbt: renewal is Pecessary.
Cooler designs usually cater for IG%.!oss cf tubes. Replace tubes as soon as
possible -This may require the ariliing-out of tube ends and fitting of new olies
by suirable expansion tcols.
Maintenance
To preyent gross wastage due to galvanic a c t i ~ nof the cast iron, o i s:eei, and
do-zinciiication of aluminium brass rubes where fit!ed, zinc or ~ n i l dsteel
sacrificial anodes are fitted to the tube plates. Altenatively impressed current
cathodic protection may be used.
r
The simplcst method of degreasing the steam side of tubes is as f o l l o ~ s: A
vessel containing tri-chloro-ethylene is secured to a bottsin manhole and is
wax-med eently. The trichloroethylene vaporises, rises among the rubes,
condenses and falls into the vessel, bringing with it the grease and oil from
them. This agent is tcxic if inhaled and precautions must be taken.
Tube failure is a rare occurrence nowadays: it may occur froin corrosioil/stress
cracking or de-zincification of brass tubes, or by corrosion/erosion arising from
entrained air in or excessive speed of, circulating water. . When it occurs the
defective kib: may be fitted with a wooden plug or a capped ferrule until i t can
be renewed conveniently. Tube bores are cleaned by-brushing out, by ase of
compressed air.
b) There should be a certain minimum velocity of coolant, so that there is no
-siltage and the heat exchanger is always runningfull of sea water, ai all times.
This is especially important if the location of the heat exchanger is such, that i t
is above the water line, when sea water is used as the coolant. Regulation of
coolant flow is usually done at the outlet valve and not the inlct valve, thus
the fomation of air pockets, which may accelerate corrosion.
c ) The tubes are passed through alternate baffles that suppoa the tubes and also
dil-ect the fluid flow, so that all the iubc surfaces are swept clean. Any scale,
deposits or other insu!ating material forms a film which contributes towards a
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77
higher reniperature gradient across the tube wall. Thus, the steep te~nperature
gradicnr leads to stresses, which contribute towards eventual tube failure.
>\NODE
HEAT EXCHANGER
Wlslerials :
Shell - generally of cas! iron or fabricated steel.
Tubes - These are of aluminiam-brass (76% Copper, 22% Zinc and 2%
A!urniniumj, or cupro-nickel or even stainless steel may be used. The tubes are
often ex!~anded in to the tube plate but can be soldered, brazed or welded. The
nurnber of tribes always has a fouling allowance. After final assembly, the tube
stack is machined to Et in the shell bore (the shel! is also machined) to a.llow
easy wididrawal.
7i'iihe-Plntes- The tube piate material should suit the tube material and the
method of fixing. Naval brass tube plates are use6 with alnminiuni-brass tubes.
Usually assembled, so that the water boxes can be removed, without disturbin:
r k rube stack.
Wtliei- DOXCS- Cast iron or fabricated steel, always designed to keep
riii-bi.tIetice and coated for corrosion protecricn.
T u b e P ~ o t e e t i o n:
Thtxe is n protective film of iron ions, formed along the rube length, by
corl-osion of iron in the system. Unprotected iron in water boxes and in parts of
the pipe system, while itself corroding, docs assist in prolonging tube life.
In non-ferrous systems, the supply of iron ions is from other sources. Thus, soft
ii- or^ sacriticiai anodes have been fitted in water boxes, iron sections have been
inszl-tecl ill pipe systems and iron has been introduced into the sea water, in the
!ititit of fi:r~oussulphate. The latter treatment consists of dosing the sea water
!o a :;ti-ei12th of 1 ppin for an hour, per day for a few weeks and snbsequenr':dosin:: again before enrering and after l e a v i n ~port for a short period.
Ans.
a)
b)
True
Corrugations, created by 'troughs' pressed into. the plates, produce
sufficiently high turbulence. The plate form can produce turbulent flow
with Reynolds number as low as Ten. This type of flow produces a very
low fouling rate.
True
The capacity of a heat exchanger is determined by the number of plates,
ar?d this can be increased or decreased within limits, to accommodate
different requirements. Thgs, the scantlings should, be able to take care
of the maximum number of plates which could be used, with a sufficient
nargin of safety.
cj
True
Titaniun and stainless steel are extremely resistant to corrosion, (and
also expmsive) and thus reduce the rate of plate failures.
hkteriais used in Plate type heat exchangers :
Plates
Titanium - Stainless steel
Frame
Coated Mild stecl.
loink
Nitile nlbber
Working pressure : 8 -- 15 5x
Temperature
:
90 - 110C
d)
False
Plate heat exchanger cannot deal with e&essively high pressures or
temperaiures, due to limitations of plate gasket matelia: Also, they
cannot deal with large vohme flows associated with law pressure
vapours and gases.
. ..
Ans.
..<.
. .
True
~
To reduce scale formation in evaporators and to prevent the breakup of the dissolvedsolids, into harmful constituents, it is essential to
operate evaporators at sub-atmospheric pressures. This process makes
possible the use of low-grade heat (such as that from the main engine
jacket water) in the process.
Brine concentration should not be allowed to exceed :-
80
1.5 x 1132
1. I
x 1/52
,8elo1u
CaC0;.
,dbove
80C brine tempcrawre, m y scale formed would be mainly
Mg(OH)2.
Seals around the ports are so arranged that one fluid flows in alternate passages
betwzen plates and the second fluid in the intervening passages, usually in
oppositt: directions. This gives a much higher heat transfer rate, since borh
fluids are passing in opposite directions, unlike the tube type, where flow
through Lubes is at right angles to the flow through the shell.
The plat- con%gations promote turbulence in the flow of both f l ~ i d sand so
encourage eficienl heat transfer. The turbulence in plate type cannot be so
created. Turbulence as dpposed to smooth flow causes more of the liquid
passing behveen the plates to come into contact with them. It also bresks up the
boundary layer of liquid ~ K c tends
h
to adhere to the metal and act as a heal
ba&r when flow is slow.
The corrugations make the plates stiff so permitting the use of thin material.
They additionally increase plate aea. Both of these factors also contribute lo
hear exchange efficiency. In case of tubes, the thickness cannot be redticed by
any appreciable amount, without compromising the strength of the tube.
Excess turbulence, which can result in erosion of the pla!e material, is avoided
by using moderate flow rates. However, the surfazes o f plates which are
r q o d do sea witer are liable to corrosion/erosion and suitable materials must
5s seiecied. Titmiurn s a t e s althotigh expensive, have the best resistance to
corrosiorderosion. Stairless stzel has also been used and other materials such as
aiumir~ium-brass. The laner may not be ideal fgr vessels wbich operate in apd
our of poris with poliuted waters. The Nitrile rubber seais are bonded to the
plates with a suitablt adhesive.
Fouling on the sea-water side is the most usual cause of deterioration in
pzrForniance. The method of cleaning the sea-water side surfaces depends on
!he type of deposit and heat -:.-hanger.
Soft deposits may be removed by
bmshing. Chemical cleanins by imrr.er;ion or in siru. is recommended for
st.ihborn deposits. In oil coolers or heaters, progressive fouling may t i i e piz?
on Ihr oitiside of the tubes. Manufacturers may recommend achemical flushing
to removt: rhis in sity without dismantling the heat exchanger.
::
Q,16 A cornpnny circular draws attention to the fact that bacteria harmful to
imcnarts cwn exist in drinking and washing water.
a) 1ie:Scr'ibc a system to improve potz3ility of fresh water.
$1 S!ir% constrainrs piaced on installation and xse of systems for
shipboard production of fresh water.
c) Stale maintenance and treatment rccomrnended for fresh water tanks.
Anr.
Ciiernical treatment f o r potabie w a t e r
Manually adding silver salts or solutions, allows for ~recis'edosing of
srr~niiatnolints of water produced on board, while larger volume flows are
controtled by a metering pump.
.
.
rhs etectrolytic p y s s is the one currently employed by many ships, as
it fbrms 1 GO-reatrnent,
which is cheap and meets the requirements. 1o
t ! ::li:chu:yi1c
~
process, positive siiver ions are released from a silver anode.
?hi* alrlourit of metal released is controlled by the current setting of rhe
..
Special propertiss of sil-qer are claimed to offer some advantages over thc
chlorine method.
Silver is Non-comxive
no health hazard (less quantity of silver is take" ir., while drinking water
11
in a day, than when using silver cutiery)
p.esidual silver in the water ?revens rz-irxection, and does nor have m y
evaporation problem.
Thek is no longer m y difierence in regdntions, relating to treatment or
purification, between drinking water and wash water. Water for washing is
considered the same as drinkicg water.
Fresh water &ta:ned From ashore or water produced on board, by
evaporatio~'distillationorrevers? osmosis, must be chlorinated or disinfected
wi:h Silver ton treatment, before it passes to the Domestic water storage tanks.
Ultra-violet sterilizin2 is no longcr considered sufficient as the sole
means of sterilization. The free chlorine at outlets must be maintained at 0.2
p.p.n;. In order to maictain this level at outlets, it may well be necessay to keep
the chlorine level in the storag- tanks at a much higher value.
Sea water suctions to evaporators or reverse osmosis plants must be
exclusivt!y for thar purpose and no chemicals (e.g. to Iimit growth of marine
organisms) be used at such suctions. These suctions should only be used to
produce domestic water when the vessel is more than 20 miles from land or
(often wzll in excess o f 20 miles away).
remote from estuarial
Tins stippty water should be passed through sand filters before being used
ir. evaporator or reverse osmosis piant.
~-
~a'intenance
Fresh water sterage t d s to be opened up and manually cleaned at twelve
month intervals. Cleaning process should include disinfectian with a 50 p.p.m.
chloilne solution. Tanks should also be emptied and hosed out at six months
intervals.
People inspecting and working domestic water tanks should wear clean
clothing and should not be suffering from any communicable disease or skin
infection.
The cleaning of the various elements of the domestic water system (such
as calorifiers. filters, pumps) must be carried out regularly and a special log of
such maintenance be maintained.
At every refit or dry-docking period, the complete storage delivery and
..
distribution system, from machinery space to the M e s t outlets should be
charged with "super-chlorinated" water at 50 p.p.m. free chlorine and left for 12
hours, to disinfect the system. Shower heads and Air Conditioning s p a y
nozzles should be cleaned with 50 p.p.m. @orine so!ution, every Pkee months.
. .
Q.17 State why fresh water ~ r o d u c e 6by using a low grade Sea$ source can be
unfit for haman consumption. Explain bow system should be operated to
avoid this problem. Explain how distillate must be treated lo render it Elf
for drinking.
Ans.
...
;
'
.
.
3
-
g
l
&.IS
\.a)'
b) Stee:i.nggyr
-/ - S e E i
test
i c t i i e presence of the Classification Society Surveyor to
~.
demonstrate the mechanical hncticning of the sear and its ability to satisfy
~-. - ~.~
Rule requirements.
!:
-~.
W h ~ r e=air. steering gear power units z e fitted in duplicare (to avoid
fitting auxiliary gear), eachpcweiucit muzt be able to be brouiht spe&iiy into
operation and must be ab!e to steer the ship at navigable speed In dddiriun. :he
units opcrzring together
..-.. must be able to put the rudder hardover from j j"
both -.-.on one side to 3"oil
..- the o'her side, with tile ship at thk maximum
service
~~.
~
speed. The_!iie~takn from 3 3 on m e sideto;OO on hr-other side is not
. ~ to
.~
.
exceed -~
28 seconds. In practice, both units are tesred separately and togeiher.
n e automatic steering gear and course recorder may also bc tested at this time.
--
~~
-,
%
~6.
Q.19 Describe how 3 boiler sxfety ~ a l v eis set to the working presscre. How is
over-pressure prevented ? How is the correct functioning of this safety
valve ensured ?
Ans.
Boiler safety valves are set to 3 %above the required working pressure,
using a standard pressure gtiuge, the gauge having been tested and certified as to
its accuracy. A Surveyor is present to see the test and to issue the cei-tificate
with the stop
stating that it has been duly carried out. The test is ca-ied out-valve and feed check valves shut and the boiler under full firing conditions
--
-.-
2.
The compression screw is adjusted to let boiler blcw off only at ihc
required pressure:The
.- .~compression
_ _.
ring
.
is then machjned and is f!ttedi!nr;Iace
malting certain the compression screw abuts fairly and squarely on the rin!:..f
~.
-~
.
~-
lmporranf :
To ensure that the loading of th: safety valves cannot be interfered with, aAcr
they have been set, cotters are fined through the spindle and spindle caps %xi
then ?adlocked, so that the spindle caps which enc!~se thc compression screws
rnak? them coxpierely inaccessible. ?he padlock key is left in charge of the
ckiei'enginezr, who thus assumes res?onsi3'ility ior it.
The pressure in the boiie; is liab!e te rke, even after the safety valves
have lifted, due to the increased spring load, caused by the increased
c~q:?:;ssion. 'Ilk rise is known as "Accumda$ion of pressur?".
it is the one objec;ionabl.z feahre of the spiing-loaded type o f valve, bur
~wiihthe improvement in valve design. its disadvantage has been overcome. It is
a well !sown fac! that the more a spring is compressed, ihe greatzr musi be ;hc
appiictl load.:The maximum accumulation of pressure allowed i,s ?.O'&&~G..
>woc!tjnu
:.pressure. At the time
-... of the Safety
... vafGFtest; the test for accurntilation
~~.
~..
.
.
of pressure is also generzlh
2.. carried out.!
---~
~~
condition.
Ans.
-?-da~mier treatme&&c_aitd out to :
1.
Keduce !he corrosion of toiler tubes and shell
2.
Reduce the scale formation, and hence maintain heat rransfer rates.
3.
Extend boiler surveys to the maximum allowed (30 months).
Thc following tests may be canied out to asceflain boiler water condition :
Chloride : This is s measure of the chlorides which are present, usually
a)
ac! inrliciiiion of sea water contamination. 89% of the salts present in sea
,water are Sodium chloride and Calcium/ Magnesium chlorides. High
chlorides will cause increased scale, acidity, and boiler priming. The
isst is a titration of Silver Nitrate (alkali) with a sample of boiler water
(acidic), which has Potassium Chromate added as an indicator.
The rrlaxirnurn acceptable level of chlorides in the boiler water varies,
ilepenclin.u,on the size, the firing rate and its type of construction. Should
the chloride level rise, then contamination of boiler water is the most
li!dy explanation.
Oxygen Scavengers . These chemicais are added to chemically deoxygenate ths boiler watcr. This treatment is only useful on closed feed
systems; as oxygen will enter the feed at an open hot-well. The test is
carried out ro establish the level of chemical reserve, o f either one of the
two chemicals mainly used, hydradne or sodinm sulphite.
If the chemical reserve is low, then corrosion may occur. Too high a
level is aiso to be avoided - Excess level of sulphite will raise the
density levels, and excess hydrazine will form ammonia, which can
attack Popr 1: alloys in the feed system. The test is carried out using a
Comparator, which measures the colour change of the boiler water test
sample.
Q.22.
Several nethods
;~r?
used to recover v m t e heat energy from exhaust :
.~
~~~~
-Ecoo&er~sif
2.
i.
+
x:
, rr:h
ihe funnel space is used. If the 'pinch point' is low, the area must increase,
for the same heat transfer. However increasing the size, of the Economiser
units, also increases the gas pi-essure drop across them. Thus, in order not to
exceed the maximum pressure drop, the gas velocity must be small.
However, results have shown that design ga5 velocities below 10 m/s greatly
increase the occurrence of soot fires, due to build-up of soot deposits on the
tubes, whereas velocities of 20 rnh were, to some extent, self-cleining.
When engines are operated for 2xtende6 periods at low power, additional
cleaning or frequent higher power runs must be c a n e d out.
6. .Tiie superheat tcmperarure is dependant upon the entry temperature of the
gas, to the Waste hes: unit, with an allowmce for a zeta1 temperature
difference of around 25 OC. Thus, in order to maximise ihe wasre heat
output, without undue corrosions, a; low pressure with high superhea:
temperature is desirable.
Q.23. Discuss the distin~uishingfeatures of the followinp, Boiler defects :
Pitting,
Corrosicrn fatigue,
Stress Corrosion,
Embri:tiement,
Overheating.
Over pressure.
had gone above 730 OC, and that rapid cooling (under 10 seconds) had
taken place.
Overpressure : This could be.&assed as the failure
.-____
- of the tube by
mechanical stresses, rathcr. than
thermal
stresses.
Thus, characteristic
.
metal failure (plastic
and
brittle
rapture)
would
be
seen,
but without the
--~-.
microstnxture change to h 3 rnarrenslte material or scale build-up. The
failure mode colild be more sudden, thus less prominenr tube bulging
would OCCUI~~~
Various valves and fittings are required for the safe and proper working of a
boile!.. 'i'i~ose,attached dirccily to the pressure parts of the boiler, are referred to
..
as b o i l c ~ o u n t i n e s . i
--
,7 S a k i y ralves.
v
L~--
'
.i\
?/..
A
'
-
L____
Safe@ Values :These are to protect the boiler from overpressure. There should
be a! least two safety valves on the steam drum and one on the Superheater
oat!cr header. The Superheater safety valve must be set to lie before the srealii
d c i m sah!;. valve so as to ensure a flow of steam through the superheater under
blow-ofi'conditions.
Main Stop Valves : These are momted on the Superheater outlet header and
ennbli: rhr: boiler to be isolated from the steam line. If there is more than one
boiici-, they must be screlv-down non-return type (to prevent 10% of steam from
othm boilers in the event of loss of pressure due to burnt tube) may be fitted
w i t h emergency automatic closing device.
Auxiliary Stop Valves : As the main stop valves are not connected to auxiliary
stearn line, these are needed to control reduced steam flow.
Fccd Check Valves : These are Screw down non-return valves. They are nonrctutn, so ihat in case of loss of feed pressure, the boiler water cannot blow back
into tile feed line. Main Feed check valves are often fitted to the economiser
ir11i:i header. They are C:!ted with extendeb spindles, with positive indication of
thc rrpi:i~ arid closed positions.
6>-.
--
I>
!
1:'
Water Gauges
-~ : There are usually two gauge glasses on the Main stzam drum
and a remote level indicator mounted at a convenient position i;l the control
--roomi'
-. .
-
~~
~~
~~~
1:
Pressure Gauges : These are fitted, as required, to the Main steam drum or t'he
superheater outlet header.
~~
9---
j!
,
~p~
J'
Blo:v down vaives : These ar? fit:ed to the water h m s , to enzble the boiler
water to be blown-down. Water is blova-dowr, fan :he boiler to reduce its
density, or wheu the boiler is shut down to drain it. Usually two valves in series
so thai first v.alve fiul1-y open bcfole tile second can be w3rked open. In this
way the seating ofthe first valve is protected f r c n damage so reducing the risk
af leakage when *e valves are closed. These blow down valves discharge inlo
a line leading to a ship side discharge valje.
a
[
--.-I
Salinometer Valves : I hese are fined to the water drum to enable samples to be
drawn off (control 9f fzed treatment). At high pressures, it is necessary to
prevent flnsh-off, as the pressure of the sample isreduczd at atmospheric by a
ecolirig coil, which reduces the lemperature of the sample to a value below
10o0c.
I.?
.~.
3
-1.
3..
Scum Valve : These are fined to b!~wndown the water from the surface. [f
there is a possibility of oil contaxtinaticn. this can be taken care nf by blcwing
down from the water surface, since oil being lighter floats at the surface. It
consists of a shallow pan situated just below the water level, which can remove
oil or scum from the surface of the water in the drum. These valves discharge
into the same blow-down line.
e.
--
t .
2"
.x;
::i
?<
'~
<; &
"
:-Jg
L...
.-
r.
;J;i.
x ..
s <.,:.
:$
- 2;~
3
The Safety valve lifting pressure (for Main drum and Silperheater) is to be set
at a pressure not exceeding 3 % above the approved working pressure of the
Boiicr. I t is important that under all rates of evaporation, sufftcient stenm is
passing through the superheater, to prevent overheating. On this account, Safity
valves are normally fitted to the Superhezfer outlet headcr. Wlicn. 2s is
sometimes the case, additional saturated steam safety valves are fitted on the
steam drums, i r i s usual for these to he loaded in excess of the Superheater
safety valves lifting prsssure, so that the Superheater_~afetyvalve will iift first.
ihus ensuring a steam flow through the ~u~ethealefilemeni.
The pressure drop, which normally takes place after an over-presswc
has been relieved, is known as the 'Blowdown'. This Blow-down is limited (by
classification societies) to 5%, though, in practice, a more usual figure would be
3%, as this represents a loss of usable steam. It will be obvious that, for
Superheater protection, not only is it important that ths Superheater safety valve
lifts before the Main drum safety valve but that the Blow-down factor must be
considered, as it is just as important that the Superheater safety valve must also
shut last, to ensure protection of the superheater elements.
