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Mot 2 PDF
Mot 2 PDF
Classification Societies:
They are third party independent bodies.
Their functions:
» To ensure that ship is soundly constructed and the standard of construction is
maintained.
» Carried out Statutory Survey on behalf of the Administration regarding the ship
safety and prevention of pollution of marine environment.
Classed ship:
» A ship, which is built in standard and maintained under rules and regulations of
Classification
» For a ship to be entitled to a class, Classification Society issues a Classification
Certificate after carrying out Classification Surveys.
» Classification Certificate confirms that the ship has both structural and mechanical
fitness for their intended services.
Statutory Survey:
» Carried out by Administration regarding the safety of the ship, sea worthiness and
pollution, in accordance with national and international rules.
» Issued a certificate, this is essential to the ship’s ability to trade.
» If Statutory Survey is not certified, the ship can be detained.
Classification Survey.
» Carried out by Classification Surveyor, to ensure that the ship has both structural
and mechanical fitness, for intended voyage, in accordance with the class
requirements.
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Safety Equipment.
IOPP Certificate.
Oil Record Book.
Sewage Treatment Plant.
MARPOL Equipment.
For PSC purposes, Port Authorities will apply in general, the following Instruments.
ILL 66, SOLAS 74, MARPOL 73/78, STCW 78, COLARG 72 and ILO 76.
4. A Surveyor representing the Authority of the Government carries out the Port State
Inspection.
» IOPP Certificate
» Load Line Certificate
» SOLAS Certificates
» STCW Certificates, kept ready.
» Safety Equipment prepared for testing and inspection.
» MARPOL Equipment prepared for testing and inspection, such as:
– OWS operation and alarm test.
– Incinerator tested and kept ready for demonstration, and alarm test.
– Sewage Treatment Plant, in good order, and dose chemicals.
– Tank top near OWS and Bilge Pumping Station kept clean.
– Bilge overboard discharge valve, tightly closed and kept under lock and key.
– Update and attach ORB, with photocopies of MARPOL Certificates, original Oil
Disposal Receipts, and Dirty Oil and Sludge Piping Diagram.
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1. Flag State or Administration has responsibilities that the ships built to their flag,
comply with the Requirements of the Conventions, in construction and upkeep
afterwards.
2. Government body carried out Surveys and issued Certificates relating to safety of
the ship, sea worthiness and pollution.
3. Flag State Control is limited to ensure that valid Certificates are onboard.
» In Port State Control system, inspections are done at the port, in order to avoid
Substandard Ships.
» For PSC purposes, Port Authorities will apply in general the following Instruments.
c) Flame failure, high flue gases temperature, and force draught fan failure alarms
tested.
d) Line filter for waste oil line, cleaned.
e) Incinerated ash collected to show to Surveyor, or if disposed to shore facility,
receipt attached to ORB.
12. Fire extinguishers and fire detection system, CO alarms system, tested.
13. Check Sewage plant.
1. All openings to sea, including sanitary and all overboard discharges together
with cocks and valves to be examined internally and externally.
2. Fastenings to the shell plating are to be renewed, if surveyor recommends.
3. Pumps and pumping systems including valves, cocks, pipes and strainers are
to be examined.
4. Shafts, except propeller shaft, bearings and line shafts to be examined.
5. Foundations of main and auxiliary machinery to be examined.
6. Cylinders, cylinder heads, valves and gears, fuel pumps, scavenging pumps,
superchargers, pistons, crossheads, connecting rods, crankshaft, clutch,
reversing gears, air compressors, intercoolers, and such other items covered by
CMS system.
CMS/ CSM:
» A Special Survey carried out on a planned schedule, within a circle of 5 years, at the
request of the owner, and upon approval of the proposed arrangement.
» Approximately 20% of the surveyable machinery items shall be examined each year.
» Completion of circle implies that all essential machinery parts have been examined
within a previous 5 years.
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Planed Maintenance:
1. Plan must be flexible, so that changes, orders, or cargoes do not upset it unduly.
2. Adaptable to various weather conditions.
3. Length of voyage, routes and trades, that vessel is involved must be considered.
4. Maintenance of Safety Equipment and Emergency Team Training should be
integrated with overall maintenance plan.