91
_
. . ~..
Q35.
Ans.
a)
bj
a'
a)
2
LY..
bdYm 4 P
Y
L,-
~~
3.
Vol. III
Knowledge Vol.i i j
Q.27. Sketch and describe the combustion control system of an auxiliary Boiler.
What are the safety devices ic above system.
Ans.
In ihe control system shown diagrammatically, the final signal,
controlling the fuel sbpplied to the burners, takes account of the Boiler pressure,
steam flow rate md also regulates the air - he1 ratio.
1
il
Steam
Ir i
':
~.
. .
' '
-=
2
e
x
%
\
-..ST-\,-
, \
.
- %-%
\
\
-&hbshx
a) The cable stapper is used to lock the chain, to take weight of the anchor off the
Windlass. It is in the form of a bar, as shown iri the sketch below. Anchor is pulled
tightly into the hawse pipe by means of a bottle screw, called 'Devil's claw',
having a book at one end that fits isto the chain link, znd is s a z r d into an eye
plate at the other.
.,
. ~ .
. .,. . . .
. .
b) The connection of ihe'anclior t'o tiis cabie should be such, as to permit the rolarion
of the anchoi, witlioi~tallowin: tile cable to get twisted. This is done by means o f
two shackles, whic!i art. connected by a Swivel joint.
..
:
,.:..'
..
i-11- 'c11;tiii iockrp~e i ~ ol f tiizanci13i- cabie is connect?d in s~icha way, tiiat the
@ -rhaiil
: ca!i he iicliro,cil, an z n ; e ~ ~ ~ e nby
c y ,simply rorning the Hand wheel (ken:
iii
above.), w h x h rc-si~ir.;i : ~:lie scrr\s being !ifred, aroi~ndwhicli t!ie cable is slid. As
r!;e screw iifis. 111,.lice ciitl c i the c&e ivili slip 0111. This is an arrangemenl to
pem~iremerswcy elease of the cab!<, wilhont havinx to physically reilch the
'bitter end'.
The direct connection. of a i alun!inium plate io a steel deck. can give rise lo
.ga]vanic9 corrosion When two dizsimi!ar metals ( here : stze! and aiuminiun2:
a r e connected directly, they form a -galvanic' cell and there is a resuitant
potential difference between them, as they differ in their positions in the
Galvanic table. The relative pszltion of metals, in the Galvznic series. also
depends on whether they are active or passive. Passive means that there is some
coating, like a tilm ofoxide, which prevents further corrosion.
The common probleni Faced lie:e. in ship construction, is the galvanic cori-ojiol,
berwzen the mild &el platin? oi'rhe ship's hull with the bronze or nickel ailo?s
of the ~ropeiler.Anoti!e~- comnio!? problem is faced in the attach;neni oj' :rn
Aiuininiunl supersti-i~cri~te
to ;i stssl deck, as comnioniy fotind in passcngzlvessels and cruise ships.
Thc only solution is to ?revent contact between the dissimilar metals. so as 10
prevent the setting-up of galvanic acuun. Various metheds have been tried our. A
coating of Barium Chromate betreen the surfaces is one such measwe.
'
--ALUMINIUM STRUCTURE
COMPOUND
S T E E L RIVET
'
1
S ? E EDECK
~
99
Q. 3. Where and why are Deep tanks fitted on merchant ships Y Describe with
the help of suitable sketches, the important aspects of Deep tank construction,
including the scantlings and the method of testing.
Ans.
Most modem vessels are of the 'Aft accommodation' type. with the
Machinery spaccs also aft. Thus, there is a need to have a 'Deep' tank loward, so a s
ro achieve the reqxired trim easily. Also, it" only Double bottom tanks were used for
ballast, the vessel may become 'too stiff ', i.e. the Centre of Gravity is unduly
lowered. For :his reason, a forward Lower Hold is so arranged, as 20 permit the iilling
of ballast water, when required; and is'calle8 a s ri Deep tank.' Besides-sea water
ballast, the Deep tank may be used for any other liquid, such as fuel oil, i.e. it can b e
used ior Bunkers.
If the Lower Hold is to be used for caniage of liquids, it obviously needs to be
strengthened, in order to resist the maximum possible head due to the liquid carried. A
!Vast, plate iz fiired in a longitudinal direction, so as to reduce the Free surface effect.
;IS well as the suige of liquid, when roiling. The Haichway must elso be made water
a ~ l doil rig!it, so as to prevent the escape of any liquid. Frames are riomally made at
!cast I5 % stron~er.
3ulkheaa stiffeners are spaced nor more than 600 m m apart and have Srackris
at tho head and the foot. The deck plating &us[ be at least I mni thicker than that of
ihe boundary bulklieads Beams are nonnsi size, provided they are not smafler than
the bulkhead stiffenxi. The beams imust be additionally supported by intercosial
!;irders on either side o i t h e cenrre lice.
Deep T a n k Hatchway
T a n k Lid
1:) case of Deep ranks being used for oil fuel, the sides and boundary
hulkheads are additionally stiffened by means o f deep, horizontal girders. running
!ii:ht around the inside of the tank, and spaced not mcre than 3 m apart vertically The
:irders are stiffened at their inner edges, and are conriectzd at the tank comers by
iliin:ed brackets. They ar~estiffened at every third frame by brackets. A middle line
biii!thead is fitted if the tank extends across the fidl breadth of the vessel. which may
bi: perforated if required, so as to permit the oil levels to equalise on either side.
Light intercostal plates called Stringers are fitted horizontally s o as to meel the
sii-dei-5.Heavy oil o f Flash point not less than 60 OC niay be car~ried.Deep ianks are
tested by fillins with waier to thk maxi&m head which c'omes in practice, pro\.ided
tliat this is nor less tlian 2.44 rn above the tank top.
nh
eK
Vul. I?:
& 5 ~ Sketch and describe an arrangement of funnel uptakes, for a motor vessel,
giving details of the $&hod of attach'meni of'the Funnel a n d horq suppork is
provided, W h a t are the materials used in construction and their scantlings 7
Ans.
The funnel is composed of an outer casing of steel p1a:es 6 m n to 8 miit in
thickness, which are stiffened internally by angles or flat bers running
verticzlly.
The funnel is connecred lo the deck by a boundary an&, while the free end on
rap is sliffenzd by a moulding, which is half round in section.
The support is givsn by means of wire stays, attached by lugs to the funnel and
rlie deck. and capable of being tightened by means of rizging screws. Access is
by rnezns of a water-righ; door, capable of being opened from both sides.
Therz is a p l a t f ~ mabout i m high inside the funnel, throtrgh which the upiakes
pass without any connection, in order to take care of the expansion, v!hich is
doir~: by tileans c f bellows. The upiakes pass through hales cut in the p1a:fornx.
niid have a slidisg riirg sr;angemei!i ro p e n ~ i expansicii.
t
Tk,e iop of the u?t&es ead a: the lop oftlie fmmel, and are con:iectzd hy ~ncijri-:
of :an arigle iron or ring to thc uppet- platfo~m
A silciiczr is fitted to e n-~ i n ei:pte:-es,.and is supported on its own seat. Ladders
m r ! xiaiiiigs prgvide access for mainrmance and inspection
'
#?
43
mm
AFT
LY
The strength of the deck plating is reduced by the o?eningi ciit into it. which i;
madp up by Comings, which are vcnical stiffe~ers,welded to the sides of the
hatchways. The height of the coaming cl?ould be such, a s to pseveqt the enIIy 3f sea
water - on freeboard decks, it is 600 mrn, where they are exposed to the weather. On
superstructure decks, aft of 'Aof the length ofthe ship, the height is A 5 0 mm.
The loss of resistance due to beams being cut in way o i the hatches is made
good by adquate stiffening. Half beams are attached to the deck girder. The deck
girder is fitted in line with the side coarnings. Horizontal plates, called Gussets, are
fitted under the harch corners to sxengthen the connection &ween the coamingr and
the hatch end beams.
Stress concentrarions could occw.at [he square edges o f the coa~viiigs.which
are reduced by having the deck extending inside the hatchway, as shown. The corners
are rounded off, and the radius nlust be at least 1124 of the breadth of the openin:: or
al least 300 mm,whichever is more. Full penetration fillel welds are used for seitins ;i
good join. If coamings are 600 mm or more in height, they we to be stiffened iurrhcr
by bulb bars, at least 180 m m deep, fined horizontally near the upper edge of the
coaming. Vertical brackets, called stays, are htted to connect thc above stiffene~sto
tlie deck, and these must be not more than 3 11) apart.
T[
T h e ship experiences severe srress dul-ing pitching, when !he fcre end emerges
from the water and slams down with tremendous iorce, which is called as Pounding.
..
9.np*.e"i,,:
9'&tp
;3$
orc'oukllr bb~t,=m
.
15-3081.
5%L
Pounding region
The forward section, fi-om %;h o f the length or 5 %, till 25 - 50 % abaft the
siem. is to be strenghened by increasing the rhickness of iiie outer bottoln piatin?~
Also, str-ei~:thcniil: :he coiinections Corn ?he ;ide sheil to rlie inlie: b d ~ o n lor rankside !jrdi:!-.
!it !I-ansveisel;. fi~ameddouble borionis. fix pounditis !region hzs solid plate
floors at c,,ei y frmi: space, and m i ~ s t ' b econnzcred !o the outer bottom plariny by
coniiiiiio:i; ~.velds.In longitudinaily fwmed double bot~onis.plate noors are fitted a i
every a!tc7wIe frame sphce.
The water-right doors must be capable of being closed upto a list of 15'
and opening / shutting must be possible both lccally as well as from a remote
location above the bulkhead. At this remote location, an indicator is to be
provided, showing the status of the door i.e open or closed. These are of mild
steel or cast steel, depending on the requirements.
Water-tight doors, in cargo vessels (rarely found in modem cargo vessels), are
to be tested by a hose test, while those in passerzer ships are tested by
submerging under a head ofwater extending to the deck above the water-tizht
bulkhead. This is done before the door is fitted in the ship.
--
Metallurgy
short notes on : a) Strength, b) Hardness and Elasticity,
c) Eior~;niion a n d Ductility, d) Malleability and Toughness, e) Plasticity,
0 Stiffness, g) Brittleness, h) Fatigue Failure 1 f3tigue limit and i) Creep.
Ans
1.
YQ.~.
Write
7.
3.
4.
abrasion.
Hardness : The ability to withstmri scra:ching, wcar,
indentatian (by a harder body) denoted by the Vickers number (V.P.N.) or
Rrilinel number (R.K.N.).
EiasiicitJ. : The atility fa mzterial tinder stre!ch to return to its orizinal
an impressed force is renmoved.
shape 1 dimensicns, ~h.h-r,
Elongation : When a sample of a inarerial is pulled (ill a cesiing
ti:acIiiite), stretching takes place befcre fracture. The
. -. elot~arioi;is [his
-.
artlount of stretch. jusr bcfore fracr~kre- usually expressed as a psireiiray
scia~eiro ductility.
5.
6.
7.
8.
9.
10.
1 I.
i?.
Fatigue Limit: This is the greaiest sties8 or range of stresses. whicll can
be applied to 3 rnemb-r, for an onlimited number o f cycles. wirhoul
caiisini: failure.
Ij
Creep: When a component is loadcd, over a long period o f time, ti:e 111e;aL
may exhibit extension and ultimately fail, at a stress well b e l u x the
Ultimat: Teqsile Stress (UTS). The effictj: s f creep are serious
deformation at high temperatur?.
g)Cobait,
Ans.
V I a n p n e s e : Manganese increases hardenability in steel, but also incl-cases
brittieness. It is used with a low carbon steci: to increase tensile stren:th.
Nickel: Nickel i ~ c r e a s e sstrength and corrosion resistailce by the formatioi1 01.
iinpr %rains, in the material. Upto about 8% Nickel will not affect the ductllii!
'Tliis is used in n1ate;ials subjected to high stiesses - t.5. pump rods.
C h r o m i u m : This increases h ~ d n ~ 'and
s s resistance to corrosion/erosion. This is
used, along with Nickel, for Nickel-Chvome strels. It can be brittle, if irnpropsii>
tempered.
Molybdenum: This eliminate; '"mper brittleness (in A'ickel-Chrome steels). I t
enables increased content of Manganese; without brittleness. !t is used hlincreased strength at high tempeiature, and is thus found in -*
superheater tube? and
turbine
rotors
It
also
increases
the
'creep'
resistance.
_- >__
..~
~~~
Vanadium: This i s a De-oxidising agent, i.e. it reduces the iron oxide conten;. i t
also increases resistance to fatigue. Used in boiler rube material.
--
Tungsten: This refines the grain size, to i:nprove hear resistance and c o r ~ o s i o n
resistance. Used in machine tool-bits and cutters in the form ofTungsten Carbidr.
.-?
J Q .W~
J
r i t.e s h o r t n o t e s
on :
a ) Case hardening.
5 ) Nitriding.
c) Flame H-rdening
c
Ans.
q0o
cL.s&nJ
Case hardening
This is a process by which the outer surface of a mild steel component can
be hardened, ail around or on selective Lieas (you c2n paint the pan of the
burface, \vhich is not required to be hardened).This process is done by enrichin:
cnrbon content of the surface and applying t h ~ treatment.
,y$i-;
Thr skin is carbon-enriche: by 'soa iqg the component in some carbonrich material (e.8. charcoal) at a .-temperature
3bove 900 ". The depill of rhe
rarjon-enriched skin will depend upon the mate& used for enrichment and on
the length oT soak. The depth of the "c2:se" may vary from 0.8 mm. (2 hours) LO
h r n (12 hours).
Nitrid!ng,
(~ 0 - 5 5bc q - l - 3
PLQCm
',$I\=
What are the alloys of Copper? Discuss briefly the properties and basic
//composftion
of various alloys of Copper, such as Brass, Muntz metal,
Alum~ntumBrass, Admiralty brass, Manganese Bronze, Admiralty bronze,
,
Cunrnetal and Monel metal.
Ans.
C o w : I t is a soft and ductile material but ages / work-hardens very quickly.
becoming hard and fairly brittle. Good heat and electrical conductor,
--
~~~
. ~ >-:
~, * . ~ /
-
3j.
/7
.-R ~ ~ r :s sI t
,,
addilioti 01.
b)
c)
Strength
Corrosion Resisrance
Titanium has the highest strength-to-weight ratio of acy struc~c:ml
metal(about 30% better than either Aluminium or steel). This esceptionrti si~-rngtll
to \\-eight ratio is maintained over a wide temperature ranyc (from - 200 "C to 5%)
"Cj.
The prcsence of a thin but tough and tenacio~ts oxide surface tilni.
provides escelient corrosien resistznce to borh aimospheric, as weli as rhs sza
wat::r environme~t.Being near the cathodic end of the galvanic series. titaniun?
peribrms as a 'Ysble' metal.
Other properties are:High melting point (compared wit!> steel)
ii)
(ii)
Low thermal canductivity
(iii)
High electrical resistivity
(iv)
Low coefficient of expansion.
Due to the difficulty of obtaining the metal from its ores, i t is very
expmsive, and thus not for general use. Th9 pure metal has a low :ensile strength
r i 1 6 i\/l~l/m') and a high ductility (50%) Due to traces impurities in its
com~nercialform, it's tensile strength is upto 700 M N I ~and
' the ductility is 20%.'
Titanium is one of the few allotropic metals (like steel), and it can exist in
two crystallographic forms : At room temperature it has a Hexagonal closepacked s:ructure. At about 900c, it transforms to a Body Centel-ed Cubic
(BCC) structure. Like steel, titanium can be heat treated. Also alloying elements
can retain or stabilise a s ecific crystal fxni. Titanium alloys, \vitl; tensile
P
s r m ~ t h supto 1500 MNlrn-, have been used. The mechanical properties of the
mctal are related to the crystai form. In the BCC form, it is niuch stronger. but
more brirtle than the HCP form.
Fabrication o f titanium is difficult, due to its affinity for Hydrogen.
Oxygcr~ c?c Nitrogen - all these impurities can cause embrittlement. Hence.
eie\/atcd-ternl)erat~~re
plocesses, such as welding, require care and experlisz.
Usually casting is carried out under vacuum conditions to avoid oxidation.
VoL 111
6. What
is Metal-locking
? What repairs a r e czrried out by hletal~-.locking?
Ans.
k M e t t a l o c k 01 Metal-lnckiug. js.~a 'cold'
- repair of brokenhacked
~~.~
..
castings, in lieti
of repizcernent
of
the
casting.
It
has
proved
popular,
due
to
its
cost
benefits (as
.iompz&f
to replacement of the casting). It provides sufficient strength, and
enables the casting to be repaired 'in-silu', i.e. without having to disnianrle and
remove the componenr to shole workshops.
The affected surfaces have to be carefil!ly prepared, by chiseilng or
grindine. Broken pieces arc accurately re-alig~edand held in fixtures or clamps.
jigs are used co Fosition the 'F3ttern' ~f holes across the crack, at right anglps.
Holes are drilled and then 'joined' by accurate cliiseling, to create 'slots- of a
specified shape. These will accept pre-made 'Keys'.
Q.
~~
'Holes'
0 0
o\o
'Keys' are thin 'peened' into the slots, in lcyers, by pneumatic hammers.
Holes are then drilled and tapped, alpn:, the line of fracture. These are careftil!y
spaced - alternate h d e s leaving d gap which is less than the hole diamzter. Studs
arc thex tightly fined and 'snapped' off, caulked and 'dressed-off. Gaps are then
drilled, tapped, plugged and 'dressed' :o complete the seal along the original
crack. The studs seal against pressure and exert a tensile stress along t h t 'keys'.
The 'keys' restore the rigidity to the casting.
Key material is Invar (56% Ni, 0.21%C, 63.79% Fe). I t has a low coefficient of
expansion, is soft but work-hardens to zn Ul?imate Tensile Strength (U.T.S.) of
780 MN/ m', afier 'peening'.
Advantages :
Dampens cornpressior, stresses.
No new stiesses or strains.
Disadvantages :
Keys are subject to 'creep'
Vol. Ill
A x
Creep is a time dependent strain. A typical creep curve of strain, on a base
of time, shows several distinct stagzs. After the initial sudden extensim AB
(occurs in zero time on :he scale used), there is primary creep BC (or trafisient
creep), in which the strain rate decrexes with time. This is followed by seccndary
creep CD, in which the creep rate is constant with time. Finally, there may b~
le.riary, cr accelerating, creep leading to fractu;~at E. The la!ter is called creep
rupture. The total strain at m?tti;e is typic~llyonly a smd1 frxticn of the valm to
h c t u r e in a comparative tensile test.
i lOOi<ES LAW
i
I T the
SUDDEN EXTENSION
A'
TIME
- --
--
Vol. NI
The presence of tri-axial stresses. Hence thicker plate are more prone than
thin plates.
High swain rates, usually associated with the presence of notches or stress
concentrations.
Low temperatures.
The effect o f low tenqxrature can br: simulated by a notched bar impact
test, i: g. Charpy or Izod. I f the energy ro fracture is plorted against tcmperatttrc tl1ei.i: may b: a sudden change from ductile to brittlc bekaviors. This is known as
the 'ductile-brittle' transiti~n.
It wm!d be impractical to remove every possible notch or stress
coriccntration. Also, the working temperature cannot be altered. Thicker plates
may be wed, of hisher strength, e.3. high tensile steel.
Arresting techniques can be used to prevent the spread of cracks. in o!der
ships, rivettd seams would arrest the crack, since the crack could not propzgate
GCriiSS cj;%reiil p ! 6 3 rivetzd toge;her. On fully welded s h o p . -notch-ductile'
std is
i r ~ciitiial posirioils. E.g. shear strake, bilge strake, kezl, comers of
open; rigs.
Q.8,
b
<
NGN-FERROUS
The S-N diagram indicates that the fatigue strength, or endwance strength,
decreases with increasing number of cycles. me S-N curve is sometimes divided
into two regions.
Below N = lo4 cycles, the effect is known as high stress, or low cycle, fatigue
Above N = 10' cycles, it is known as low stress, or high cycie, fatigue.
For ferrous metals and a v e v few others, the S-N curve approaches a
finite stress aptitude, called the fatigue limit. Below tkis;-'a fraciwe will not
develop, however great the number of cycles.
The appearance of a fatigue fracrure has several characteristic features(at
least i n ductile materials such as Mild steel). In materials with less ductility, such
as alumin~mallays, recognition of a fatigue fracture is not so easy. Unlike the
tensile fracture, there is no apparent plastic deformarion, adjacent to the fracture.
Knowiedge
Vol. Ill
Endurance
Pounds per sq. inch.
Ground
16-25
9 1 .OOO
Lapped
12-20
100.00
Super-finish
5.6
i 16,000
Vol. 111
material in fatigue will allow an assessment of the useful life of the component to
be made, so that i t can be replaced, after an appropriate working period, such as a
bot1om end bolt of a four stroke engine. For plain steels. the fatigue strength in air
is nluch higher than in water, even fiesh water Col~osionresistance of a material
is more impcrtant then its static tensile strength, in determining the corrosion
fatigue strength. For example, plain carbon steels show a marked reduction of
fatigue strength in fresh water ; while chromium steels are only slightly affected
by water and the corrosion fatigue strength is unaffected.
A similar phenomenon is frrtting cormsicn, when two components at-e
pressed against each other. Thus slight but repeated relative motion occrrs, as for
kxample, in holding-down bolts, when the fretting corrosion destroys the joint
faces, when running. The corrosion products formed, like a reddish brown dust
Ferric oxide. in the case of steel, can help to detect this condition.
hr
Ans.
Steel is xi alloy of Iron, with carbcn as the al!oyinp element. TIlr
percentage, of carbon present, determines it's properties.
Thete are .wo commsn alloys of iron:
-~
~
a) Sreel m d
b) Cast Iron.
Steel has less :han 1.8% carbon, while Cast Iron has between 2% and 4% carbon.
Upto 1.8% carbon can exist in steel as a chemical compound called iron
Carbide. This enables the steel properties to be modified by heat treatment. The
carbon, in 'grey' Cast Iron, exists in the form of flakes of pure graphite. This
makes the material weak in tension, but easily machinabl;.
There are two factors of importance to the marine engineer :
I.
2.
Vol. NI
Hardness : This increases with increase in carbon content, i.e., steel with 1.2%
'
carbon is much harder :hen steel with 0.2 % carbon. Both the low and high
carbon sti-el are capable of being machined in the normal state, although the
speeds of machining must be low, in case of the high carbon steel, to prevent
'scrface hardening'.
Carbun Content
,
MNI~'
Ductility( %)
Hardness No.
!ensile Srreng!
-20%
125
htgn-1
250
i
Ductility-
Harness
Negligible
280 Brinnel
Compared with steel, the value of the strength of Cast iron is very low.
altl~o~.i~;ti
the value given is from the tensile test only. The comprcssivr strength of
Cast iron is mush higher 690 MN/n12, which indicates that this material is best
siiii.i:il to compressive loads. I t is also very brittle, so it should not be subjected ro
shwk loails. Cast Ilon has a lower meiring point than steel and is much easier to
cast.
Val. ill
There are four processes, by which the properties otsteel can be modified.
by heat treatment. These 2re:-
I.
Hardening
Tempering
1.
Ameaiing
4.
biormalising
H U T TREATMENT
CHART
1
TEMPERATURE ZONE FOR
AND HARDENING
% CARBON
,$
Note that the temperature is 900 OC for pure iron, falling to 7 0 0 ' ~ lor
0.83% carbon, after which temperature is constant for increase in carbon content.
These
temperatures where changes take
place are called
Critical
temperatures, above which change occurs and below which any change cannot
occur. To ensure thut the desired changes !lave occurred, the component must be
heated to 20 - 50 OC above the critical temperature, before cooling the steel, in
th:: rnarmer necessay to give the required properties. It is thus possible in
determine the correct temperatures, for treatment of plain carbon s!eels.
Q.13. Explain 'Notch toughness' in mzteria!~. 0nt:ine the test carried-out fi,
determine iocghness - the Izod Impact Tcst. Discxss how rviil ycu repair a
high pressure steam pipe by welding, and ensure that it's properties a r e nut
lost?
Ans.
'Notch toughness' is a measure of a material's strength, in rhe presence
of any stress concentration, such as a notch or a crack. Brittle materials, such as
$lass or ceramic, will fracture readily at a notch or surface xratch, but have qu!R
iiigir strengths, in the absence of any -stress raiser'. Similarly, low 'notch
m!ghr!ess' may occur in metals, the chiet' p1-obIen1being in high strength alioys.
Brittle materials, i.e. those that fracture wid? little plastic deformation, in a
straigh!. tension test, will have very i o ~ ynotch toughness. However, the opposite is
~mfr,r.t~.ir~ately
nor ti~!e.Evec thou$ a material is diictile in a tensile test. with i ~ i $ l
eloi~gatiofiand reduction of area, i r may fractrtre in the presencs o f a notch or
crack, without appreciable plastic flow and at low average stress.
This was found first observed in heat-treated al!oy steels. Various notchedbar. impact tests, s u c , ~as the lzod and Charpy tests, were developed, to measure a
marcrial's ability to withstand stress concentrations. It was observed, thzt the.
riotch toughness of mild steel, which was a highly ductile and standard
construciional material, was questionable, following fractures in many of the early
ail-welded ships, due t o i h e absence of any form of heat treatmefit tiler. A crsck
can propagate through mild steel, and other similar metals, with little plastic
deformation and at low applied stress (75 MN/rn2). The Izod and C h a q y tests are
srill [hi. standard tests of notch toughness.
lr: the Izod tea, the specimen is a square bar (10 x 10 mnl), in which a
45' ilotch, with u root radius 0.25 mm, iz cut across one face, :o a depth of 12 mni.
I: is held verlically in a vice; the top of which is level with the notcli, and the fi-ee
end s!si~c!<,on the notched side, by a 27.2 kg pendulum, moving at 3.5 mls. The
c n e y y (ir~Joule) absorbed in fracturing the spccinlen or bending i t to a!low fiee
pasxi!!:;
of' thc pendulum. is obtained fioiii the decrease in amplitude of the
l
l
~ I . Ctmpy test uses a similar size of specimen, witli a notch cut in
- .~
,
2.--.s
.-.
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the middle. 11 is simply supporrd 21 botli ends and st[-itck with a 27.2 kp
pendulum in the middle, on the opposite side to the notcli.
Tllr energy absorbed 11: a test (at room temperature) was iegarded as a
Sllffi~ieiltcriterion of a material's resistance to ii-acture. Nowadays, the energy
?bsorbed is measured as a function of the temperatilie. Over a transition
iempera!iire range, the energy value c h a ~ g e sfairly a p i a l y from a high vrtiuc to a
low one. i t is considered that a material is satisfactory in service. if used above the
transition telmpereture range and unsafe below i t .
...
Cavi!atic~ 4 t t z s k
b.
c.
De-zincification of Brass
d.
Graphitisation
e.
Stress Corrosion
f.
g.
Bacterial Attack.
,,
Am.
Corrosion Cells
If one part of z metal surface is esposed to a higher concentration of
oxygen than another part, the higher osyoenated area tends to become positive
and r1:e lower area negative (anodic), w i ~ hcorrosion of the latter (anode) taking
place. This is refe-red to as Electro-chemical corrosion. Any variation in Ion
ccncentration against a mrtaliic suriace will give rise to similar corrosion.
Cavitatioa Attack
Cavitatian attack is due to t!x hammering effect of streams of vapour
buihles, caused by turbulence. wliich b m and collapse, over a sniall aiea of
metal surface. This airack not only removes any protective films, but physically
removes n~etal,until a hole appears and the component fails. A common example
is a partially throtiied sea-waler value.
The rate of corroxive attack depends on how much curien~,per unii ar-e;~.
acts on the anodic area. (current density). The current is less, if the two nletais are
close on the galvanic table. A Iaqe copper sheer nailed down with steel ins
- ..
Vol. Ill
would result in a large cathode area (copper sheet) and a small anode area. Thrse
would be an intense attack on the steel pins.
liowever. if a large sheet of steel were fastened with copper pins. the
attack on the sreel sheet would be negligible, as the anodic area would be very
large, as compared with the small cathodic area of the copper pins.
Dc-zincification Of Brass : This is the removal cf the zinc from tlie brass a!iciy,
leaving behind a porous weak spongy copper. Certain brasses can be inhibited
from this attack by the additior of zrna!l amount of arsenic. (Single 1)hast:
brassesj, The more complex brasses can not be ~nhlbi?edby this method. File
addition of small amounts of tin (1%) helps to retard this corrosion.
Graphitisation
In sea w a t q the imn matrix of cast iron can be selectively corroded away.
Ie'iving behind a Fragile sile!l, consisting !argely of graphite. This attaCK is aiicn
vverlooked, as there is little chaage in outward appearance. Tne galvanic effect
of qaphitisarion can be serious on adjacent "no!i-ferrous" compontnts. ?he laypi
vi' yiC~phiteremainin2 is more noble than any of t k copper-alloy compoiii-m;.
hence their corrosion can follow the graphitisation of cast iron.
Stress Corrosion.
If a brass component is "cold worked" by being bent and shaped, the mctal
Is uoequally stressed. This stress can be enough to set up a galvanic coupit:
ibi.Lweeii adjacent areas. The subsequent corrosion is caused by ammonia, whicl:
sets u p a concentrated attack at the grain bouxdaries in the areas of unequal stress.
lmpinpernent Attack
This is the result of the devdopment of high speed turbulenr flow in the
waccr; the flow carrying entrained air bi~bbies.This effect can occur even if the
tiow velocity is loi.~;however, the faster the flow velocity, the greater the rate of
corrosion. The attack on the metal follows the lccal renloval of the (nom~al)
protective film. Thesites, where thc impingement takes place, become the anodic
amls, b~tiichare surrounded by the large (unaffected) cathodic areas, where the
filins al-c undamaged. The continuo~rsimpingement of sea water prevsnts any
pissivaiing film from re-forming.
Typical factors contributing to impingement attack are badly designed or
as:jeinbicd systems, where flanges are out-of-line and there are sharp bends.
Partial fouling, by debris and lack of ail- release pipes, can also assist the attack.
.:.
Sand Erosion.
='
.~. .
. ~~.
~~~.~
. ~.
.~
Bacteria ~ t i a c k .
. . ...
This can result. frcm ley-up or prolonged period .in pol1u;ed. watei-s. The
.
bacteria.(anaeiobic) produce hydroger. sulphide, which can result in considerabi:
eorro~iono f the. ferrous cornponenu. .
~
. .
Q.13
Ans.
Radioirxplty
This reveals rhe presence and nature of discontinuities, in the interioi of
welds and castings. Short wave radiation s ~ t c h a sx-rays or gamma rays ai-e passed
through the object being examined, and the shadow formed is studied. eithci- on
Vol. 111
This radiation is used for outdoor work and in confined spaces, since
neither electrical power nor water supp!y is required, X-rays are produced by
d~wornposXonof radioactive substances - but due to decay, the strength of the
sour%: decreases with time (Half life).
Iriditur, 192 is roughly equivalent to a 500,000 V x-ray set, a s regards
per~ct~xting
power and has a useful life of 40 days. Cobalt 60 has a half-life of 5.3
yean arid is useful, where a greater pcnefrating power is required. c.g. 60 mm or
grre3.m thickness of steel plste. Typical faults revezled by radiography incixdc
rim-rnztollicl inclusions (e.g. slag), porosity, cracks and other weld defects, such
as i!~adeqitatejoint penetration, incornplere fusicn, casting faults such a s
sl~i-in!cagea r ~cavities.
i
i'his method uses the reflection of sound waves. Being safer for the
o!)eriitor, tllan x-rays or other radio-active means, this method is be coin in^ mot-e
popl.ilar, tilie to its environmentally friendly nature. However. its limitation is t!ae
ext;:iil ul' area covered. Pulses of high frequency sound waves are applied to :he
cornpolleiit under test, by a peizo.electrical crystal.
Advaiiced
Fluorescent :
Highly fluorescent liquid with good penetrating qualities is applied ro the
surface, and is drawn inrr, small surface openings, like cracks, by capillary action.
When penetration is complete, the excess penetrant must be removed, to avoid
interference with actual defect observation. A developer, which draws penetrant
from a defect and produces fluorescent indications under U~ V. l i ~ h t ,is the:,
applied. A dry powder method is commo:ily used, but a colloidal water
suspension may be used, applied by dipping or spraying, followed by hot air
d~ying.
that minute poles are established at these discontinuities. These poles have a
sirongel- attraction for fine-n~agne!icparticles, than the surrounding 'sound' parent
niatei-ial. Thus. the positions of defecti are ~cvealzdby observation of magnetic
jmr?icle distribution or lines of force. which out-line the irregularity.
Defects which may be detected are surface cracks of all kinds, sub-surface
cracks, weld faults such as incomplete fusion. The magnetic particlr methods has
the advantage, that it will reveal defec~sunder thin paint films or plating; it will
also I-weal those defects that are not open cracks and therefore not detectable by
dye pew:[-ant, e.g. :!lose filled with slag, i t rvill reveal subsurface f l a w . and is
h e r and more ecor.omica1 than penetrant inspection, and requires less clean in^.
Sowever, this rnelhod can only be used with Fel-ro-magnetic materials - i t
cannot be used for non-ferrous alloys or austriitic sreels. Also, any differences in
i?!agiictic characterisrics of ma:erials. in dissinilar metal joints, may cleate
discontin~iities,whici~elroneously indicate fauits. The outlines of s~b-surface
fli~wsmay not be acctirate. since tli; sensitivity drops rapidly, bz>oi:d zbout j mt:~
hclow the surhce Typical processes use DC, AC or rectified cuirent, usual!).
hi:h amperage a d low vc!tage, fiequenrly applied thorough two probes. \\;it11
liiizly divided Ferro-magnetic povider particles ( e . ~ .iron i i i i n ~ s )bein2 applied
dry or froin a suspension.
;
i-.
.
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=@- &3$
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.,
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Eddy current tests are those, requiiin~the area under test ro be s~~bjecteci
to \he influence of an alternating elecrroinagnetic field, and can be used to deteci
swhcc cr sub-surface discontinuities, that may occur in the form of cracks.
scnirvs, voids and s o on. The effect of an Electro-magnetic fiei.i, on the !est area.
may be two-fold : eddy currexts are induced and. if the material is magnetic.
ina:pt:tic fields are set up These two effects. in i m g e t i c materials. may not he
rcatliiy tlistiiigiiished. but with experience, caxfiil sekction of the mngne~izing
ficqucncy, some discrirninatioii may be ctbtained.
Muii-mapetic materials
111Eddy ccrrent tesis; the magnitude and direction of the eddy cul-rents are
aircierl by ciiscs:itinuities in the metal, and any such change is picked op by a
ciekctor coil, that acts upon appropriate electronic circuitry, ro ie:isrrr
the
tliscut~liruti~y
Since eddy citrrcnts may he induced in any conductor. magnetic as
wcll as rrowmagiietic marerials can be invesdga~cd.For the laner. an alrernatii~g
eli:i;ti.or~~agneric:i: iidd is usually produced Sy an inductor of suitable shape. in
close proximity lo thc tezt area.
Wlngnetic materi;tls
The distribwion of magnetic flus is affected by discontinuities i n the
inateria;. changes in the eddy current or the magnetic flux may be interpreted bv
means of several different variables - voltage, current, impedance, ph2se or seine
combination thereof, a d these variables are analyzed electronicaily, to provide
the desired informstion in a usehl form - by comparing faulty and sound material
respoilses. The involves sxrounding a coniponent with coil(s) and moving [he
two, relative to each other. The frequency of the e.m.f. fieid depends on t l ~ e3,-ptll
oipenctr;.tiun, but is usually in the ranze of 500 to 20,000 Hz.
Give the analysis of a cast-iron considxed sui:able for cylinder liners.
State the mechanical properties of the cast-iron. What impurity n;ust he
kept to a minimum ? Ho!v can the tensile srr-ength be incl-exsed incf tile
:-esistnnce to wenr bc i n ~ p r o w d ?
Q.14.
f\lii.
Carton
2.0 YO
Man,c'anese
1.0%
Silicon
0.7 %
Phosphorous
0.4 %
Su!p!lur
C.! "/o
Ans.
The tin content for~nsrhe matrix. This ma!& is sufficiently sofi to
acconimodate the small changes in alignment betuxen the journal and the beal-inz
surfaces.
The antin~ony forms cubes or cuboids, which are very hard. 1-hese
cuboids take the load from the journal or pin and transmit i r to the s u p p o r r i n ~
1
I
I
Vol. IN
tilatrix. They also have a high resistance to wear. When the bearing is being cast
3 r d the white-metal is in molten state. the antimony ctbes tend to float and
co:igiornerare, a process referred to as 'segregation'.
The copper constituent prevents segregation. The copper has a high
melting point and solidifies firs, forming long needles which interlace ic a crisscross pattern through the liquid tin. The interlaced copper needles hold the
antimony cubes, in an evenly dispersed pattern through the tin matrix.
I
I
When the white-metals ingots are melted, prior to casting, es:reine care
! n u s be exercised to p v e n t overheating the metal. Care must be also exercised,
when bearings are centrifugally cast, to prevent separation of the consrituer~ts.
Cadmium improves the toughness of the bearing metal and helps prevent fatigue.
Q.16. Give the analysis of white-metal, suitable for diesel engine Main and
Rotlo~~i-end
bearings What are the special requirements of the xvhite-metal
ustd in cr?ss:tcad hearin23 ?
>\?s.
,Anal-/!;is
Tm
Xi
38 ?A
~ntinlony
?-lo%
Copper
4-5
YO
The white metal used for diesel engine bearings, is produced by metal
refiners and sold u d e r various brand names.
'flir: loads placed L i the crosshead bearings of modern engines are
extt-cmely heavy. The requirements OF the white-metal depend on the design of
thc b::ar.ing. For example, very stiff crosshead asseniblies, with a thin whitei!l?tk!l
layer, require a different netal, from a more flexible cssembly with a
thick layei. Thc requirements, for each bearing, nwst be formulated initially
h r ? previous experience, and then modified following service experience, to
g i w the desired characteristics.
L
i s~
:. W
.*,+A
+
$:
38 %
Tin
Antimony
8%
Copper
4%
Cadmium
traces
y<
.$&
+$:d
.k:-
126
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.
arc
Plastics are made u p g f lono, cliains of identicai- moleciiles. i ~ e they
polymers. The cotisriruent moiec~rlesw e c a ~ b o nand i ~ y d r o ~ ecompou:xis.
n
and
imay also contain a wide i-anze oisoal or petro:eum oils.
Plostics have so far not been sjed for any 31 the rnajor components of
dies;\ ensines. Their use is limited to insiru~nen~s
and electrical 5ttin:s. The
Nylon This iliareid is iised for small bushes and ~earwlieels it1
i~isliulnents.I t is to:!fh: lins n lo\\, coi.fZzli.ni o f li-iclion. and can be machined
from rod 0'- piale sections. it is also inilde into fihres.
I'oly-mriiryl-nierha-zcry!ete (Pel-;pix). This is a clear vlasric, c o n ~ n > o n ! ~
me6 for instrument glasses, ieve! gauge tubes (not for boiler or high presscrsteam service). arid Gear case si$i glasses.
\ZZGnd
Q.1.
fuels
-7
I n the case of marine fuel oils, justify the need to have proper
~~erifications.
State typical fuel specifications data for a two-stroke
main propulsion engine..
Ans.
ij ,j F. LA 5 :&'/! .&v 5
YoL 111
Ans.
Viscosity
Oxidation
Cylinder oil : Cylinder oii should have gcod. detergent, dispersant propefijes.
Also, there niusl be adequate film strength, boundary lubncaiion and oxidation
qualities. Iis neutralising qlialitj is given by in TBN Wzmbcr, which depends
on the Sulphur coqent oithe fuel, among cther things.
Write a brief note on the adverse effect, that a fuel containin%high
values of each of the fotlowing, may cause:a)
Vauadiurn.
b)
Sulphur.
c)
Sodium;
d)
Ash particles.
Q.3.
2 '=?
Vanadium
Coo
A hard, white metallic element, densty
- 5500 kgim3.
Melting point (of the pure metal)
- 1710C.
In marine fuel, it is tied up in the covalent bond structure of the hydro-carbon.
which means,that it can not be removed easily. In thkcombusti& process, ii
'can readily combines to form a variety of 'low melting point' compounds,
typical of which are : Sodium Metavandate, Sodium Vandate and Vanadium
Pentoxide.