5. Appropriate equipment is brought-up to optimum condition for Statutory and Class
Surveys, such as ‘Safety Equipment’, ‘Load Line’, and ‘Lifting Apparatus’.
6. Dry-docking and repair period should be integrated with the plan.
7. Manufacturer’s advises, to be complied with, and all Manufacturer’s Maintenance
Logs to be completed.
8. Plan should include availability of appropriate equipment, for breakdown
maintenance, due to unforeseen circumstances.
9. Provisions made for spare part replacements for wear and tear maintenance.
10. Plan must be carefully thought-out, well controlled, and efficient recording system
must be kept up-to-date.
Classification Surveys:
Automation Survey :
Carried-out at 1 year from the date of installations and periodical Special Surveys are to be
carried out at 4 years intervals. ( 1 + 4 )
» It is a survey done by Surveyor at the request of owner or his agent, due to damage of
hull, machinery or equipment, which can effect the seaworthiness, or class of ship.
» All necessary repairs to be carried out to Surveyor’s satisfaction.
Boiler Survey:
The Class Surveyor shall survey every boiler of working pressure 3.5 bar and heating surface
area 4.65 m² and above.
Survey interval:
DNV & LLOYDS: Every 2-years interval until 8 years old, and every 1-year interval after 8
years old.
GL: Every 2½ years interval until 10 years old and every 1-year interval after 10 years old.
1. Hydraulic testing ( 1.25 x approved working pressure for not more than 10
minutes ).
2. Pressure testing of main steam piping at 15% in excess of approved working
pressure for not more than 10 minutes.
3. Internal inspection, hammer test to furnace, stays bolts, fire and stay tubes,
brickwork, baffles and casing.
4. Inspection of alarm and control system, fuel system, feed system, all steam piping
and lagging arrangement, foundation and chocking system.
5. Checking of pressure gauge and water level gauges.
6. Testing of safety valves to blow off at the pressure not greater than 3% above
w.p.
7. After 10 years old or at any time, if surveyor demands, drill test near the water
line should be done to determine actual thickness of boiler shell. If found
necessary, lower working pressure may be reassigned
At 4 years interval :
In addition to above Annual inspection procedure, all valves on boiler required to open-up
and inspected, every 4 years at the time of Annual Survey, or at the next regular dry
docking period thereafter.
3. Boiler must be filled with water at a temperature not more than 38˙C for fire tube
boiler and not more than 82˙C for water tube boiler.
4. Drip pan placed under all burners.
5. Tank top and bilges cleaned.
6. Pump for pressure test to be kept ready.
7. Blanks must be installed at steam valves and water level gauge.
Damage Survey:
If the vessel is classed, and the port has facilities of Classification Society, and Underwriter
Surveyors and repairs firm:
1. Invite Classification Surveyor
2. Invite Underwriter Surveyor (appointed by Insurers)
3. Both Surveyors to survey the damage
4. Repairs to be carried out as per Class Requirements.
5. Quotation of repairer and repair cost to be submitted to Underwriter Surveyor to
negotiate any reduction that may appears necessary.
6. Both Surveyors to survey the repairs when completed.
7. Repair bills must be endorsed by the Underwriter Surveyor so as to claim
insurance.
8. Underwriter Surveyor does not accept bills for transportation.
9. Class Surveyor must confirm class of machinery (Interim Certificate of Class)
10. Log Abstracts and damage reports must be submitted to the Class Surveyor and
owner.
If the vessel is classed, but the port is very small, and duly appointed Surveyor may not be
available:
1. Call the next best surveyor.
2. If no surveyor is available, Damage Survey may be carried out by two Chief
Engineers of same Flag (Port of Registry), but should not be from same company,
to avoid biased report.
Insurance:
Ship owners insured their ships against unforeseen damage or loss such as:
Actual Total Loss.
Constructive Total Loss (the cost of repair being greater than the value).
Presumed Total Loss.
Partial Loss.
Third party Liabilities (collision, injury to crew)
Protecting:
Indemnity:
1. Claim in respect of wrong delivery of cargo.
2. Ship’s liability to cargo, after collision, not covered by policy.
3. Fine or penalty imposed as a result of custom law, health regulations, and
immigration law including smuggling.