These compounds, when in the liquid state, can do a considerable
amount of damage by liquid metal anack, the main effect being from the
Vanadium. This corrosion is rapid with steels but no metals is immune. The
process is commonly referred to, as 'high temperature corrosion'. In the solid
state, the Vanadium compounds adhere to the metal surfaces;forming needielike deposits. The build-up can be very rapid.
p-eh+
sodium l l e d ~
k
u
U/V COI-S:OQ
,/--
-~
--
~-
Vol. IN
.,
,/Sodium ': This is a constituent of fuel, and 3ppears in almost all the harm&!,
nom.dly part of the moltcular
structures of the fuel, so its removal can be achieved.
r mar. 0 - y . 7 -
B Y WEIGW.
Ash particles : These consist of earth and metal contarnicwrs, which can be
suspended in the oil, like sodium, or may be a part of the chemical stiucture,
like Vanadium. In the latter case, they cmnot be sntrifuged. out. They tend to
melt or soften in the flame, then solidify on the first cool metal surfade they
meet, contributing to slagginer gas side fouling.
4.4.
Ans.
Calorific Value : The heat value for carbon is 34 MJkg and for hydrogen, it
is 122 MJkg. iIence, for molecules with the same number of Carbon atoms,
!he Paraffic molecule, with its greater number of hydmgen atoms, will have a
larger heat release, than the equivalent Naphtha o r Aromatic molecule.
The Paraffin moleiules are larger than the corresponding Na~hthaor
Aromatic molecules, so there are less of them, per unit volume, i.e. the density
of corresponding Naphtha and Aromatics is greater than the Paraff~n.
Hence there is a relationship between Specific gravity and Caiorific
value, the Fuels with the lower Specific gavity having the higher Calorific
value. The Calorific value is estabiished with the 'Bomb Calorimeter'.
I
I
guide lo the Tale of fouling. Piston ring sticking and slagging in boilers is
attribstable to high va!ues.
~ t a b i f i t yand Compatibility : A fuel oil can be looked upon as a dispersion
of Asphaltenes in an oily medium. In a stable fuel, the Asphaitenes remain in
suspensiorr. However, should the equilibrium of the suspension be disturbed,
[oossibly by- mixing
.. with a second fuel, which (althoueh
- bv. itself stable], i--s
ncverthe!ess incompatible with the first fuel], precipitation of Asphaltenes will
nrclir
--.-.n~
.. slndee.
.~
Instability can be caused by heating but is unlikely to cccur unlzss the
application of heat has been excessive and prolmged, s i x t most icputabie
suppliers manufacture their products to provide a reserve o f stability. A
refiner cannot always manufacture in such a
way, as to guarantee
coixpatibility between fuels from different sources.
Thus a risk exists, whenever two fuels are mixed. Shouid excessive
sludge 3ccur a s a resu!t o f instability Dr incompatibility, it may stan to fall our
immerlia:ely in storage tanks, heaters and pipelines, causirg the over!oading of
centrifuges aid the clogging of filters.
Fuei oil on-board test kits provide a simple way to test for
compatibility, using filter p3Ger, however the s a m ~ l etested ashor? in a
laborarory will be able to give a more sccurate analysis. ln m y case, it is
prudent :o avoid mixing of bunkers - as far ac practicable, store difieienr
bunkers separately and change-over anly after finishing-off one type.
Ans.
Auto Ignition temperature : Any petroleum vapour, in the flammable range
of concentrations can be ignited by a flame or spark, provided that the spark
has sufficient energy to initiate ignition.
VoL III
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Aris.
Lui)r.ica?ion: The primary purpose. of lubrication is to reduce friction and
wml: i t also helps to keep surfaces clean by carrying. away deposits. In case of
pis tor^ iirlgs, the lube oil film provides 2 scnl for compression, and nlzo helps
to keq) o l ~dirt.
~ t Besides this, the lubricant carries away heat and thus prevents
szizure.
?diueiril lube oils : These represect themajority of lube oil used on board.
basi: stocks are obtained from thedistillation of crude oil.
Cornpotind lube oils : These consist of 5% to 25% animal or v e e e-.oils
( n o ~ i r i r ~ e roils),
a l added to the remaining quantity of mineralox
3 :
.--7
I
I
Emulsion : When two or more liqrids are non-miscible, then L.ey rend to
form an emulsion. Lube oil which is conlaminared, or has deteriorated to jgch
a d e g e e that it will not separate &om water, can form an emulsion.
Oxidation : Some substances have an affinity for oxygen, and combine 10
form their oxides. Lube oil can get oxidised, due to overheating, producing
compomds which may be acidic and cause severe corrosion.
Lacquering : These are hard deposits firmed on high temperaturc regions,
from this lacqucr layers. On coolers surfaces, sludge df a softer nature is more
liable :o be deposited. E.g. ?iston skirts, ring grooves, liners.
bearings are tin based.
Corrosion 31 White metal bearings : Wh&metai
Tin can corrode, if an electrolyte is present. Hard, brittle, tin oxide layers
occur in patches. This oxide layer is twice as hard as steel,
can damage
both the bearing shell, as well as the journzl, if it becomes detached. ~h~
formation of the oxide layer can reduce clearance, cause overheating and
seizure.
Factors contributing to the formation of tin oxide :
1.
Bouadary lubrication, such as at start-up.
2.
Surface discontinuities.
Eleceolyte (water or other contaminmt).
3.
4.
Gil temperature.
Stress, in the bewog material.
5.
Additives offer somc protection, but care must be taken to avoid oil
contamination, which can result in a reduction of additives.
Q.7. What a r e the different types of wear found in marine diesel engines ?
Explain the ways in which they can be minimised. W h a t is boundar y
lubrication ? Explain the term 'hydro-dynamic lubrication'.
Ans.
Wear is basically of two types :
a) Abrasive wear, and
b) Corrosive wear
Abrasive wear depends on several factors, such as the quality of
lubrication, the size of impurities and the surface finish of rubbing surfaces.
Q.8. Describe how, as Chief Engineer, you would monitor the 'health' of
the engine room machinery, using Condition monitoring. W h a t is
'performance trend analysis' and what a r e the means to monitor them ?
hs.
i'article counters
The si e of vxious particles of the wear debris can be determined by
rncans of particle counters, which work on the light blockage principle. The oii
sarr~pieis passed thou* a sensor, consisting of a light source and a photo
diode. A particle paszing through the window blocks light according to its
size, since light travels only in straight lines.
Accordingly an electrical signal is sent from the photo diode,
accortling to the amount of light re~eived,which is proportionai to the size of
tiii: j)a.c?icie.The turbulent flow in the tube results in rotation of the particles,
thw the probability of getting the largest particle sizeisvery high.
Corrosion Monitoring
Ttit: pzrarneters to be measured are :X!i: m e of coirosion, the total depth of corrosion, or the thickness of good
marerial remaining.
Direc: observation is the oldest method, based on visual inspection. It
im its limitations, since deep corrosion may not be accurately analysed.
Chcmical and electro- chemical methods include analytical, potential or
galvanic methods. These methods are used to monitor water quality in boiler
feed water. The ratio of metallic ions in a sample, may indicate the extcnt of
corrosion.
P&formance
..:..
Tre@ monitorjng ,
~ o n i i o r i n gthe perfoimance of a system involves the measwtment and
recording of relevant parameters, an6 detecting any change in pnformmce.
Parameters like 6x1 consumption, lube oil consumption, exhaust gas analysis,
var;ous :emperatmes 2nd pressures are con:i~;uously monitored.
Deterioration in fuel c.onsumption figures could be duuc I:, vaiious
parameters changing, which can then be investigated and put right. Similarly,
change in the exhaust gas analysis readings could point to faults in the
combustion of fuel.
Excessive consumption of lube oil could also be detected, by an
ificrease in the wear rates of piston rings, if an on-line detecting system like
S P W A is fitte5.
(Rsfer the text-book 'Marine Engineering Practice' - NC: series, for
more details on thi- working of piston ring wear detecting systems).
Explain the following terms, with reference to thr analysis of lube
oil. Suggest, with reasons, which of the following data is of use, on
board ship :
Viscosity index
Viscosity index improver.
Oxidation.
Neutralisation value.
Detergent I Dispersant oils.
Pour point.
Cloud point.
Foaming point.
Cracking point.
Secure the screwed cap to the reaction flask and shakc vigorously for
one minute. Shake the flask every 5 minutes and read tqf gauge aEer 25
mini~ies.The gauge will give a direct reading of thq percentage, by
volume, of water content, up 101.2%.
(c) ~ i r o n gAcid Test : This aetermines the presence of strong acids in the
eripine lube. oil. as a result of the depletion o f nsrmal alkalinity reserve
1evc;s. Shake the oil sample vigoi-ously and add 6 ml of the s m p l c t9 the
test tube.
ThzS add 24 mi of 'Bromwresal Green' Indicator and 2 ml OF
Kerosene. Replace the stogper and sh&t the test tube wgorously for e l
leasi two minutcs. Aliow contents to settle and observe colour of the liquid
it! the tloltom of the test !ub%
A bice cdour ictiicatts the absewe of strong a i d s in ;he cil and, in
terms of alkalinity reserve, the oil is fit for further service. An initial green
coJour indicates strong acids in the oil and is rzgarded as a 'border line'
case. An initial yellow/g~eencclour indicates the presexe of stroi?g ;ci&
in the oil and the oil is uusstisfactory.
(dj Comparative Viscosity : This is to determine whether a 'used' !u5e oil i s
suiiahle for further service, by viscosity comparison, with a sample o i
'tiesh' oil. Obtaic a representative oil sample from the engine oil systcm,
pr-cferably after the main lube oil iilter.
Allow the 'used' oil sample to cool to ambient temperature. With the
'Flow-stick' lying fiat, add 3 ml of the fresh oil into the reservoir on the
dlarrttel marked with 'OiO' and 3 ml of the 'used' oil into the other
i-cservoir.
Till rhe 'Flow-stick' on its oblique base, and hoid in this position, until tile 'fresh' oil has nearly reached the 'OJO' reference mark, on its
ch:rrmel. Now quickly return the 'Flow-stick' to a horizontar position.
The 'fresh' oil should ha1.e stopped directly opposite the 'W0'
refsrence mark. Note the point, where the 'used' oil has stopped. If the
:msirion of this 'used' oil is within the two marked lines, then the 'used'
. . oil is accsptable for further use, on the grounds of viscosity.
C x e should be taken to subject the 'used' oil to other checks, before
coiklirrtnir~gto use it.
(e) Swoluble content test : This test is to determine the amount of insoluble
[iatlicles in the 'used' oil sample, of the engine lubricating oil. Shake the
oil :;ample vigorously and then place 3 ml in the test tube.
r\dd 3 1111 of 'dilute' oil (or 3 ml of 'fresh' oil of the-same type).
?'hosr)il!ghly mi:i, by shaking the test tubc. Drop a spot onto the test blotter
pry::% ?rid allow the spot to develop for at least 2 hours. Compare the spot
swiih stewJan1 'spots' of known carbon content in the oil ofbetween 0.4 to
0.3 #x,.
2) Sea / Frcsh water determination : The sea water conteni is found by the
Silver niiratc test described eariier.
\4i
1 4 >Simple
2 .
R)
3
r:)
Ails.
A Muff coupling is a shrink fit, and may be used for connection of the
[xopcli;:r. shafi, allowing the shaft to be easily withdrawn out- board^
i3
2 3
irT
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Q.3.
Yol. I l l
Ans.
Crack derecrion may be carried out by [he dye-penetrant method or !he
rnasneric particle method described earlier. Masnetic particle inspectioi.
prefened, becaiise i t is more sensitive to sub-surface cracks, when properly
carried our. in boih cases, the area to be checked inust he ihoroughly cleaned. As
far as possihie, qvaiified personnel should be used, who are working to r e c o p i
standads. The sensi~ivityof the magnetic panicle inspection is easily checked
usirag a fidd strength indicator. If cracks detected are not easiiy removable,
lighi po!i:itling, it is advisab!e !o check the dcpth of the crack by ultrasoniq
before proceeding.
i
?g
:zz
Propclls %hail
e-?
h r c a to Gc
U I I I C ~delccird
.<
'1- -t-
.'
~ s i i 0 , ofsealing
i
no:
I v i ~ ~ i l l is1rcs
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II
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1
1
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Bate : Besides rectification of the damage, the cause must also be detem~ilied.
Preventative action nceds to be taken, to avoid a recurrence. The usual source of
leakage.is from a badly jointed and sealed fairing cone, on the back of the
propeller or leakage past the sealing ring andior gasket on the forward face ensure the " 0 ring is the correct size, so that compression and sealin9 is
achieved.
.,
,
?iigilm
out
.-
Oil injectlo"
Epor-Y
'.
I
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siccVc
( P ~ ~Caci
~ Ilion]
~ ~
Key-less Propeller
~ !Boss
The sleeve is then passed to the propeller manufacturer and is fitted into lhr
propeller boss and secured by a high strength epoxy c o m p o u ~ dby a pressure
injection process. The propeller is fitted to the shaft by a dry push-on force, from
a 'Pilgrim nit'. The material for the sleeve, of a tapered mild steel propeller sh
is Pearlitic Cast iron. This has minimal fretting qualities. It is machined, handbedded lo the Tail shaft and pressed-on. Removal of the pro.
injection, between sleeve and shaft.
.-
(1)'
(2)
.
(5)
(4)
-5
(6)
'
,.
~.
-K
Push up
n
k 1 1 11
~ ri 111 1
Mounting at shipyard
Q.S.
4.
Ans.
Comparison of the conventional and the 'Pollution-free' oil seal.
In the conventional s ~ a l i n gsystem, all zeal chambers are filled with oi!.
The sez water and oil arz directly in contact, through tke sliding sllrface of the
seai ring. 7here is thus a possibility of intermixing of sea water ar.d 011 orcurring
at l l ~ cseaiing surface.
The leakage of oi! and subsequen: I-isk of poll~~tion
o f the s r , \taler is not . 9
t h ~ nc;\
s avoidable, to a ce~zaindegrze. The situation becomes still wcrse by shaft
vibration. w!iich can damaze the seal. Also, iiseal rings izil, there a x m adequate
measures to contain [he oil contamination, and the result of a lea'i?g seal is the
loss of the complete stem tube oil into !he sea, doe to the greatex p!:sstiri. c~eaied
by ihe head of the sitrn tube oil 9ravitp talks.
Even wt1e11the ship's draught changes (ballast or loaded cor2ltion),~iiierr
is lin~ited~?lanualadjustment of the oil prexure in the stem tube. t . 5 ~
changing
ovci. iron1 low to h i ~ hstern tube gravity tanks), necesswy to xaintain rn adequate 1':.g$
i)u[ no! excessive pressure to ensures a good seal, without having s Ysil
- prcssuie :.diiycre~~ce,
which increases the'chance of a leakage.
3
!G
,g
~+
;&
=
~
Advantages :
1.
Asiti Poilution :
The air is ejected f?gm air bamer into Ei-5 ~ o n ~ ~ l e i e ! ~
sepaiates sea water and oil.
The leakage oil andfor sea water to after most
zharnber is
T?
discharged autonlatically into the bilge i v i i h z spillin2 0of -2
the oil into the sea.
r e free:
3.
Others :
Seal Ring
Garrer Spring
Q.5
Rubber Body
Provides radial lo2d, madeof hasrr
alloy (Nickel allpy) which has the
stronges: corrosion resistance.
The survey period for oil hhricated stern tubes, of tapered shapes, is
a) 1 year, h) 2 year& c ) 5 year,, d) 10 years.
Explain why the fitting of stern tubes, witb a small downward a n d e .
may he considered necessaw
Ans
L.
3.
Others :
No addiriunal air source is necessary for sys!cm
Aft seal ring conditicn can be monitcred in Engme room.
Load on afi s e d rings can be adjusted from Engine room.
One seal ring of afi seal is reserved for emergency oil
leakage.
Simple piping s y s t m c m be a x n g e d , withczt having to f i r
the usual Stem rube header raAs.
Materials :
Seal Ring
Garter Spring
Q.5
Rubber Body
,
haste
Provides radial I o ~ dmadeof
alloy (Nickel alloy) which has the
Strongest corrosion resistance.
The survey period for oil lnhricated stern tubes, of tapered shnpes,
1s
. .
*-~.
-,
'*
u
..
fla
Q.7. How is the propeller matched to the main propulsion engine of a vccsel ?
What a r e the advantages of using controllable pitch propellers ? 'What is
meant by the operating profile of an engine?
Ans.
The matching of the main propulsion engine and the propeller is essential
if maximum efficiency is to he achieved. Power produced by :he engine s h o ~ ~ be
ld
more than sufficient to take care of the power absorbcd by the propeller. Here the
mechanicai efficiency, the transmission losses and propeller efficiency ha\ie to be
taken into consideration.
Mztchisg involves findin: h e intersection where the torque, power and
rpm of the engine are at their mDst desirable values, and then adjusling the engine
{ opeiatin: poiili j acd the popeller { pitch, diemeter 2nd so on) rill they arc at the
desired pari of the curv;.
Where special purpose vessels are requiring more flexibility, ~ o n t r o l l a b i ~
pi:ch propellers are being uszd, so that the required alteratior. of pitch can
improve the inaneuverahility of the vessel; however ;his is echieved at tile
expense of more complicated controls (for CPPi. as well as the canside,-able extra
costs involved, which may not be justified for conventional cargo vesseis.
Once tht. required engine rating has been es!ahlished, other factors that aflec! the
selection of engine? for a particular applicqion musl be considered. Among these
are ihe ship's type, the plant weight, the machl~eryspace volun~e,file! ciuaiity and
consumption, acquisition cost, reliability, maintenance requirements, and present
and future spare pans cost and availability. A requirement for. low weight or
minimum machinery volume may be achieved at the expense of high fie)
consumption or high maintenance requirements.
Selection of proptilsion engines of light weight or low specific fuel
con;umption, for example may not result in the lightest or mosi cost-effective
power plam The operating profile of zn engine asseses the time spent in various
operating modes. All important modes must be considered, and periods of
sustained idle or low load operation must be included as well as those at hip11
loads.
For propulsion engines, operating modes may include conditions of deep
aild ligllt draft, clean and fouled hu!l, cairn and heavy weather, cruising and high
ship speed, towing or icebreaking and running free, and operation with and
without attached auxiliaries. The plant design and engine Selection will be
affected if the profile includes frequent or extended periods of maneuvering or
astern running.
In selecting propulsion engines, consideration must be given -to whether a
single engine of the low-speed, direct coupled type is most suitable, or if
requirements are better met by one or more medium or high speed engines driving
thc propeller through geakins or electric drive.
.~.
Ans.
Vibration is the periodic movement of molecules in a zubstance, in
vertical, horizontal or twisting (torsional) pla~es. ivla-hii~es, such as diesel
engines, frequently suffer from vibration problems, due to out-of-balance forces.
Further, these vibrations are transmitted to the ship's structure.
'She magnituj? of osci:lation varies, and the maximum or pzak value is the
'An~plitude'.Since the vibration is of a 'wave' farm, there will be points at which
hi: vibration is zero ( viz. the points where positi;.e half cycle crosses io the
nsgarive half cycie). These poiiirs are referred r.o as the 'Nodes'.
Tile ininher of nudes, logether with the plane of -iibiation is referred to as the
'Mode' of vibrati~n- viz. 2 - node veirtical mode. The time betcveen successive
cycles is termed as the 'Period' of vibration. The reciprocal of the Perioi will give
the 'Frcqueilcy', i.e. the number of vibrations per unit time.
All structures vibrate at a certain frequency, which is termed its Nat81ral
freqwncy. The value of this Natural frequency is calculated Sy the expression :
1
4XE3
wherc, I is the second moment of area about its neutral axis,
WI is a function of the mass and its distribution, and
L is ihe length.
The structure is normally vibrating at iis Natural frequency. It can,
hoivwer, bc forced to vibrate ai olher frequencies, due to external sources. The
final ariiplitude will depend on the external or 'forced' frequencies.
'I'he point at which this amplirude is maximum, is termed as 'Resonance'.
At Ilesonance, the frequency of applied forces will match the natural frequtncy,
Icatiing to i~nacceptablyhigh amplitude of vibration, which can serioiisly weaken
a srructilse and lead to damage. Though the ship may vibrate in a number of
modes. h r practical purposes, i t is often considered sufficient to take care of two
and ti~rcenode, vertical and horizontal modes.
'i'llc normal amplitude of ship's vibration is limited to 20 mm, whereas
deflections tluo to hogging or sagging may be upto 50 rnm per 100 m of length.
Tillus, vihalior~is not, by itself, of great danger.
'
2.Monitoring element :
The element which measures the cnntrolled condirion ( variable ), and
2ioducer a signal conespon6ing to it, which can be used by the control system.
Also called zs Sensor, lransdurer.
3. Measured value :
Actual value of rhz controlled conditicn, as mea.wred by the sensor.
4. Deviatioc :
the difference benveen the desired value and the measured value. This signai is
sent to the Cornpazitor, in orde; to ini:iate some corrective action.
5. Offset :
This is sustained deviation, which occurs, when the measured value stabilises
(reaches equilibriur,) at some poin: other than the Set vaiue. Tbis could change,
with change in load conditions. Offset occurs in simple proportional control:
6. Control point :
In a simple proportional control system, the controlled condition will stabilise
at some point of equilibrium, other than the Set point, which is termed as the
conrrol point.
7. Enor signs1:
The signal produced by the Comparator, after comparing the measured value
with the set value.
8. Feedback :
The transmission of the measured value to the Cemparator is termed as the
feedback.
Q.lO. What is Open and Closed loop control ? Give some of their advantages
anddisadvantages, with m a r h e examples.
hs.
Open loop control :
This is the simplest type of control, where the input to the process is
independent of the output. Sincc the output is not scnsed, ths input is usually
dependant on some other variable. e.g. time. A marine e x m p l e is the oil purifier
or centrifuge. Thc puriiler desludg:~ after a fixed time interva!, irrespective of the
amount of sludse that may or ;nay no; have built up. The purifier does not check
whether or not the siudze has been removcd, or even if there is any sludge at all.
Adv-atages of open IGOP :
Cheaper (than closed loop).
Simpier, thus easier to troubleshoor I repair
No hunting
Suitable !br systems, where precise control is not essential.
ijluadvantages of open loop :
Not suitable for complex systems, having considerable laad changes.
Excessive deviation from set point.
Closed loop control :
In a control system, if therc is some means to moijror the output, and generate
;III error signal, which can now correct the input, ( i.e. we 'close' the loop ), then
this form of control is called as closed loop control. If a human operator does the
job of observing the output and taking the necessary corrective action, then it is a
m m ~ a closed
l
loop. When the operator is replaced by a controller, that uses a
semor ( to provide feedback of the controlled condition ), a Comparator to get the
ifeviation (frox the measured value and !he set value ), and a correcting signal to
the Motor element to take appropriate action m the input, then it is celled as an
Automatic closed loop.
Advantages of closed loop :
Finer control, with less chances of deviation.
Suitable for systems having considerab!e load changes.
Disadvantages 3f closed loop :
More expensive (than open loop).
Possibility of hunting (loss of stability).
An example of a manual closed loop could be water level control. An operator
observes the water level, and accordingly opens or shuts the feed-check valve. to
maintain the desired level.
Q.ll With respect to propeller and shafting, discuss the reasons for the
stel-n-tube bearing being a t a skope, in the stern frame. What a r e the criteria
for shaft alignment ? Describe the procedure of the 'Fair curve' alignment
method.
Ans.
The overhung mass of the propeller has a significant effect on the stern
tube bearing. To protect this bearing, the stern frame, in which i t is fitred. is bored
at a slope. Excessive flexing of the modem ship of very large izngths, withour a
suitable flexibility at the shah, can lead to damage tc gearingkngine or can result
in failure of shaft bezrings.
In an attempt to reduce the effect of rhe flexing on the shaft. the 'Fair
Curve' method of alignment is used, particularly with a h end installations. While
checking the shah alignment, the following criteria shouid be me1 :
This tablc above gives the effect of raising a given bearing unit (here: raising
bearhg PJo. 4, which would increase it's load by 165; the effect on the aft shaft
bearing would be ;o increase its load by 48.
Shaft Alignment
..~
The are two accepted methods of carrying out a check on the alignment, when the
ship is in service, these are :
.~
1.
2.
Pilgrim Wire (alignment) : The pilgrini wire method of obtaining the shaft line
is popular and easily understood. A wire is stretched over rhe shafts as a d ~ t u m ,
C)
Shaft Loading : The shaft system operates with different loading patterns.
The dominant load is the overhung mass of the propeller, causing
considerable bending moments, at the aft end of the shafting. This bending
moment can be aggravated, by the propeller thrust being offset from the
centre line. Whether it is below or above this line, depends on the ship's
condition - !oaded or ballast.
Vol. 111
Q.14.
Ans.
a)
b)
Tli~
nunber of bolts should be such a? ro carry the torque withsut shear
'!'$I-:!ii::iion at the coupling'faces doescontribute, but the value of its
coniribuiion is debatable. .especially when going astern. Overstressing
thc boliz, reducss the degree oiinterference fit.
C)
Bolts ?.re never over-;ighiened, till they reach thcir clastjc limit.
thiii:;! rcwrsa1s Lake place - chances of failure (of bolts) arc greater.
HYDIWULICT1CI:TENINC
Oil
L
d)
Q.15. Describe split roller bearings for msin and auxiliary Shafting. How
zre they overh-ukd ?
Ans~
A Split roller bean'ng (for main and auxiiiary shafting) is designed as a
conventiunal roller bearing wi'h the main components halved. Bearing races
and rollers are of hardened chrome sreei. Races hav: ang!ed joints to provide
continuity of rolling contact. High tensile screws in c!amping rings provide an
'interfereace fit' between inner race and maft. Roller cage me made from liglri
alloy or bronze joined by steel clamps. These can be used for shaft d:'ameters
upto i250 mm.
Overhaul : To dismantle the bearing, lifi the top half squarely, taking care the
top half outer race does not faii. Carefully ease out the cagz jcining clip. The
prrservative need not be removed, unless contaminated. Outer races need not
be removed from the cartridges, but, if doing so, ease back the side screws and
remove the radial screws (if provided) for fitting outer race. Maintain the
bearing silrfaces clean. Damaged parts should not be interchmged. Complete
roller bearings are interchangeable between similar cartridges Ligkly oil
threads and mating surfaces. Check shaft diameter fcr roundness and
parallelism. For some applications (especially at slow spped and moderate
loads) wider :olerznccs, as on stmdard shafting, can be accepted.
1
If the holding-down boits of a thrust bearing should become slack,
what effect would it have u p 3 the working of the engine ?
Ans.
The function of the thrust bearing is to taLs t5e thrust and also all the
longitudinal stresses transmitted by the propeiler, so that the crankshaft will
:j~ilyhave ro bear the stresses transmitred 5o.m ine pistons. If the i h s t braring
bolts hhould become slack, the icngitudinal stress wiil be now be taken by thr:
i-tiink shah, which w o d d throw a greater stress on all the working-pans of the
erbginz. This may cause the bearin~sto w o r ~hot, as the thrust force traxmitted
to the main bearings and bottom ends of the connecting rods woulri cause the
components to get out-of-line. If tine thrust bearing should give way suddenly,
the whole thrust comes cn the crank shaft, which would be forced forward, untii
the web of the crank comes in cmtact with the main bearing brass, which may
li.siilt in closing the crank web;, and in some cases cause a total breakdown.
Iilc cause of crank web becoming slack on the shaft (or crank pin) in often
allributed ro the thrust being partly taken by the main bearings.
:().117. Where does corrosion occur on the tail shaft ? How is the shaft
protected from this ? What are the methods used to reduce this ?
Ans.
The tail shaft being in contact with sea ,water, is subject to electrochernicsl corrosion. To reduce the contact with sea water and to provide a good
bearing surface, a brass liner is fitted. However, i4 brass and iron are in contact
with each 0 t h and salt water gets at the point of contact, the ifon corrodes
vapidly, therefore, corrosion can take place on the shaft at the ends of the liner.
.i>ns
I :
1s due to galvanic action taking place, caused,by the action of the sea water
at these points. To minimise the corrosion, the following methods are used :
I.
Fit a rubber ring between the propeller boss and the end of the liner, so
that sea water is kept out.
2..
Cover the unprotected part of the shaft with red lead putty and marline
wound tightly round shaft, the whole being then covered with canvas.
3.
'Lb protect the shaft completely from corrosion, the shaft has a
continuous liner shrunk on to it.
~ n hollow
y
pans between liner and shaft are filled up with red lead puny by
means of a force pump.
Q.18.' If t h e propeller were to start getting loose, with a little 'play' on the
shaft, how would this he known ?
Ans.
:f the propeller were to work loose on the shaft, with side 'play', i t
causes z ' h o c k ' to be hzard in 3 c engine-rsorn, whea the shafi is turning,
especially when the engines are reversed, from Ahead to Astern. A propeller
e the shaft is dangerous, since the ship's propulsion depends on
working l o ~ s on
this and it is difficult to access this at sea, for m y kind o f repair. Great care
needs to be taken in fitting the propeller on the taper, s d emuring that
sufficient contact surface exists, to develop adequate friction to hold the
propeller tight. It should also be ensured that the tail end nut is adequrtely
secured.
Q.19. In large vessels hollow shafts a r e fitfed ir! place of solid shafts, Whz!
is the object of this practice 7 How do hollow shafts compare for s t r z ~ g t h ,
with solid ones ? If a hollow shaft is fitted in place of 2 solidone, whi,-h
;vonld he the heax-ier of the two ?
Ans.
The object of fining E, hollow shaft, in peference to a s d i d one, is to
reduce the weight of rnateiia!. it rmst b e noted that for the same strength, the
h$llow shafi is iighler It must also be noted that rhe diameter (extsmal) ~f the
solid shafi makes it the stronger.
Briefly, the advantage gained (in :olfow shafts) 1s in removing the molecules of
metal from the centre core and placing them at the extreme radius, where they
will be better able re rerist torslon. The strength of a solid shaft va-ies as it's
(diarnete~)~,
while the strength of a
=
(Laree diameterj4- [SrndI diameter)'
Hollow shaft varies as
Large diameter
For stiffness, the shafts may he compared as D~ for solid and (D4-d" for hollow.
FOI weight, the shafts may be compared as D' for solid, m d as (D2-d2) for
hollow, where D = external diameter, and d = internal diameter.
n
Q.20. What are the stresses on the crank shzft, thrust shaft, and propelfer
shaft ?Compare tbe diameters of each.
Ans.
The stresses, in the crank shaft, are - torsion, a te dency to shearing and
a bending stress adjacent to the webs. The webs are stressed in bending, and the
crank pin is in shear stress.
The after end of the crankshaft transmits the torque of the whole- engine, but
going towards forward end, the torque becomes gradually less, until at the
foremost journal the torque is nil. For this reason, the diameter of the various
con;ponents of the crank shaft need not be the same. They are, however, usun!ly
m a d !he same (in diameter) for the purpme of being interchangeable, in the
everit OF breakdown and replacement.
Ln tke thrust shaft, the stresses are torsion and compression while goiny
Ahead; torsion and tension while going Astern; with bending. and shearing at
collars~
he propeller shaft is subjected to the most severe stresses of all. In
addit.ion to torsion, and compression while running Ahead; or torsion and
tension going Asrem; it is subject tc~an alternate bentiing stress, due to ihe
overhmging u-eight of the heavy prope:ler and this latter stress is greatly
an!$ilied by the movement of the stem of the ship, especially when in a 'heavy'
sea. Due to pre-tensioning by the tightening of the tail end nut, the after end of
rhc propeller shaft is in 2 contii..ual statt: oftension.
The diameters of the various shaft may be compared as follows : Taking
a diameter of 600 mrn intermediate shafiing, the thrust shaft could bs 613 mm,
the c r o c k shzft 636 mm, and propeller shaft 679 mm respectively.
1
What is meant by rhe 'pitch' cf a screw propel;er ? Zxpfain the
di!'frr-enre behvcen a 'right-handed' and a '!eft handed' propeller, and st3te
itow carti of them revolves.
Ans.
The 'pitch' is :he axial movement of the propeller, in one r;wlu<ir,n o i
the i-rigine, provided it is working in an unyielding medium, i.e. ihere is no
slip'^
When standing at the aft end, looking forward, a 'right-hand$d'
pi-opcller will revolve from left to right coming over the top Lentre (ic.
clockwise), and a 'left handed' propeller will be the reverse of this - i.e. i t will
rcvoive fiom right to left coming over the top centre (Le. anti-dockwise). The
pre:::;i.m is grea!est on the p o 3 guide on the up and down stroke, with a righihacd propeller, but will be greatest on the stzrbsard guide, with a left-handed
one.
tips (where the rotational speed is highest), a1 0.7 of the radius (where the load
is usually at a maximum) and at the 'root' of the blade (where the sections very
thick and the pressure distribution is adversely affected by the small gap
between the blades). The collapsing cavities give rise to noise effects,
accampanied by nigh frequency vibrations, which are undesirable, especislly in
the modem 'aft end' accomodation ships.
Since cavitation is affected by pressure and temperamre, it is more likely
to occur in propellers operating near the surface and will occur more readily in
wanner waters, than in cold regions.
If this sea water pzsses across the back of the blade znd meets I high
suction region, the nett pressure of this water rnky fall be!ow the vapour
pressure of the water (at that temperature), catising 3 cavity or 'bubble' to fomj,
filled with a mixture of water vapollr and sorrx air, since air is always present in
sea water.
The creation of these czvities, adjacent to th- p r c p 3 e r biade, is L-gc.m
as "cavitation. Cavitation is essentially a boiling phenomena and the action of
the propeller blades causes the surrounding water to 'boil' at ordinary sea
temperatures.
As spceds and power increase, it becomes tiifficuit to avoid cavitation.
At extremely high speeds, complete 'back' cavitacim occurs, ilr which the back
of the Bkde is completely covered with a sheet of vapour.
Means of avoitiing cavita!ion :
incrraes rhe total blade area and this reduce :he thrusriunit area of
1)
, .
blade surface, fcr the sarni: total thrust. This may be accomplished by
-3
&ij~.
z2>s
increasing the Blade area ration (BAR) at constant diameter or
increasing the diameter of the propeller, with a resultant reduction in
I
,
6
,-.., . r r ~ @ + - iev~iutions.
Reduce the blade angles and the angles of incidence, by adopting
7 -~i?'
k~
sliehtly
"Z--, W
; h %r
- larger diameters.
over the length of the blade, in order to diminish the load
3)
Vary the
in critical rcgims.
Avoid the occurrence of unduly high sections on the back of the blades,
4)
by using section shapes, which gives a more uniform distribution of
8
'.T,-~S/-~
.*VL
5)
6)
7)
8)
9)
g,"dg&@,,
to achieve as uniform a wake field, as possible.
Avoid the incidence of locat suction peaks near
leading edge, by
the
using suitable amounts of camber and a suitable shape of entrance.
Reduce the thickness of blades, by using materials which are stronger
and more resistant to the effects of cavitation.
Provide the maximum immezio; ~mdhle
Since the thrust of a propeller varies as the square of the revolurions,
rhen reducing the revolutions~wil~
reducecviratm, but will also result
in a loss of speed.
01
at
In ihe event of hilure, due to loss offlnid, the level in the operrting taiik
falls and an alan:; is set-off: Anotlier, Icwer, float switch activates the
controi unit, whicii :I . Energizes rile solenoid, which operates its automatic 1sola:in~ and
Bypass v a i x , hence splitting the system into two independent
circuits.
2. The system operates on any one pair of rams, the bypass-on the other
pair having Seen cpened.
d) The Vanes are manufactured from spheroidal Cast iron and secured to the
(Cast steel) motor and stator, by high tensile Steel bolts and dowels.
e) Vertical clearance, of Vane unit, allows for wear down (if a carrier bearing is
fitted) and for a ji~mpingclearance. This is 38 mm.
Q.25. Briefly discuss the Steering gear Regulntions with respect to Main
ant1 auxiliary steering gear.
What are the special requirements of Steering Zear for Tankers ?
Wilai iests a n d drills are carried out on the Steering gear, prior to
the Vessel's departure from a Port ?
Am.
Stcering G e a r Regulations :
Ships must be provided with an efficient main and auxiliary steering
(1)
gear, but the auxiliary gear is not required, if the main steering gezr is
iirreci with dcpliczte power units and dllplicate connections uplo the
Kudder stock.
(2)
( 3
(4;
(5)
?he main steering gear must be capable of purring the Xuddei over, fioin
an angle of 35' on one side, to 354 on the other side, with the ship
moving Ahead at maximum sewice speed and with the vessel a: ii's
deepest draught. It must also be capable ~i putting the Rudder over from
35' on one side, to 30' on the other side, in not more than 28 seconds,
tirider the same conditions (Passenger ship5 with only one of the power
units, other vessels with both power units operating).
-j-(6)
The exact position of the Rudder must be kdicated at the main steering
position, the method s f indication being independent from the steering
control system.
- i,,--17)
(8)
Tankers of 10,000 GRT and above. (Building commenced after Is' Jan 1980)
Power supplics :
(a)
(b)
(c)
relevaax
or, ibl- a given movement, have larger flow capaciiies. If metal seats a!-e used
iv1111 double poned valves, then complete shut off is not possible ( 1 io 2%
leakage is nornial).
b) Seat rnzteriais can be metal ( usually stainless s1eel o r m0nel) \vliicIi ~ i v e
liigh wear resistance. can be ground in, can cope with most fluids and cal:
handle 11i~l1 tem?eratures. Mstal seats are required f o ~emergency shut-off
duties.
A l ~ e r n a t ~ v e l y z oseats
f t can be used, where the material may be nitrile rubbcr~
These c2n a!low complete shut off, wwith dooble poned valves a?d produce a
softer action on cloiii~g.
Normally the glands on these va:ves are %riy long to give good sealing
)
with minimum friction. Tlie type o f giand and p x k i n g will depend oil the
contl-ol valve application. Asbestos is necessary for stram and other hig11
teinperatui-e and high pressure niediums, above 15 bar, 260C. The asbestos
s t ~ m i d ssan be spun with brass wire !or strength artd can also be inteivovtn wi:h
anti-friction rna:erial.
Oil packings are iisually rubber-proofed cGt!on 2nd for loit, pressures, yreasy
ipacking of heinp is used. With hazardous'fluids a co~?iplctrlytight, belloivs seal
can be used Lubricated packing can be used (P.T.F.E. materials r-equiie no
lubiization upto 230 OC). 'Chevrcn' packing, with the 'Vee' expanded rtgai~,st
the land. is used. Where the temperature is very hi$, a iubricanr may b2
requit-ed, as thc temperature may quickly destroy any buill-in Iobricanc. Tlis
yiand liousing may have cooling fins around it, to dissipaie heat, rlius p r e v e n t i i ~ ~
expansion, an2 imposing increased resistance to valve movement.
a.
b)
Strergth.
Bending.
Surface fatigue resistance.
Wear resistance.
Compatibility with a manufacturing process
Failure may occur at the root on smaller pitch gears and at the pitch
circle diameter (P.C.D.) for larger teeth.
Ridging :
A form of scratching under heavy load, due to plastic flow, caused by
a high spot (usually on the pinion) ploughing through the surface of the
mating tooth
Rippling :
Plastic yielding under heavy sliding action. This is characterised by a
fish scale pattern. This is casstd by surface shearing swesses.
Q.28. If you were instructed t o carry out an examination of a set of gearing, how
would you go about it ?
Ans.
Prior to making an examination of a set of propulsion reduction gearing,
the inspection hole covers 2nd nuts lnust be opened. Clean off so that dir;, paint
chips, and Foreign matter will not fall into the geartng, when he covtrs are
opened up.
The lumiiig gear is put in, the usual precautions having beer. takcn at the
engine ccntrol station, prior to tulrizg the propeiler with the turning gear. The
first part of the examination wi!l be tr, check gear oil sprayers and oil flow f;-om
bearing ends; if they are nn: firted witn drain pockets, either before shuttins the
oil pump or by mming the p m p at the ei~do i the examin-tion.
If a grid or perforated plate is fined in the run-down connection betwecn
the gear casing and the drain tank, it should be inspected for any debris, white
metal flakes and so on.
The profiles of the pinion teeth should be examined, noting' particularly
the wear pattern markings and the cortact surfaces, both ahead and astern
sides should be examined. If the contacts surfaces are normal, the alignment
wiil be i:, order.
Main wheel gear teeth are examined in the same way. If the pinion teeth
are hardened, defects in alignment will most likely show up in the gear wheel
teeth first, especially if the gearwheel teeth have a softer surface than the
pinion teeth.
The root fillets in all teeth must be examined for the stw. of any fatigue
cracks, even though they are more usual in pinion teeth. If any bearings are
fitted within with any wiring (connected to temperature sensors), these are to
be examined. The fastenings, clips and connections on lubricating oil pipes to
bearings and oil sprayers must also be checked out.
Prior to replacing covers, the gear teeth, where cleaned during the
examination, should be coated with oil. Make a note of the findings, so that
they can be written up in the log-book or work reports, without omissions or
inaccuracies.
In
Q.1.
;I,
b,
c.
Ans.
a. .
/b
,.
b:
-
c.
Q.2.
Air conlpressor
Air compressor:
Whai is 'Bun~ping'clearance ? Flow is it checked ?