» Class Surveyor will issue the Certificate, when repairs have been completed to the
Surveyor's satisfaction.
» This Certificate enables the vessel to remain in class, until the next full survey due.
» Validity is until next survey due.
Certificate of Seaworthiness:
» To enable to proceed to the next port, the Surveyor other than Class Surveyor issues it.
» If the Classification Surveyor does not carry out the survey, the requisite certificate that
is issued will be one of seaworthiness.
» This Certificate enables the vessel to proceed to her next port, where a further survey by
the Classification Surveyor will be conducted, so that Interim Certificate of Class can be
issued.
Seaworthiness:
1. The fitness of the vessel in all respects for carrying cargo and crew in safe
condition.
2. Important items concerned are stability, strength, freeboard, machinery and
design, and they must be entirely satisfactory.
Franchise Clauses:
~ These state certain portion of insured value, for which Insurers are not liable to pay.
~ There are two kinds of franchises:
[These state the percentage of the claim, which the Assured must bear.]
Deductible:
1. If amount of loss does not exceed the franchise amount the Insurers
(Underwriters) are not liable to pay at all.
2. But if the amount of loss exceeds the franchise amount Insurers are liable to pay
that portion which exceeds the franchise amount.
[Only claims in excess of certain percentages are paid, i.e. the Assured pays the first so much
percentage of any claim.]
Non-Deductible:
1. If amount of loss does not exceed the franchise amount the Insurers
(Underwriters) are not liable to pay at all.
2. But if the amount of loss exceeds the franchise amount Insurers are liable to pay
the whole amount.
[The Underwriter pays the whole claim if it exceeds the stipulated percentage.]
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Electrical Survey:
» Electrical equipment inspected and tested, during complete engine survey, at 4 years
interval.
» Such a survey is prescribed, under the rules and regulations for the classification of ship.
Alternator Survey:
Required conditions for Surveyor:
» Main and emergency generators are cleaned.
» Show stable operation when run in parallel with other generator.
» Generator windings on stator and rotor must be free of dust, rust, oil and moisture.
» Visual check made for any obvious deterioration, abrasion, and cracking of insulation
around winding coils in stator.
» The insulation test to earth and between stator phase windings is done while the machine
is still hot after running on load.
» Air gap between stator and rotor checked to ensure that pedestal bearings are in good
condition.
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Switchboard Survey:
1. Thorough cleaning internally and externally at switchboard, when all generators
are stopped and their prime movers locked off.
2. Main bus bar and their connections checked for tightness.
3. Bus bar supports, checked for damage due to insulation material.
4. Overheating signs at connection junctions, due to loose joint.
5. Internal wiring securely fixed.
6. Cable entries at switchboard bottom, sealed with non-flammable material.
7. Earth bar, securely bonded to both frame and to the ship’s hull.
8. Hinged panel door bonded with an earth strap to main switchboard frame.
9. Insulation resistance of each terminal measured.
10. Voltmeters, Watt meters and Ammeters calibrated and tested.
11. All trips tested [Safety devices].
12. Synchronising test [load sharing] demonstrated.
13. Earth lamps checked.
14. Automatic circuit breaker (ACB) and Automatic voltage regulator (AVR)
tested.
5. Although the actual light fitting for Navigation is part of Safety Equipment
Survey, the Electrical Survey will naturally include a check on the supply cables
to the Navigation lights.
1. Efficient means of protection must be provided for all openings to hull and
superstructure, for protection of crew in heavy weather, and for rapid freeing of water
from weather deck.
2. Condition of Assignment must be maintained, at all times in satisfactory condition.
3. Annual Inspection to be made by assigning authorities, to ensure that they have been
maintained in satisfactory condition for continued validity of Load Line Certificate.
Ship Officers/Engineers should ensure, the following items are in efficient condition, prior to
the Classification Society Surveyor’s arrival on board.
6. Exposed engine casing and their openings, fiddley openings, ER skylights and their
closing appliances, to be checked and tested. ER skylight to be able to close from
remote position.
7. Test Ventilators, check all flap levers are free, and locking pins are in place and secured
by chain to ventilation casing.
8. Check air pipes and their closing means, flame traps for fuel oil tank’s air pipes, are in
order.