~ t a t ~ t reasons
he
for an increase in clearances.
W h a t are the causes 1eadi;lg to reduced v o h m e t r i c efficiency ?
What could be the efCect of k a k y valves ?
RO
Bumping clerracce
This is t h z t e m given to tile ciearence between the piston and the
cylinder cover, at the tap end of the stroke. This is necessary to prevent
,.mc~;iianicai contact between the moving piston and the-valves and g e a r - *
I r c m be ye?/ eteiiy checked, by inserting lead gauge wire of known
p.
,,lckness, above the -,iston top. Now siowly ?urii the compressor over by
hand. The thickness of the !-ad wire is now measured and should
nimnaliy be around 1% of the cylinder bore (check the manual For the
exaci figire) :f the bumping clearance is rrrorc, then rhe volvmetric
er6ciwc; dxreases. This is because rhe volume of tile space above the
piston tap dzsicies rhe compressio~ratio and hence the final yressure
Having insuificient burnpip: clearance can lead to nechanica; dainayr
This is uslialiy adjusted by mean? of shims.
The burnp piny' c!earanc~changes due to bcaring wear down or due to
piston crown wear, or even 5y insuflicienr thickness o f t h e gasket of the
cylinder cover Adjustment is ~lsuallyby shim packs betweenconnecting
rod and boriom-end bearing block or even between cylinder cover and
block. 'With tandem type pistons, it is necessav to be able to adjust each
stage separately (since the piston is con~mon).
C ~ u s e of'
s reduced volumetric efficiency :
Excessive ' ~ u n i ~ i nc!eirance~
g'
Di:Fcctive (leaky) valves.
..
lle!jtrictior~sin the discharge lints.
Resirictinns in Inrercooler i AfttrcooIer or reduced heat transftr.
Clio!,ed irttake filter.
Vlorri piston rings.
. ~.
~~~.
:'orsibie effects of leaky valves include : reduction in eFEciency,
incretlrc in tire first stage pressure (due to leak in second stase a~cticr?),
drop i r i first or second stage pressures ( due to leak in respective suction
valvw)~
111
a)
b)
Ans.
a)
2)
3)
4)
5)
b)
Regulations :
1) There should be at least tv..o receivers, of equal capacity.
2) For reversible engines, they must have the capcity t o give 12 or
more starts, without any fimher rep!erishing.
For
non-reversible :ngines, six or more Zans are required.
3)
Relief
valve should be provided, to prevent an accumulation of
C)
pressure, to a value no greater than 10% of the working pressur:,
witk thz Compressors running and the Air receivers' outlet valves
closed^
Fusible
plug to be fitted if rhe relief wive czn be isolated. (this is
5)
fitted to take care of the presstire rise associated du: to ari
abnormal ris2 in the temperature e.2. fire in the Ensine room )
6 j Outlet valves shculd he of a siow opening type, to prevent a
pressure 'surse' in the air pipins
1)
2)
3)
Q.3.
a.
b.
c.
d.
Capacity Calculations:1.5 to 2 times the Engine's total displacement volume, to give the
minimum mass of air per sta.1.
h ~ l t i p l ythis by 12, to give the total mass of starting air required.
This should now equal the total mass of air in both bottles at the
maximum stipulated pressure, taking into account the mass of eir
which -aovld be remaining in the bottles at the minimum starting air
pressure (unusable mass of air).
What are the areas to inspect during a survey of Air receivew ?
What ore the possible reasons for Starting airiine expiosions ?
List the safety devices on S t a r t k g air systems.
How will you prevent a reoccurrence of a Starting a i r line
explosion ?
Ans.
n
b.
Startinp air line explosion : For an explosion to take place, three things
-a(required
:
:
1. Fuel : Lube oil carryoverfrom air compressors. Leaky air starting
vdves causes fuel and sparks getting blown back, Excessive
~.
lubrication of system components. .
2. Oxygea : This is abundantly available and cannot be controlled.
Leaky air s:arting vaives causes sparks to blow back.
j Heat:
External heat from hot components nsar- by.^
~
. c.
C.
Q.4.
Safety d e v i c s :
Flame. traps.
Bursting caps.
Ftisible plugs.
RelieFvalves
Non-r~turnvalves.
Swrring air !ine esplosiorx may be prevented by :
I) Reguiar drairing ofair receivers / lines^
2) The good condiriw of cylinder starting air valves.
3 ) Preventive maintenance and cleanliness of the air staging
sy5te.n
Ail.;
. ,
= .
=
=.
Refrigeration, Air-conditioning
Q.1.
I
I
i
i
j
Describe a self contained refrigeration unit ror a container vessel. How xre
the temperRtllres monitored ? What pzoblems could be encountered in the
handling of refrigerated cargo ?
Ans.
Reefer containers ;of about 20 R. length) have their own independent
refrigeration system, to keep the inside temperatures uniform. The Reefer
container can have i;s refrigeration system powered by an internal combustion
engine or by the ship's electrical power. Engines are used at the docKslde and on
the l a d leg: of its journey. On it's sea trips, the ship prwidrs the electrical
power. The system is asually air coded, but some may require water (for
condensers). This requires complicated ship's pipe work. Air c o o l d condenser
units tend to oveiheat inside the hold (of a general cargo vessel). Thus,
specialized cellular container vessch are used, which can carry sir-cooled units,
without danger o f over-heating.
Early container ships had insulated holds, for camage c f reefer bo::es but
the main insulation was still the container envelope. The hold insulation tried to
ensurr an even temperature for the contaicer surroundings. With hiyher
tempera!ures occumng naturally under the weather dcck and thr hatches, the
uppermost containers iequired the most cooling. Modern cellular container
vessels have done away whh the need for dedicated reefer holds.
When reefir containers are unloaded, there may be probiems due to
chanye of electricity supply. Units h a y need to be chazged to diesel driven
compressors or the ship may have to unload a portable diesel genzr3tor, to
supply electricily for tke reefer conlai~crs,till shore facilities are available.
Temperatures need to be ;cgularly monitored,-in order to prevent the rerfer
cargo from getting spoilt A log is normally kept of the temperatures, at r e ~ u l a r
intervals.
There are various problems, which occur in the handling of reefer cargo.
Besides the mechanical problems of therefrigeration system, which could result
in inescient or no cooling, there are other problems, due to the iiature o f the
reefer c a r p
When carrying fniit, various gases are liberated in (he hold. The fruit
absorbs oxygen and generates hest, as well a s liberates carbon dioxide. Lowest
rate of air circulation (for deciduous fruit and frozen cargo) is approximately 30
to 40 air changes per bour of the empty container, when in a refriyerated ho;d.
With bananas, this rate is increased to 70 to 80 air chanses~perhour Dce t~ the
larse range of temperatures, at which the fruit may have to be carried, a i~igh
rate of air circulation is required.
To prevent fruit flies from causing problems, the temperature should be
kept in the range 0.6 to 1.S0C.These low temperatures may require the h i t t2
be pre-cooledibefore loading. Micro-organism become inactivated at about -10
OC ar,d chemical deterioralion is lowed to a negligible rate at sub-zero
temperatures below -i8 "C.With frozen cargo, ice crystals will form, which
may cause mechanical crushing of the meat cells. (Small ice crystals reduce the
mechanical damage).
Reasons for controlling the carbon dioxide include :
181
(2)
0.2
A 11
. ..
i~
r
i . The purpose of the luSe oil, in a refrigzratior: system, iz to lubricate
arid to seal, pacicularly with screw compressors. The lube oil comes into
coii,;:c< with the refrigerant and its miscibility is an important factor The oil
bei;;i;, a iiydro-carbon, would normally be very miscible wiih the !?eons, in the
w::i-k:q range of tsrrperatures. Lube oil is c a ~ i e dover from the Compressor,
bu! most of it is returned periodically by the oii separator. This means that the
lev4 in the sump is a balance, between the lube oil in circulation ( m i x d with
the %a:;)and the !she oil in the machine.
The separator is .lever one hundred percent effective; consequently, some
Iiibe oil always goes :hrough the system. ARer the condenser, ihe oil is present
i r i a siution with the liquid refrigerant. Preventing the deposition of this oil, on
the hean transfer surfaces, is the main problem. A build up of deposited oil will
seiiotisly afFect heat transfer. The evaporator coil size is usually desi~nedto
ensiul:: a high enough flow velocity of the refriyerant, to entrain the hibe oil. At
low iiowis, !he oil will deposit, hence some of this type of contamination u,ill
alwti.ys occur. As the lube ~ i reaches
l
the cold par! of the system, it is essential
tiliii irr behaviour at low temperatures does not affect the plant, i.e the oil must
not cungeal, hence its Pour point and Viscosity must be correct.
I n zeneral, parafin based oils are not used, the naphtha based type being
preferred. Refrigeration oils are de-waxed, to achieve a low Pour and Floc
point.
The 'As new' behaviour of a refrigerat~onoil can be affected, if there is
any kind of contamination, that has an effect on the oil. If contamination is
suspected, then the lube oil should be changed
Ans.
Due to the difference in vapour pressure between refrigerant and oil, the
lube oil has a considerable ability io entrain or absoib refriserant vapour,
especially at low temperature. After a prolonged standjtill, more oil is absorbed
by the refrigerant. When starting a reefer compressor, under circunistances
where the oil temperature is close to the saturation temperature on the suction
side of the piant, the greater p x t of the absorbed refrigerant lvili quickly be
frecjaiier the pressure lowers in the crankcase), under a violent f0-m
generation.
in a refrigerating compiesso; :his involves :
Consumption of oil, with the risk oftuo low an oil level in the crankcase.
1)
Troubles with the lube cil pump - thz pump cannc~t4rax.v the boi!ing
2)
mixture of R22 and lube oil, with the resalt that sufEcient oi! pressur?
cannot be genera!&
Due to the rnix&in refrigerant, the viscosity of the oil is r?duced, to
3)
i ~ c ah degree, that the lubricaiicn properties are greatly reduced, which
could cause increased iuear and the possibi!ity of seizure.
'Oil hammer' in the cylinder,, with the subsequent risk of damage to
4)
valve piatt-s, .:alve springs and ihe unloadins device.
In hermetically sealed compressors, there is an increased risk of 'burn5)
out' of the motar Especia!!~ in R??compressors, rhe punctue voltage
irom winding to earth is reduced consioerably, with the increasing
content ofrefrigerant in the lube oii.
To reduce fnsrning in the oil sump, the following measures can be taken :
I)
2)
3)
4)
5)
6)
7)
Q.S.
"- J
-- 1
-.;
iI
Ans.
-,
OVFR.
Charge :
The liquid level in the condenser is too high. This reduces the avalab!c;
condmsirig sudace, with correspsnc'ing increase in saturation temperature and
pressare.
There is possibility of txcessive liquid refrigerant gettin3 to the evaporator,
giving icing at compressor suciion, and a presswe drop across the expansion
valve. The cold room temperatures may rise, if the evaporatoi is flooded.
c) Air in the system :!:os.sibility of small air bubbles in liquid sight glass. This may cause the reefer
compressor to overheat, with a high discharge pressure (with normal
contln~singtemperzrure). If there is excessive air, ir may reduce the cooling .
cd p'a kr y or' the system givins long running periods. Air can be removed by
ccllrclina the system gas (into the condenser), leaving the condenser cooling
water on and venting out the air 6om the top ofthe Condenser.
d) I'iioistuw in thesystem :
This ~~ormally
comes in with the i q r e s s o f air in the system. Moisture may
freeze a i tire expansion valve, giving some of the icdications of undercharge. It
wi!l contribute to corrosion in the system It may cause lubrication problems
a d brcnkdown of the oil.
e) <Xi ~ I s.ysim
I
:
Tirecr: are normally always a small quantity of lube oil in the system, but the
fluid speeds are fast enough to force the oil to travel around and back to the
cornprmsor suction. This can happen if the Oil separator is not wol-king
c o i - r d y . (Coil collects in the condenser and evaporator, their heat transfer rates
will
impaired.
5)
I) i ' l o o r l h l ~:
.This is %:an as liquid gettins back to the compressor suction. It may be due to
fault*/ oc ii~correctlvadjusted expansion valve. Also due to the Solenoid valve
leaking. It may also result from Overcharge. It leads to an iced-up evaporator.
tI
7
:*.,t ~ i
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186
-~s~
+.,
--
Emissions
With respect to emissions from marine engines to atmosphere, discuss :
Need to limit emissions of Nos, SOX,.CO, C a .
a)
What
is 'acid rain', 'smog', 'global warming' a n d bow is it
b)
d a t e d to the exhaust emissions ?
Formation o: SO-, Carbon monoxide, and Sulphuric acid.
c)
Ans.
[ a)
Emissions :
The mides of Nitrogen (NO,)
and Sulphur (SOX) are the "Primary
polluiants"
of
the
atmosphere.
They
-an pollute in two ways :
i
NOs
and
SSs
dissolve
in
watm
to form NitroudNitric acids. and
i 1.
i
Sulphur~udSulphurica c i A
+NOx can combine wkh 01, by isiug ultra-violet radiation (from the
2.
sunj, to form 0 3 , i.e. Ozone.
.
i
~
The acids are absorbed in the clouds and then become 'Secondary
b)
poilutanrs', because they cause the formation of 'zcid rain'. This 'cont3minated'
rain water has a pH of about 4, and disscives heavily 'toxic' materials, present
i n the ground. These toxic materials, being water soluble, will enter the 'water
table' This 'contaminated' ground whter is nsed by boih plants and animals,
which is increaxingly darnazing their ~ : c w i j iand ia suspected to be one of the
reasons for :he increasing incidence of fatal diseases, like cancer.
Additionally, Ozone, at low levels, is dangerous, for both animal and
plant life, since a combinarion of ozone with hydrocarbons forms a familiar city
~roblem: a photo-chemical 'smog'. This is carcinogenic (cancer forming) and
thus t ~ x i cto human and plant life. Hence, thzre is an urzent need to limit the
emissions, before the levels get out-of-control and destroy / damage the health
r
Both NO3 and SGs are emitted from marine engines, and the
of ~ u ecosystem.
new Emission control regulations have brought about a drastic reduction
in the
.~ .
allowable levels, which are increasingly getting more stringent.
Fuel is a hydrocarbon and after complete combustion forms H20 and
COz. These are known as "Sekctive absorbers" and they allow ultra-violet
radiation to pass through, but absorb infra-red radiation. Hence any infra-red
radiation, i.e. heat, that is generated at sea level, is prevented from escaping
through the atmosphere, and this can result in 'global -.varming'.
Incomplete combustion of the Fuel will result in the formation o f Carbon
monoxide (CO). This gas is toxic to human 5fe. Glass is also a 'selective
absorber', as are gases such as C02 and N20, which are known as 'greenhouse
gases'. C02 is the most damaging, causing an estimsted 55% of the greenhouse
effect. Hence there is a need to limit emissions of CO/CO2 from engines.
c)
Q.2.
2.
3.
Scavenge air is used (on both two and four stroke ensines) to reduce the
thermal load. Thus any reduction will increase the load on the coolins
systems.
No sca-densesystem is 100% efilcient. So any reduction of air will affect
the combustion efficiency. Also, there will be an increase in the specific
fue! combustion.
!'or. [I1
190
Q.2,
Ans
Q.3.
Ans.
1.
x.
.
i
: :
3 ;
C.
a)
b)
Fuel pump internal wear. This will reduce the maximum pressure
delivered by the pump, as weil a s produce 'late ir~jection'thus :
Fuel econnniy will be affected.
Penetration will reduce, as fuel supply is injected later, againsi
nigher gas presstires in the cylinder.
D.
E.
a7
2)
5.
b)
c)
Ails.
The profile of the &el cam is dictated by the following requirements:
n)
1.
Need ro avoid sudden accelerations, which increases the shock '?adins
niid thc inorive force required.
2.
Slnoolt~deceleration, to avoid the plunzer i e a v i n ~the cam profilc a i tile
c~rdofinjeciion, oi-bouircing.
,
I. .
As bowicing speed is proportional to
Advanced
Q.7.
4.8. The roller chains used to drive engine camshafts eventually increase in
length, while in service. How is this increase in length accommodated and
how is the increased transveise vibration catered for, when the chain
stretches ?
Ans.
At regular intervals, the 'stretdh', or increase in length, of roller chains is
taken up, by adjustment of the chain tensioning device. This usually consists of
an idler sprocket wheel mounted at one end of a lever.
At the other end of lhe lever is a nut fitted in a yoke. A screw passes
through the nut. Turning the screw causes the lever to move about a fulcrum, so
that the idltr sprocket wheel moves towards o r away from the chain increasing or reducing the tension.
in some marine engines, chain adjustment is controlled by measuring the
transverse displacement of the free length of the chair.. '
Q.9.
1.
2.
Reduce the penetration, which occu~sinto the less dense cylinder gases.
Keep the atomisation level and injection pressure sufficient, as mass
now rate is reduced.
197
-.,
NC?, Iwels. With a high level ( 30% ) cf water, NOx levels could be
rerli~sid by 10 - 15 %, bcr the high consumption of fresh water and the
ixi-e&sedspeci5c fuel consumption mike the ecmomics debatable.
3~
?.
Q.lO.
O r e r Penetration :
This will occur, when the gas density within the cylinder is
rzdruczd or with over-size holes. The liquid streamtravels too far into the
cylinder, so that a high level of fuel impingement on the liner wall takes
piace. Tliis will remove the liner lubrication. This will greatly increase 'e
the liner wall temperature (as well as thermal stresses). Gas density .?
rzductjon is due to low scavenging pressures and this occurs during low
power operations. Hence, when prolonged slow steaming is carried ou[.
smaller diameter nozzles must be used to compensate, and avoid Overpenetration.
198
. . . ..
b.
I
s..
Scored needle :
Similar to slack needle, which will cause increased friction in the needle
operation. The fault differs from 'slack' needle in the observatior: of tlie
defect and that fuel leakage will stili be relatively smal!, compared with
a 'slack needle' fault. The cause is the same, as that causing a 'slack'
nzedle.
c.
d.
0.1 i . With reference to Cueis, discuss the problems associated with storage of fuel
oil and the problems due to inorganic sludge (contaminants).
Ans.
Storage problems with marine fuel.
With the dimillishing reserves of oil, and the consequent rise in prices, i t
h;ts Lecome important to extrxt the riaximum out of the crude oil, to make i t
economically viab!e.
The ability of Kefinenes to extract more and more high giade fuels I
distillates from crude oi!, has resulted in a coxentratior. c f contaminants and
the deterioration of the quality of the residues.
These residues farm the base of marine fuels, which have incre-aed the
..
..
-
!i
<-
.-
storage problems.
i~
i-
!~.
. ~.
Sludge : This separates out from marine fuel oil in storage.-It may consist of
carbonaceous material from the fuel, wax from the fuel, water, organic and
inorganic substances, such as tank scale.
Wax is contained in most fuel oils, the greater amount being in :he
residual component. If a fuel oil is kept suitably heated, the wax remains
. dissolved.
...
:.,
rain, or
storage,
Q.1.
Ans.
The cross-head guide, which cames the load during the expansion or
working stroke, is called the 'ahead' guide. The Ahead cross-head p i d e canies
the cross-head side thrust, during the wcrking s!rok=, when the engine is
~ n n i n gin the 'ahead' direction The other guide is termed the 'astern' guide,
even if the engine does not run in the astern directim (uni-directionail. The
guide is provided to maintain the baiance ofthe working parts.
As the Piston passes TDC or BDC, there is a reversal of load on the
cross-head ,ouides and slipper. Excessive ciearances would rcsdt in shock
loading, when this reversal occurs, with the possibility of mechanical damage to
both the top end bearing and the slipper. The oil film would be squeezed from
between the surfaces. Misalipnent of the piston rod ill iis $and and of the
piston in the !iner could occur.
In two-stroke engines, the Cross-head beinng is iini-directionally
Isaded, and there is no pericd when the bottom half is 'relieved' of load, un!ike
Tour strokes. Thus, the lubrication of this bott3m halfis extremely critical, and
special care needs to be taken, to ensure h a t wear is within the ! h i t s stipulated.
tiowe-~er,if the 'lcaded' surfaces of bearing or journals are hezvily worn, i.e.
more than one third of the contact area is 'scored', or, if roughness has caused a
large area of the bearing surface to be 'wiped', then the Cross-head may nerd
over-haul. Since it is not possible to rotate journals through 180 " , t o use the
unworn surface, the bearing may need renewal.
Polishing with hemp rope and mild abrasive may take care of minor
scratches, but will not remedy damage due to roughness. Excessive ovality or
cracks will also necessitate replacement.
Q.2.
Ans.
Factors governing clearances
a)
Crosshead guide :
Upper limit -
L.oir-ct I i ~ i i i t
b)
Loiver limit
c)
1
Lower limit
Thrust hearing
d)
Uppei limit
Prevent Iarse inertia ibrces on bearings, during chansec
from anead ! astern. Prwent ensine cranks1i;li
mixalignmen:, or running-gear misalignment, wit11
excessive axial movement.
,
Lower
limit
Q.3.
With the Cross head bearing operating under high load a n d a noncontinuous rotation, discuss the importance of :
a) A high surface finish.
b) Bearing strength.
c) Proper lube oil supply.
d) Flexing of the bearing.
Ans.
a) Surface Finish :
The crossheed of a two-srroke marine engine is unidirectionaily ioadcd.
This is because the bottom surface is atways under load, whether on rhe
compression stroke, or the power stroke. Added to this is the fact that the
conversion of vertical movement (of piston) to rotational movement (or
crankshaft) mkes place here, so that the resulting oscillatory motion is 1101
sufficient, to generate proper hydrodynamic lubrication.
Thns there is no time for an oil film to form, since the lube oil does nor
have a chance to enter the bearing easily. The surface finis.': of a hearing is vital.
when the oil rthn thickness is so small, that metal-to-metal contact may take
place. In this bearing, the rotational motion ceases twice every revolution, and
at this time, boundary lubrication occurs. By improving the surface fini;h, we
can delay the onser of boundary lubrication, and reduce its effect occurriny.
Also, by increasing the contact area of the bearing, we can reduce tlle specific
1oadir.g. thus spreading the load gradually over a larger area.
b) Bearing strength :
The strength or fatigue limit o f the bzaring material has a major
influence on the operational life of the bearing. If the metal is unable to
withs:and the high pressurs imposed on ir, the metal will either yield, or
fatigue wiil occur after a 'number' of cycles. To improve the bearing strengh,
we can either change the material (to !ln-aluminum), or reduce its ihickness
l b y bonding it to a lining material).
2.
3.
Q.4.
b)
c)
d)
e)
fl
Wiping of bearing.
Corrosion.
Cavitation erosion.
Black scab or wire wool damage.
Pitting, d u e to electrical discharge.
Damage d u e to faultyassembly.
g)
Ans.
a) Scoring due to foreign matter or dirt.
This can occur due to contamination of the lubricant :
Deformation on crankshaft, oil gallerks or cylinder bore, present at the
I.
time of assembly^
Entertained dirt entering through breathers or air filters, ad panicIes
2.
derived from combustion of the fuel.
Metallic wear particles resu!!ixg from abrasive wear o f moving pans.
3.
'Din' may cause polisking of the surfaces of whit? metal !in& bearings,
burnishing of bronze bearings, abrasive wear of ovei!ays, or 3f other b ~ a r i n g
linings, and scoring of both bearing a d mating surfaces, with degrees of
severity depending upon the nature a i d size of the dirt particle, or oil fiIn
tliichess and type ofbexing material.
b) Wiping of bzariog : A 'wiped' bearing ,surface-is one, where surface
rubbing, meking and smearing is evidek. This is usuell~due to inadequate
iunning clearance, with consequent surface overheating. It may also be due to
inadequate oil supply, or to both these causes. A wiped surface may follow
disruption of the oil film, due to extreme loading, and shafI vibrations, due to
excessive unbalance or journal instability.
Wnite metal-tined bearing can be wiped, in both ;op afid bottom halves,
due ro inadequate clearance. Overlay-plated copper lead bearing can get wiped
due to a barreled journal. If lightly wiped, the bearing can be refitred after
cieaning the surface to remove any loose metal, providing sufficient clearance
exists. If there is excessive vibration, check the balance, alignment of coupling
and so on.
In case ofThrust bearings, surface wipiny of white metal lined thrust
pads is caused by the imposition of dynamic loads in excess of the fatigue
strength of the bearing nlaterial at operating temberature. Fatigue strength,
specially o f low melting point materials smh a<white meta!s-ad lead-base
overlays, is greatly reduced at high temperatures.
Hence overheating, alone, may cause fatigue failure. Other causes are :
Over-load; cyclic out-of-balance loading; high cyclic centrifugal loading due
over-speeding; shafts not truly 'cylindrical', due to manufacturing defects.
c) Corrosion : Corrosion in copper-lcad and le'hd-bronze alloys, and corrosion
of lead-based white metals, may be caused by acidic oil oxidation products
These are formed by ingress of water (in service) into the lube oil, or by the
decomposition of certain 011 additives.
Vol. I11
g) D&magedueto faulty assembly : Under thisheading are include? 1. Fretting damage dse to inadequate 'interference fit' in flimsy housings.
2. Excessive 'interference fit', causing bearing boredistortion.
Z
%.
Yol. 111
Q.5.
for
survey. Discuss in detail holy you will access the condition of hearing
shells and the actions you propose to rectify the dcfects tintifed.
Ans.
The criteria below apply to tri-metal bearing, which consist of a steel shell with
lead bronze lming and a galvanic white mctal piating, about 0.03 :c 6.06 mm
thick.
If a uniform dull grey s-rface is observed, the bearing is iunctionjng
perfectly well, m d needs no further attention.
Local 1:1ossin:ss: This appearance often occurs on new bearings, afier a
short 'running-in' perigd. It is caused by the wear during the 'rnnning.
in' of the bearing. The #loss disappears after about a hundred hours of
operarion.
~
'Tozgue-shaped' areas of gloss on one side, the areas being very
sharply limited. This is during the ruming-in process, and is caiised by
locally uneven lube oil film thickness. These glossy iireas disappear after
~mnins-infor a fairly long time. If large, tongue-shaped and ~ l i g h : ! ~
raised areas of gloss shouid occur after a short running period, they
shculd be tightly scraped. Check the bearing clearance.
Glossy areas along the hvo edges of the bearing. This indicates that the
bearing is overloaded along the two edges. The bearing shells sometimes become concave during operation. If the loss is very in!ense, the
bearing should be 'touched up' with fine steel wool or a scraper. Do
not use emery cloth. If the crank shaft has been re-ground, check the
fillet ~mdiusbetween journal and webs.
Heavy pressure on the bearing edge (often one-sided) with revealed
bronze aRer a short 'running-in' period. This is not admissibie. It is
essential to find and remedy the cause. In most cases;the fillet radius of
z re-ground journal is not in order.
Heavy pressure near the bearing 'parting tines'. A bearing should be
relieved over 10' from the parting line. Remove the marks with scraper
or fine steel wool.
Heavy pressure below the relief area (on one or both sides). These areas
are something characterized by gloss, and sometimes they show cracks
and scaling of the plating. Glossy areas should be touched up with tine
steel wool, scaling should be treated with a scraper. All loose panicles
must be removed.-The bronze may be exposed in the relieving zone.
Wear of the plated overlay over a fairly large area (bronze exposed),
but on one side only. Heavy pressure on one edge as a result of
inaccurate construction. If the engine has tie-rods, do not align the bed
plate by tightening or slackening the tie-rods (frame distortion). If this
pattern already occurs after a short running period, it is essential to trace
the cause and to replace the bearing fconsult'the engine manufacturer).
Pit*.
This phenomenon is caused by vibra$ion. Check the bearing for
good seating. Check the fix1 injection pump. Check the to~siontil
vibration damper. Thc bearing csn remzin.
The piated overlay is vely smeary, the iead bronze is partly exposed
(mainly along the transversz centre line). This is due to tube oil
shortage. Very oitm the outer surface of the bearing is q:ii~eblack with
carbon deposits. The she!ls have become convex on the inner surface, as
a rcsult of nrnning hot. The bearing shc!!s ;nxst Se rcplacerl and i t is
essentia! !o determine the cause.
Heavy working traces on the outer surface o i thc bearing awl some
areis of fretting corrosion. The bearing must be replaced, paying
particui2r attenticln to the assembly instructions, es;lec.ia;;y as regards
tightening the b a i n g bolts. If several bearings should exhibit this
phenomenon, thz pre-stress of the bearing sheik in the housings must be
checked.
Pitting on thc joint surfaces (dividing line) of the bearing shells.
Check the pre-strrss of thq bearing shells in the housins. Follow the
engine manufacturer's instniitioni ?bout tightening the bearing bolt>. ;f
pitting occurs on several bearings, notify the engine manufactiirer.
The plated overiay has much better 'running-ic' and emergency iunninz
properties than the lead bronze. Apart from that, journal wear on the crankshafr
is much reduced by the plated overlay. If refinishing is necessary, as littie
material as possibleshould be removed from tkis over!ay. Since every bearing
has to settle in again afler refitting, it is zdvisable not tl open properly running
hearings unnecessarily.
Q.6.
Ans.
Governors
With
respects
to
governors,
explain the foilowing terms :
Q.l
a) Droop.
b) Isochronous.
e) Governor effort.
d) Dead Band.
e ) Stability.
f ) Sensitivity.
Ans
p ) Droop'
The drop in speed from no h a d to stable full load speed, is called as the Droop
h$ Isochronous :
-/V ?so' mms cmstm?; thus an Isochronous governor is one which tries to
mkntain a zonzta~i:stable speed, regardless of load.
c) Gwernor Effcrt :
The resdr~ntfcrce, due to the imbalance between the centrifugal force on the
h available to move the fitel contro!.
bails and the spring force, w ~ c is
d) D e a d Band :
The minimun change in speed (increase or jecrzase) required, befare the
governor can take any action. This ccuid change, due to the friction in the
actuating mechanism.
e) S t ~ s i l i t y :
The opposite of sensitivity - i.e. the ability to reach equilibrium (stable speed)
,.
for different loads, with a minimum of hunting.
f) Seusitivity :
This is a measure of the accuracy, with which the Governor vies to maintain a
desired speed. Any deviation in speed produces a corrective action. A sensitive
or 'fine' governor requires only a small change in speed, to produce a small
output movement. This will lead to hunting, which is undesirable. Thus, rhe
iiilal output is a compromise between Sensitivity and Stability.
Fropulsion engice governcrs are essentially devices, which are required
to maintain different speeds. Alternator prime movers, on the other hand, try to
maintain a steady speed, in order to reduce any change in gequency, which is
undesirable They must be capable of detecting any change in speed and then
applying the correcrive action required, with sufficient force to overcome he1
linkage resistance.
..
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4,3
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209
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Fuel racks
.
Q.5
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.
:
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'
VoL I11
Adjustments :C~m~ensationffkedle
vaive) : This is only to be adjusted if there is excessive
hunting or excessive- sluggishness in normal operation. The adjusrment
procedure is normally specified in the manual, but is usually adjusted &em 'full
operf, then gradually closed until engine just s t m s to hunt, an2 then opened
another '/r turn. There should be no hunting, during normalrunning.
Local speed setting knob :
. .
.,
.~ ~
.
212
- Vol.1' for a
.7
Ans.
When two diesel enzines are synchronized either electrically or
mechanically (geared), then the speeds must be constant, if they are to share the
'load' equally. It is then the governor characteristics, which determine how the
load is shared, between the two machines. The characteristic for a governor ~vith
droop is a 'drooping' line, as compared to one which is having a straight line or
zero droop (isochronous). It can he seen, that for a droop characteristic, there is
a proponionate fall in speed, as the lrad is increased.
This speed droop is necessary for parallel operation of the machines, if
stable operation is to he achieved.
The top left diagram shows the situation afier synchronizing, with all the
ioad taken by machine number i
As the speed control of n ~ m b e 2
r is increased, it takes ?art of the load
and at the .same time the frequency is increased. The bottom centre diagram
shows the situation after the speed control on number one machine is reduced,
giving more load to number 2 macnine, and returning frequency back to normal.
From this it should be obvious, that load sharing is achieved by
alteration of the fuel settiilg of the machines. If the governor characteristics are
isochronous, then there will be no crossing points along the characteristics and
the load sharing will be unstable. If speed droop is incorporated on a: least one
machine, then there will always be a crossing point at any given load, and stable
operationwill be achieved. This is shown on the following characteristics, for
the case of isochronous governors and also for both having speed droop.
Precautions : Keep rhe air starring system lines clean and drained. when ilot in
im. Regulal-ly over-haul cylinder air starting v:dves. Maintain air compiesso~-r
in good condition, to avoid excess carry-over of tube oil into iiir lines.
.. .
Safety devices : All safety devices in the air stariing system should be al\vays in
good working condition.
Q.3
i.
2.
3.
4.
Consequences of neglect :
1. Leak from a air starting valvc a n gc! worsc a! an iccreasing rare - irrepiirable
and costly damage may occur.
2. Hot gases ;unbunt fuel may pass into the sir sta:ting system - fire haznrd.
3. Lcss of compression, during running, will affect h e combustion efficiency.
4
~.
(1.5
Explain how the starting and reversing of a large main propulsion engine is
accomplished. Describe an arrangement fitted to prevent the engine front
being started in the 'wrong' direction.
Ans.
Starting ar?d Reversing :
AIR STARTING SYSTEM
94
f
the Distributor cam needs to be repositioned, to give the correct sequence for
starting in the astern direction. In the engine shown, the camshaft is
repositioned by a reversing Servo-motor, lo do bcth these thing;, since the fLlei
cams are mounted on the camshaft, and the Distributor also gets its di-ise
the same sout~ce,i.e. the camshaft.
BLSCXWC
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FOR
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Voi N I
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Q.6. .Wit%-refererice.
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t ~ a i ~ s ~ r t i n g ; s y s t e m s , oboard
n
shipigiv@reasons:for. i
.
.<-.'*~...,&':P.-~Ax.<.+
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f a .i. ~~. , u . ~ ~ ~ ~ ~ ~ ~ F l m g 2 ~ ~ ~ Y s t efiiliiie:to'reverse,
~ ~ s ~ ~ s ~ froer aa ::s o n ~ f ~
.. -propulsiok d i & I - & g i n ~ ~.%I : Im- ~3n:ir:;Jr
&'o s t r o k e mazn
Ans.
Failure of a i r starting system : Starting air supply blocked. due to Receiver
stop valve being shut, Automatic ail- srarting valve not openin2 or loss of
control air to pilot valve operating the Automatic air strrting valve.
PT
~-
1.
2.
3.
4.
5.
Regulai Maintenance :
I.
2.
3.
and disrributor).
ir
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k
Engine components
Q.1. a) Enumerate the defects which could lead to cylinder cover failures in two
and four stroke marine diesel engines.
b) Briefly state how repairs to partial cracks could be carried out.
Ans.
Defects :
a) C o ~ m o nfailures arc cracks, which occur in the walls cf rhe coolins space.
Cracks propagte from the watsr side. These ofien penetrate par[ 'vay through
the wsll. This is associated with scaie or sludge build-up. which redcces the
heat transfer rare or corrosion weakening of the materia!, leading [o mechanical
saess failwe.
Other common defects are: high temperature corrosion of the underside.
gas erosion and acidic corrosion. due to leaking exhaust v a h e cage seais.
cracks, mechanical stress induced by either over-load condition or tinevrtn
tightening-down procedures.
Four stroke engine cylinder covex, tn addition to the above. are niio
prons to cracks forming at the thin sections, between the e x h a m rnd inlet \,ahQ.
seats. This is w a l i y caused by imuificient cooling, alon: with !iigi~
diffei&ntialsin iocai ;ernFzraIures.
Partial crackillg can o h he repaired by grinding out and then, afrer suitahic
build-up with multi-pass welding. checking with NC1T. This rnetl7od minimiies
distortion, as annealing 1s carried our or; i h e previous runs of weld. before tlic
x x t stage is~carr~ed
our.
b)
e)
d)
a)
b) Materink :
Valse laces ot'ren have a stellite layer welded on, which gives a hard corrosion
~.zc::.istant
finish; which is maintained at high temperatures. Valve stems may be
sui-lice hardened to irnpro\,e wear (chromed, nitrided).
Stellite
Co
Cr
Mo
C
W(;'ttiigsten)
20?4 IS% 2%
10%
V:aive seats are often Kirnonic, with stellite facing. This $ves good corrosion
d i d w x i o n resistance, 13 prolong the service life.
V ~ l v ecages arc usually Cast iron, with the stem guide being a separale item
tisudly pearlitic Casi iron. This is cheap, easy to manufacture and the guide
ma;oriai has good computability.
50%
Springs in Series : This rcduces bending stresses. Reduces buckling bur is more
compler.
Springs in Parallel : Parallel springshave reduced inertia, are more complex.
this arrangement alters the narural frequency m d so avoids axial vibration. It
also gives safety factor in event. .of any one spring breakage.
,
b;
P
E
=E
1!
--
~-
;
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-
S=
Further incr-cse in pressure causes the balk to move along :he ramp, thus
causing rotation of the vaive stern.
As the valve closes, the washer bears agaixt the rotato; body, thus relic-ving
the pressure on the balls. n e ramp springs return ihe bails to their origical
positions, and the process continues.
Q.5
Vol. 111
The above sketch shows the faiiuie areas of the pistan crown. This is of
the inrernally webbed type. Cracks occuning on the underside are due to
henna1 loading. Cracks on top could be due to stress raisers.
The upper right sketch show a method of gauging piston crown burn
down using a profile gauge. When grinding to profile, depths cf the c r x k s
should be gauged (cheekqd by dye peneriant tezt).
Q.6. I n the case of Cylinder h e r wear, what do you understand by the term
'bore polishing'. Describe types of cylinder liner wear.
Ans.
There should be a gooti surface finish, to produce an effective of seal between
piston rings and the liner wall. This profile is produced initially by using coarse
honing tools to remove machining irregularities and to provide good oil
retention packets.
Then a fine honing process is employed to remove the asperity peaks
and provide a bearing surface or plateau. The total roughness is around 8 - 15
pm, with a bearing of around 40-70% contact patch, the roughness should be 2
pm.
When thc liner becomes too polished, after a prolonged running, the
volume of the oil retained on the liner surface is reduced to near zero. This
polishing of the liner is removed, when the pisrodliner is de-glazed using
rarborundum stones.
'-)
Yo/. III
The rate at which the liner wall becomes polished in service depends upon :
a) Oil iced rates : If the liner lubrication is sufficient, the increase in boundary
lubrication between lincr and ring will cause the liner wear rate to increase.
-.
d> Reduction of combustion prodrkts of the liner / ring interface : The hard
p r o h c ~ sof combustion, if allowed to make contact with the liner wail, will
increase iiner/ring :vzar, and h e r xvall polishing. To prtvent ;?is, a stepped
pistor., having 3 rcdxed diametci at the top cf the piston, has been intxoduced.
A sepamte firing ring is provided at the iop of the liner, which the top of the
pision enters. This step has proved effective in reducing the amount of coke
deposits, which c= mb against the k e r wdl, dwing rhe upward movement and
thus preveilt the bre&-down the lube oi! film
By redacing the rate of liner polishing, the !iner and pistan ring wcar
rates are reduced. When the liner becomes too polished the oil is not retained on
the liner wall and passcs through the ring pack a n d thus is burnt. If the liner
profile is to^ rough, ringllinzr wear is high, and rhe iubriczting oil consumpiion
increaszs due ro evaporation from the rhickcr oil fill.
.
.
-.!
!
..
Q.7
b)
d)
-.
r
i_
.-
Timing of injedon.
Wall temperature of running surface.
ej
Material of piston ring.
Ans.
a) Matching of lube oil to the sulphur content of fuel : The TBN value of the
cylinder lube oil should be correctly matched to the sulphur content in the fuel
to be used. Too high a TBN value wi!l result in excessive alkalinity, which itself
is eo&sive. It produces calcium deposits (soft). Too little a TBN value results
in failure to neutmiise the acids, resulting in a rapid rise in the conosive wear
rate. Crosshead engines use 70 - 80 TBN cylinder oil with a standard value of
Sulphur content, which could change with a change in the Sulphur content.
c)
~-
Explain the influence of the iolloviing f3ct*t-s on the cylinder liner / piston
ring wear rates, in two stroke main propulsion engines :
Matching of lube oil to the sulphur content of fuel.
8)
Correct
cylinder oil feed rate.
b)
b) Correct cylinder oil feed rate : The feed rates are important, and depend on
several factors, such as the viscosity of the oil, the number of points where feed
is appiied (single or multi level) and the bore of the engine. Even a slight
change in the viscosity (e.g. due to temperature) can cause a fall in the
effectiveness of neutralising the acid, since insufficient viscosity would. not
allow the oil to spread sufficiently.