9. Watertight doors and closing arrangements to be checked.
10. Scuppers and their discharge pipe and valves below the freeboard deck, checked for
corrosion/wastage.
11. Gangways and cargo ports below freeboard or superstructure deck, to be checked.
12. General condition of hull, as far as could be seen.
> A Certificate issued to a ship, if she is built and maintained thereafter, according to the
requirements of International Convention on Load Line (1966)
> Issued by the Administration or Classification Society.
> Validity is 5-years and subjected to Annual Survey.
FO DB Tank Survey:
Testing of atmosphere:
Toxicity
O content with Oxygen Analyser
Explosive Gases with Explosimeter
Gas free certificate from Chemist.
Survey:
IOPP Certificate:
Survey by CE:
Requirements:
~ CE must have first class competency certificate or equivalent.
~ At least 3 years service as CE on owner's vessels.
~ Should be at sea or in port with no Class Surveyor.
~ Generally cannot survey on Safety Equipment, pressure vessels, and main engine except
in unit overhaul.
~ Can survey auxiliary machinery such as, AE, pumps, and Air Compressors.
~ DNV allows half of all items covered by CMS, of which there are more than one, may be
surveyed by CE.
Confirmatory Survey:
1. When any machinery and equipment, allowed to be surveyed by CE, were opened-up
and examined by CE at sea, Confirmatory Survey of these items must be done by the
Class Surveyor at next port of call, or the first port of opportunity.
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AE survey by CE:
1. After priming the AE, start and run under no load, low speed condition for about 3 to
5 min.
2. Then stop and checked externally for overheating. If no overheating, crankcase doors
to be opened and checked temperature of bearings and running gears.
3. If satisfactory, restart the engine at full speed, no load condition for about 30 min.,
then stopped and recheck again.
4. If satisfactory, restart and load-shared with running generator engine. Load sharing
should be gradually increased in small steps, taking about 6 to 10 hours to reach at
full load condition. While running in full load, another generator to be run in stand-
by for possible emergency use. Synchronising or load sharing steps: 25%, 50%,
75%, and 100% within 6 to 10 hrs.
5. All necessary items checked, during load increasing steps.
6. Then peak pressure indicator and other performance data, taken for each cylinder and
compare with test results.
7. Load test should be done, until preferential trip initiates.
» Log abstracts.
» Damage report form for insurance claim.
» Class surveyor recommendation.
» Repair bills endorsed by Underwriter Surveyor.
1. Date, time, position, voyage no., where the damage occurred, extent of damage,
causes of damage, are reported to Head Office in detail.
2. Take HO confirmation and approval for major repair.
3. Take required damage photos.
4. When at nearest port, repair condition, photos before and after repair are submitted
to Surveyor for Confirmatory Survey.
5. If Surveyor does not satisfy, he has right to open-up for inspection.
6. If Surveyor is satisfied, he will issue Interim Certificate of Class, and give
recommendation.
1. Invite Class and Underwriter Surveyors through Master or Agent to make surveys.
2. Negotiate with shipyard repair firm, about cost and prices.
3. After completion of shipyard repair firm’s work, Surveyor will inspect the AE, and
issue Interim Certificate of Class, and Underwriter Surveyor will inspect and give
repair cost and certified endorsement.
4. Repaired condition with photos, and used spares, reported to HO and required spares
ordered.
In Water Survey:
1. Due to increasing in size of oil tankers and bulk carriers and consequently, small
numbers and size of docks incapable of docking these vessels, In Water Survey is
permitted by Class.
2. This survey includes visual examination of hull, rudder, propeller, sea inlets and
measuring the wearing of rudder bearings and cleaning of hull by suitable methods.
Limitation:
1. Not periodical special survey.
2. For less than 10 years old of vessels.
3. Must have Class notation to suit for in water survey.
4. Hull painted with high resistance paint and fitted with impressed current system
for hull protection.
5. Class must approve Diver Firms.
6. Ship draught not more than 10 meters.
Requirements:
1. Hand held closed circuit TV camera that can be controlled remotely from surface
monitoring system.