--
7 ) 'I'imin~: It is vital to inject the lubr oil at the correct part of the cycle, to ensure
thai t h e lube oil enters the liner when pressures are least, and can spread
zrifticieniiy to adequatsly cover the e,~tiresurface to be protected, without loss
of Huid iilm thickness.'Ihe'normal ?eri;d of injection w d d bz when the piston
Is inovirrg upwards, m d the lubricators are bdwecn the top and seccnd piston
i s . Unlike four stroke engines, where copious quantities of lube oil is
s(~k!ihi.de n rtle liner wall, the two stroke engine cylinder lubrication is critical.
Oil cnrtirol rings, and the clearances of the compression rings wii! dictar tbe
awial q~.i?"ti!y of !ube oil, which finally penetrates the top (filing) rino,.
d) 0 ~ 1 c i ~ x i iiernper;.ture
ri~
/ L i n e r wall temperature : For the cylinder lubricant
tc opciare satisfactory, th? temperature should not be too high, otherwise :
1. F..;apoiaiion (of the lighter fiac!ions)
I~.~hi~:ation.
2: 7'lie oxidation level will incresse, which reduces the TBN values.
el
Ria$ i'/(;rieriirl : Basic material is Castiron. A steel matrix with free graphite at
p i 1 1 bo!~ndaries: This give the piston ring its self lubricating property. The
follow in^ alloying materials are commonly used :
(I) Silicon, which maintains the carbon in a graphite form.
(2) Phospiiorus, vanadium and titanium, which give increased hardness to the
ring. Wear resistance of ring is usually attained by chrome plating or plasma
c o a i i n ~ .Running-in coatings could be copper, laid on top of chromed or non
chrorncd soifaces.
Q.8.
Give values for axial and butt clearances of piston rings, as fitted or,
Marine diesel engines.
Ans.
Importance ofaxizl clearance : The piston ring must be free in it's groovs, from
the time tile engine is started, and w e n from 'cold' to 'ii~l!~load'cocdi:io;~s.
. .
'
'
Values : For fcur stroKe engines, the axial ring height should be from 1.6 2.2% of the cylinder diameter. For two stroke engines, the axial ring height
should be from 1.9 - 2.6% of cylinder diameter.
Butt clearances : Normally 0.5% of cylinder Bore, when fitted in the unworn
portion of the cylinder linzr. This value is required for ensuring the correct ring
expansioq.
..
:.
..
If shore faciiities are extensive, then the crack should be removed and
filled by metal similar or superior to the parent metal. This will include
gouging, by grinding or arc, then welding with possible pre and post
heat treatment. Obtain approval of class surveyor, before and after such
work, and closely monitor the area during the work. Try and obtain the
Welding procedure approval certificate to be used, so that checks tail be
rnede, that the Welder is followi~glaiddown procedures. Poorly carried
out work may worsen the defect, rather than improve it, as 'delayed cold
cracking' may occur. This type of failure is the most common in higher
tensile steel, heavier steel structures, and joints involving castings.
The major forces, which are transrnieed into tkc trmsverse ~il-deis.are
the I-unning gear foicei (tra~ismitiedinto the niain bearins) aui' the
combustion reaction forces (transmitted viii the tie ho!ts). The !eve1 of
[!we forces are dep-ndant upcn !b.e combtis:ion loads, of adjacen:
cylinders, and can be increased by crarksiiaft mlsa1i:nrncnt ioadiny on
the main bearing itself Thus a crack could occur from :
Overload situation, arising from 1.
Cylinder overloaded, by excess power or high cylinder pressures.
2.
Crankshaft alignment is incorrect
I .
Tie bolts are inccrrectiy tensioned (i.e. overlunder)
IFa crack is discovered, the following p;ocedures could be followed.
1.
2.
Brr^Se
A,.
;i,
Electrical systems
L O C A L E"":
~ e s c r i b the
e operation of an electrical engine Telegraph system. E C K
,y,,4*)d"dER!'-;cAns.
SIATIO,~'
The telexraph
yrovides a means of tran'sn~ittinr:
- ordeis from the bridpe
- . .
a~
control station to the Steering flat. The electric telegraph employs the synchrostep system. The transmitter consists of fixed face plate contacts
and a brush
. . ..
carrier with 3 contacts revolving coaxially. The receiver ccnsrsts of a 3 phase
i:ator winding with a permanent ~ m g f i e rG0r
t
(wound rotor for A.C. operation)
which canies the pointer. By energking each receiver coil separlrrely and
progressively, and allowing thefreely rotating magnet 1s find its o.wn equilibrium,
i t is possible to achieve subsequent step transmission in three positions. If tv;o or
more coils are eiergised, then there is better coritrol of the magnet.
The actual instrument incorporates resistors to give partial magne:ization
0.
of the coils a d so provide up to 11 definite steps, at 15 intervals. Reply b y the
receiving station to the transmitter station requires the system to be dup]icared
with a transmitkr handle on ?he bridge, positioning a receiver pointel- in the
e n g i ~ room;
e
and a reply handle iii the engine room pasitioning a reply pointer on
the biidge.
Alarms : Alarms are :
A 'curreiit iailuie' alarm, ro indicare power suppiy failure.
2)
A
'wronx-way' alarm ' io indicate propeller djrection iontraiy to
b)
t e l e p p h o r d ~ r The
.
wrpng way alnr!n is b;~sically;l rao-~vayslvitcll
arrangtment, one switch being operated. Sy rhe receiver- motor. an<:
the othefswirch by the :ii:inz/propellcr
via ii friction cl!rtci:.
~~~~
~'
Q.2. Describe She sarious types of Torsion meters used on vesseis, f o r measllritig
the shaft torque.
Ans.
Where the measurement of shafr torque is necessary, a torsion meter is used.
Various types of torsion meters can be used. Most types measure the angular
distortion of a :haft. The following are the different types :
,
I . Toothed wheel tvoe :
Light beam : A beam is directed through the teeth towards a phoro cell.
At zero torque, a tooth on one wheel coincides wi!h a slot cn the othelwheel, so that 'zero' light falls on the photocell. This increases as [he shnft
torque increases, due to twisting of the shnft.
~
.a
Pick-up heads : The pick up heads can be inductive, capacitive or photoelectric type prod&ing two alternating voltages.' When'the shaft twists
under torsion. the waveforms become out-of-phase, themag~iitudeof the
phase difference is a measure of the torque and also the polarity of the
phase difference is an indication of direction. The advantage of the above
types is, thatno slip rings and brushes or other sliding contacts on the
shaft are required. A bad contact (of a sliding contact) can produce gleat
problems. This is so, especially at the low voltages and low currents
involved with measuring equipment.The disadvantage is, that cluiie a
long axial length of shaft is required, so that, a measurable angular
.
.. ,
distortion of the shaft occurs:
...
. ... . ..
.~.
~
.... .
~
.
~
..
'['
riaitsformer
k
cores are carried on coilars attached ro the shaft. A t zcto torque.
the air gaps are equai bill when th2 shaft twists under torsion, one air g p
incr~hsesand other dccmases. The twd transformer windings are connected in
series, such (hat the primaries carry the same- exciting current and the
secondaries are in opposition.
'Niih zero torque both air gaps are equal, both fluxes are equal 3nd the output
'voltage V o is zero.
With the shaft torque applied, the shafr twisrs, the fluxes and the secondary emE's
ctldnge and an output voltage is produced, being a measure of the to-que and
dtiection
SIlp rings and brushes are fitted, is robust and ~ndlcatestorque and direction
4 . Torductor type :
Tliis type uses the principle thrt the magneticpemeability'of steel is changed by
stress, so !hat the output voltage V,, varies accol-ding to shaft torque. There are no
slip r i p ~ por brushes, the unit has a v e r y short axial lengih, is robust and is
intended For use with t,eavy shafts.
Q.3.
'Enumerate the safety precautions that you would observe, when working on
lrieii vortage equipn~ent,on board vessels.
Ans.
The foliowing procedure is recommended, before any work is commenced :
Precautions :
To comply with the firs: part of [he psrmit-to-work, befox work car, caniii~ence
on 'Live' equipment, the part upon which work is to be carried on1 inns: be in&
'Ctad' i.z. electrically isolated by the means available. In case of l ~ i g !volt;lze
~
appratus, the conduciors rendered 'Dead' mtlst be efficiently earthed mci sIiol-tcircuired. The points, where these operations are to be cari-ied out, shooitl be
specified in rhe permit-to-work.
PI-eferlbly, some form of voltage indicating device should be used, to
ensure that the csnductors are 'Dead' before earthing is applied. ~ n switching
y
appa&us, o l the compoiient to be examined, which could make !he circuit 'Liv??
;nl;s! be lcckcd, acd 'Caution' notices affixed. The keys must berctained by the
person-in-charge. Even the 'Caurian' notices must b e iixed and removed by the
person-in-charse.
When it is necessary to work on 'Live' Low 01-medium-voltage switches,
p.ecautions azainsr shocks should be taken, such as using insulating stands,
screens, boots, gloves and tools. 'Danser' and 'Caution' notices near 'Live'
conductors must be constructed of non-metallic materiai. If the work, to be cni-ried
OLI:, entai!s the use of hand-lamps, they must be of im aaproved insulated type.
Satisfactory earthing must be maintained thioughout the opel-ational
period and any at~tomaticfire prorective system must be temporarily made
inoperative.
where oil-filled apparatus has to be examined acd possibly I-epienished,
smoking or the use of nsked flames must be strict!y p~ohibited.
Any auxiliary circuits, which might constitute the means of +I feedback, to the
work, must be disconnected. acd if there is any equipment of the bartery-opei-ated
type, or the solenoid operated type, the fusz controlling [hi solenoid musi be
withdrawn, or, if of the spring type, the spring must be dischar~ed.
Although it should be a permanent fixture. and i s statutory, where such
work is to be carried out, it should be ensured, that n placard for the treatment of
electric shock is affixed in a prominent position.
Q.6.
Vol. 111
Q.7
How would you trace 3 short circuit ? How do you trace a n 'earth fault' ?
Megger ?
Ans.
To trace where a short circuit has occurred, each sectional fuse box should be
examined, to findthe circuit in which the short has occurred. This will be detected
by the fuse of the affected circuit, which would have blown.
. What is a
--
To locate which part of the circuit has 'shorted!, i.e. a short circuit has
taken piace, the whole circuit should be examined. A n appearance of burning
accompanies a 'short', as there is a surgeof current during the short circuit, which
will cause burning. By checking each section of the 'dead' circuit..by means o f
a &Tultimeter, the faulty section can be detected.
T o trace an 'earth' fault, each sectional switch should be put 'On', in turn.
and the eanh lamps watched. T h e earth will be in the circuit in which a difference
in the intensity of the earth lamps rakes place.
.,
t a k p when handling these bolts, as the majcrity o f fatigue failures are initiated
a s a mechanical defect.
The minor stress concentration at the defect allows a crack to start and
grow, which eventually weakens the material, by reducing the area which can
regst the applied stress. The design of the boEom end bol% is precise, so that
even though 3.fati-we life exists, a 6esignsted service life can be assigned to
tham,
Main design points:
Bolt shanks should be snialler in diameter than the thread root, so tllaf
1.
greatest stress occurs there, and not at a stress concentration point.
2.
A portion of the shank has a tight clearance in the hole, so that the nut is
tightened 'square' onto spot faced bearing housing This prevents the
possibility of yield of threads.
3.
4.
2.
Check the f?ee length of bottom end bolts in service, against a new one.
If they are longer, it is possible that yield has taken place.
Discard the bolts, when either designed kfe is over, over-speed occurs or
piston seizure has occurred
l~rndlex
Page Nos.
%last water
27 - 28.
27.
Control measures
Evaluation
28.
Hazards
28.
28.
Loading instrument
Safety precautions
27.
Ballast syxtem isoiaiion
67.
Barium Chromate
99.
Bearings
128, 165- 165.
Roller
.
165, 1 6 7
Thrust, tilt pad 165,168.
White metal
128.
34,64,66.
Bilge alarm
64.
Bilge pumping system
Boilers
86 - 96.
Aux. Packaged
96.
Classreprements
90.
Combustion control
95.
Defects
89.92
Page Nos.
Furnace distdrtion
92.
Pressure test
86.
Safety valve
93, 91.
Settings
86.
Tube failure
94.
Uptakak-fire
92.
Waste r m v e r y
88.
Water uearmen: tests
z6.
Bolt failures
207.
33.
Bridge control
Buoyanr apparatus
54.
Bunkerins
15- 18.
Documents
17.
Disputes
17.
lnsriuctions
16.
Letter ofPrs:st
17.
Oil spill
15.
Operatinns
!5.
Persistent oils
16.
Precautinns
15.
Qua;ltitp/quality
17,191.
Szmples
i 8.
T e s kits
17-.IS.
Unacceptable perccr~tagcs 17.
Volatile oils
16.
~
Cable stopper
CaICrifier
Camshaft
Carbon filter
COT. Bulk system
Narms
Boil-off
Relief valve setting
Central Cooling .system
Advantap
Chain Locker
Combustion
r e t i o n quality
Poor combustion
Communication
Conditions of Assignment
Corrosion
Bacterial attack
Cavitation attack
Dczincitication
Evaporates.
Page Nos.
Page Nos.
Fatiwe
89.
impingement attack 122.
123.
Sand erosim
Stress corrosion
89.
Cranecircuit, braking
. . 74.
200 - 205.
CrossheadBearings
.200..
Damage
202 - 234.
Guides
201. .
HzS, effects of
36.
G levels
35.
Todc effects
.
TLV
.
.
E n ~ n rcomponents~
.
Beddate. Lra&
cylihder cover
Euhar?si d v e
Liner wear
Valve defects
Valve springf
221.
Piston a w n
225.
Rotators
228.
Ring clzarances
228.
Explosimeter
42 - 44.
Calibration procedure
43.
Elashb& -xestoi
43.
Peak t&g~
43.
E L
42.
Measurement
43.
Operation
42.
~
Dz<ts
52.
Gravlry type
52.
Lutiing type
52.
Rhdiai type
52.
Dnk ~Vachincry
85.
Deep t a n k
100.
Constru~ion,test$ 100.
Detectors
38 -41.
Alarms
41.
Checking lines
$1.
Fauk deection
40.
Hest sensor
40.
M a red sensor
39.
Ionisatien sensor
38.
Monjtorjng
41.
Smoke detectors
39.
Testingof deteciors 40.
Dry powder
46 - 47.
Eulk system for LPGLNG
and Safety
29 - 60.
33.
Flooding proteaion
Fire wnml plan
29.
Fire drills
30.
Fie p'h, supervision
31.
Fire protection
33. ~ - .
Safety measures, W S
30.
I;ieeboard,requirements
101.
Fresh water Generator
80.
Fresh water Storage tanks
83.
~ u e injecton
l
197 -199.
130- 144.199.
Fuel oil
Auto ignition
133, 134.
Ash particles
130,133.
132: . '
Calorific value
Cxbon residue
132.
.
Catalytic fines
130.
Cetane number
130.
C M C
130. ,.
IS0 8217
.
130.
132." .~
Sodnrrn
Specifications
. . , 130.
Sto&.&z
, .
.
199.
132.
Sulphur
m N ~.
~. 3 1 .
Electrical systems
230 - 237.
Battery inspection 233.
Cable testing
236.
Eanhing
235.
231.
Safeties
Short circuit
234.
Telegraph
230.
Torsion meter
230."
Emissions
187- 189.
Acid rain . . 187.
Global warming
187.
NOx ievels
188.
Smog
;.187:
Enclosed spaces
34-36.
Hazards
34.
...
239
Iindlew
Page Nos.
Tess
Vanadium
Fuel Pumps
Cam profile
Faults
Page Nos.
144
131
194 - 195.
194.
154.
Gearing
176 -177.
Defects
156.
Examination
177.
Governors
208 - 214.
compensation
210.
Droop
208, 21 1.
Deai band
208.
Electronic
213.
Wydraulic
209.
Isochronous
208.
Load Liniter
212.
Load seiting
212.
Stability
208.
Sensit&iry
298.
Overspeed trip
213.
Parallel mnning
214.
&ease
134.
Hatchways, construnion
103.
Stresses
103.
Hazardous cargoes
41 - 4 2 ~
Fire fighting
42.
Medical aid
42.
Storage
41.
Properties
41.
Heat Exchangers
75 - 82.
Chemical cieanin:
82.
Corrosion
75.
Defects
76.
Erosion
75.
Failure
75.
Impingement
75.
77.
Maintenance
Materials
78.
Plate type
78.
Shell t y p
81.
Tube protection
78.
Venting
76.
&WG Code
41, 42.
Indicator cards
190- 193.
Draw cards
193.
Indicator
191.
LigFt spring &ds
190.
Inec Gas
48- 51.
Mars
50.
Generator
51.
Stahl?ory requirements
49.
International Shore couplifig
50.
LNG
47-48.
38.
47.
51 - 54.
Cenrrihgal brake
53.
Falls
52.
Eland brake
53.
Lifeboats
51.
Life buoys
51.
L i e jackets
53
Life rafts
54.
Lube oils 130,134 - 143, 145 - 147.
Alkalinity, h s t
143.
Abrasive wear
135, 136.
Cloud pint
141.
Corn?mor, Viscosiry
142.
Comparison of oils
146.
Compound type
134.
Condition monitoring
137.
135.
Corrosion in bearings
Cornsion monitoring
138.
136, 138.
Corrosive wear
Cracking point
141:
Crackle test
141.
Cylinder oil
131.
Detergent oils
141.
Elastohydrodynamic
136.
Emulsion
135.
Fenography
137.
Flashpoint test
143.
FIoc test
147.
Foaming
141.
Insoluble conlent
142.
Lacquering
135.
Page Nos.
Pumps
61 - 76.
Axial Row
70.
Characteristics
71.
Cargo stripping system75.
Centrat priming
63.
Cen:rifuga:
61, 69.
Clearances
61.
D~scharge
72.
H 1 Q cun8e
72.
Materials
61.
62.
Priming pump
Deepwell type Lb!G
71
Emergeiicy fire pump 72.
Gear
6:.
Clearances
64.
Materia!~
64
Tooth dzpti~ 63.
NFSH
71.
Screw
70.
Swash plate
73.
Psyckfomeler
182~
~
Refrigeration
181 - 186.
Air in system
186.
183.
Cargo refrigeration
Container unit
181.
Flocculation
182.
. Floc point
182.
Flooding
186.
Foaming
185.
Moisture
186.
156.
Over charse
Propefies
182.
Regulations
11 - 13.
Annex V
11.
Oil discharge (tankers) 18.
Oil discharge (chemical)l8.
Machinery spaces
12.
Monitoring
12.
..
Special areas
11.
Water treatment
82.
Re-ine~ingt a d a
59.
59.
80.
Paze Nos.
Sewage pumping
14, 15.
Comminutor
la^
Chemical type
14.
Eductor type
15.
Vacuum t j ~ e
15.
Tznk capaiiry
IS.
Shafting
148- 151, 154 - 155,
156, 161 - 171.
Alignment
156.
Bolts
165, 168.
Corrosion
168.
Crack deteciion
150~
Fair curve method 161, 162.
Overheating
148.
P i l e wir:
162.
Split rdler karing
167.
Stresses
169.
Suwey
!SO.
Snipboard f i e organisziion
30.
Sludge incineiation
25 - 26.
Disposal
25~
Sofiener
87.
Startjng air system
215- 219.
Overlap
215.
Safety doices
215.
!2xplosions
215.
Maintenance
216.
Emergency
216.
StMing / reversing
217.
Interlocks
218.
Failures, reason;
219.
38, 173 - 176.
Steering gear
Materials
173.
Regdations, tests 38,174 - 175
Shudural Fire protection
54 - 59.
Dry cargo ships
56.
$MethodI C
57.
Method u C
57.
58.
Method m c
Oil tankers
58.
Passenger ships
55.
Protectio% openings
56.
Protection, stairways
56.
Protection, accommodation 56.
Protection, ducts
56.
Surveyi
5 - 7,205 - 206.
Anchor examination
7.
Boat equipment
5.
7.
Hatch mvers '
Pnge Xos.
Null Examination
7.
Hull Painting
IWS operation
7.
5.
blain bearing
205 - 206.
Surface preparation
7.
Tl?ic%nssstxeasuizrnent 7.
: Takin: over
8-11.
-4s C E
9-.
As C E on new vessel
9.
Shipyard programmes
10.
Shipyard tzsts
10.
Sea :riais
10~
V4a:?r-tisht doors
A!taciinient
Testing
,%#
. v atcr irsaimeqi
E1zctiokitadyn
Potable
Ppm value
r_~i*ra
violet
Untreated water
Windlass brake tea
Vibrations
148, 158, 16: - 1 6 4 ~
Amplitudz .
158.
Axial
153.
Node
158.
Mode
158.
Resonancc
158.