2. Communication between Diver Party and Surveyor.
3. Water is clean and clear.
4. Carried out in daylight.
Docking Survey:
1. The ship must be examined in dry dock preferably at 1-year intervals, but new Class
Regulations allowed intervals of up to 2 years.
2. The vessel is to be placed in dry dock or upon a slip way and the keel, stern frame post,
rudder and outside plating, propeller, exposed part of stern bearing assembly, rudder
pintle and gudgeon securing arrangements, sea chest, strainers and other fastenings are to
be cleaned and examined.
3. The stern bearing clearance and rudder bearing clearance are to be ascertained.
1. Shell plating washed and brushed down, checked for distortion, bulging, roughness
and corrosion.
2. Welding seams inspected for cracks.
3. Zinc anodes checked for replacement.
4. Shipside valves and cocks removed, overhauled and refitted.
5. Shell box or Sea Chest wire brushed and applied anti-fouling paint.
6. Remove drain plug of rudder to determine the present of water.
7. Measure wear down of rudder and jumping clearance.
8. Bearing metal of gudgeon pin of rudder checked and clearance
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Dry Docking:
Docking plan:
Provides the positions of frame spacing, watertight bulkheads, docking plugs, etc.
Determine the positioning of keel blocks, bilge blocks, bilge shore, breast shore
when the ship is on dock.
a) Label all sea valves, all shipside valves and cocks. Mark the positions of items to
be repaired, with tags or colour code.
b) Keep Emergency Fire Pump, Emergency Generator, Air Compressors,
Emergency Air Bottle, and portable Fire Extinguishers in good order.
c) Lock Fixed Fire Fighting Installation, as per shipyard rules.
d) Shut down Boiler, OWS, Sewage Plant if dockyard does not allow.
e) Lock overboard discharge valve in closed position.
f) Fill up Settling and Service Tanks.
g) Press up Air Bottles and Emergency Air Bottle, and shut the valves tightly.
h) ME crankshaft deflections to be taken and recorded.
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i) Hose down tank tops, and empty Bilge Holding Tank, Sludge Tank, Waste Oil
Tank.
j) Prepare for receiving of Shore Power Supply, International Shore Connection,
cooling arrangement for Air Conditioning and Provision Plants.
k) Provide fire watch in ER at all times, and follow Dockyard Fire and Safety
Regulations.
l) Adjust required trim and draught, with deck officer.
m) Take soundings of DB tanks and cofferdam.
During Docking:
1. Discuss with the superintendent and dockyard repair manager about repair jobs.
2. Assist Surveyor and record the survey items.
3. Witness all alignment works and clearance measurements.
4. Take and record propeller shaft wear down, rudder wear down and jumping
clearance.
5. Check oil tightness of stern tube.
6. Check all completed underwater jobs, done by dockyard.
7. Check all sea valves, shipside valves and cocks, after overhauling.
8. Check all repaired jobs done by ship staff, and used spares and store.
9. Make daily records.
Undocking:
1. Check all repair and underwater jobs in accordance with repair list.
2. Check all measurement data are correct and completed.
3. Make price negotiation.
4. When sea water level covers the sea chest, each sea valve should be opened and
checked for any leakage.
5. Purge air from cooling seawater pumps, run the pumps and check pressure.
6. Test run the ship generators, until satisfactory, and cut out shore supply, cut in
ship generator, disconnect the shore connection, restart seawater pump, record the
time and read watt meter.
7. All sea valves, shipside valves, repaired pipes, repaired jobs must be finally
checked, before leaving the dock.
8. Prepared for ME.
9. All DB tank soundings checked.
» Issued after survey to every cargo ship of 500 GRT and over, by the government of
Flag State.
» Validity is 5 years, subjected to survey at specified intervals.
» During survey, following items must be in accordance with the requirements of SOLAS
1974 Convention.
3. Electrical installation.
4. Steering gear.
5. Pressure vessels and fitting.
6. Main and auxiliary machinery.
» Issued after survey to every cargo ship of 500 GRT and above, by the government of flag
state.
» Validity is 2 years and annual inspection of ± 3 months.
» Safety Equipment Survey, consists of inspection and demonstration:
Some government administrators publish checklist for survey. This is an essential tool for
preparing for a survey, so that one surveyor should be able to complete the survey in ½ day.
» Government body carried out at every 2-year interval, and annual inspection of its
validity.
» At every port, where the ship called on, Government body concerned has a right to
inspect Safety Equipment, IOPP Certificate, Sewage treatment plant, Marpol
equipment, and ORB for Port State Control measures.
6. Fixed installation [gas level, cleared lines and nozzles, operating mechanism and
alarm system].
7. Audible Fire alarms, Fire detection system, Abandon ship warning, and Ship Siren
and Muster list.
8. Stop switches outside ER, for fans, fuel pumps, fuel tank valves, Skylight doors,
Watertight doors, Fire dampers.
9. Inert gas system of cargo ships, 500 tons Gross Tonnage and above.
10. Life raft Certificate.
11. Life buoys, Smoke floats, Buoyancy lines.
12. Lifeboat internally and externally.
13. Condition of Buoyancy tanks inside lifeboat.
14. Illuminating power sources, for launching of Lifeboat and Rafts
15. Latest Nautical Publications.
16. To run Lifeboat Engine, ahead and astern in water.
17. To swing out all lifeboats at least 50% lowered into the water.
18. To lower Davit span ropes and Boarding ladders.
19. To lay out and survey all lifeboat equipment.
20. To survey Life jackets.
21. To check Navigation lighting.
22. To check pilot ladder with lighting.
23. To inspect fall release mechanism [free fall or float free].
Certificates onboard:
1. Certificate of Registry
2. International Tonnage Certificate
3. International Load Line Certificate
4. International Load Line Exemption Certificate
5. Certificates for Master, Officers and Ratings
6. Derating or Derating Exemption Certificate
7. International Oil Pollution Prevention Certificate
8. International Sewage Pollution Prevention Certificate
9. International Safety Management Certificate, SMC
10. International Medical Certificate
11. Passenger Ship Safety Certificate
12. Cargo Ship Safety Construction Certificate, SAFCON
13. Cargo Ship Safety Equipment Certificate, SEC
14. Cargo Ship Safety Radio Certificate
15. Exemption Certificates for SAFCON, SEC and Radio Certificate
16. Certificate of Classification
17. Certificate of Insurance or other financial security
in respect of civil liability for oil pollution damage.
SOLAS Certificates:
MARPOL Certificates:
To be recorded:
To be recorded:
1. Discuss with outgoing CE about machinery condition and standing order from
HO.
2. To read, hand over note / maintenance record.
3. Check logbook at least for last 3-months, CMS quarterly list, Survey items,
previous voyage report ORB up-to-date filling, garbage book, sludge formation
compared with 1% of voyage fuel consumption, sludge remaining onboard, all
certificates, documents, and validity such as IOPP, ISPP etc:
4. Take all FO, LO tank soundings, calculate ROB, based on API gravity method, and
check with log entry. Ensure fuel consumption is enough for next port or next
bunker port.
5. Check all running machinery, MARPOL equipment, OWS, incinerator, sewage
plant, FFA, emergency generator, quick closing arrangement and lifeboat engine.
6. Check standard spares and store, special tools and measuring equipment.
7. If everything is OK, sign the hand over note.
Every oil tanker of 150GRT and above, and every ship of 400GRT and above, shall carry
onboard a Shipboard Oil Pollution Emergency Plan.
4. Inform owner, agent, P&I Club, Flag State Authorities, and vessels in vicinity.
5. Invite P&I (Protection and indemnity) correspondents.
6. Record in ORB, time & place of occurrence, approximate amount & type of oil,
circumstances of discharge or escape.
Any discharge into the sea of oil or oily mixtures, prohibited except when all the following
conditions are satisfied:
Such as: 1) Mediterranean Sea 2) Baltic Sea 3) Black Sea 4) Red Sea
5) Persian Gulf Area 6) Gulf of Aden 7) Antarctic Area
1. Bilge water does not originate from cargo pump room. (on oil tankers)
2. Bilge water is not mixed with oil cargo residues. (on oil tankers)
3. Ship is proceeding en-route.
4. Oil content of effluent without dilution does not exceed 15 PPM.
5. The ship has in operation Oil Filtering Equipment with an automatic 15 PPM
Stopping Device.
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Sewage Regulation:
Black smoke from ship may lead to pollution of air space, and many countries have their
own regulations, that are not to be violated. Smoke from ship is checked for blackness, by
comparing with Ringelman Scale Chart. On this scale, white card is numbered ‘0’ and totally
black card is ‘5’.
There is specific time limit, during which black smoke emission is not penalised.
Garbage:
Garbage is grouped into six categories.
Plastic
Floating garbage
Paper products, rags, glass, metal, bottles, crockery, etc.
Ground-down paper products, rags, glass, metal, bottles, crockery, etc.
Food waste
Incinerator ash
When garbage is
discharged to sea,
discharged to reception facility ashore or other ship,
incinerated,
discharged accidentally or exceptionally,
date, time, position of ship, category of garbage, estimated amount, in ( m³) should be
entered and signed by the in-charge of operation.
If discharged to shore reception facility or other vessel, a receipt or certificate, specifying
estimated amount in (m³), should be taken and kept onboard with Garbage Record Book for
two years.
Garbage Regulation:
Paper, rag, glass, metal, bottle, crockery prohibited > 12 miles offshore
and similar refuse
All other garbage, paper, rag, glass etc. prohibited > 3 miles offshore
comminuted or ground
Food waste not comminuted or ground > 12 miles offshore > 12 miles offshore
Food waste comminuted or ground > 12 miles offshore > 3 miles offshore
Note: Comminuted or ground garbage must be able to pass through a screen with mesh size
no larger than 25 mm².
Incinerator:
For ship, which does not carry ballast water in oil fuel tank, minimum sludge tank capacity
should be calculated as:
V = KCD m³
1. The unit is divided into 3 compartments: Aeration Chamber, Settling Chamber and
Chlorinator.
2. Sewage enters Aeration Tank through soil inlet, and retained for about 24 hours and
thoroughly mixed and aerated by aerators located at the bottom of the tank.
3. Aerobic bacteria and micro-organisms breakdown the organic waste and produce
new bacteria cell.
4. Air, which provides oxygen for bacteria and micro-organisms, is supplied by Rotary
Blowers to aerators.
5. The mixture is replaced by incoming sewage into Settling Tank, after passing
through coarse screen.
6. All solids are precipitated in Settling Tank as Activated Sludge, which are then
returned to Aeration Tank by airlift, and mixed with incoming raw sewage.
7. Clean liquid is displaced into Chlorinator, where remaining bacteria are killed.
8. Discharge of harmless effluent from Collecting Tank is controlled by Float Switch
connected to Discharge Pump.
Important Equipment:
Coliform Count:
Welding:
Oxy-acetylene Welding:
4. During welding, gas bubbles are developed in molten weld pool. By striking the
pool in circular motion with welding rod, these bubbles can be removed.
5. It is necessary to use welding flux.
Arc Welding:
Welding on Aluminium:
Gas Welding:
Arc Welding:
1. Leather gloves, Safety shoes, helmet, and clean clothing [not oily Boiler Suit] to be
worn.
2. Remove combustible material from vicinity.
3. Wear Safety Goggle when chipping and grinding.
4. One bucket of water and portable fire extinguisher kept near-by.
5. Cable connections, tight and well insulated.
6. To avoid Welding in confined spaces.
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Welding Distortion:
Depends upon:
1. Cooling rate.
2. Size of work.
3. Heat conductivity.
4. Melting point.
5. Welding speed.
6. Type of electrode.
Oxy-Acetylene Welding
» Never use Oxygen and Acetylene without pressure reducing regulators attached to
cylinders.
» Open Oxygen cylinder valve slowly and fully.
» Open Acetylene cylinder valve not more than 1 turns.
» Use Acetylene at a pressure not higher than 15 psi (1 kg/cm²).
» Pressure ranges of 20 – 39 psi for Oxygen and 1 – 12 psi for Acetylene should be
used depending on tip size, torch type and thickness of work.
Testing of material:
1. Visual Probe
2. Electrical eddy current
3. Liquid penetrant
4. Magnetic particles
5. Ultra-sonic
6. Radiographic inspection
Destructive Tests:
1. Harness test
2. Impact test
3. Tensile test
4. Bend test
5. Creep test
6. Proof test
Arctic D steel:
ISM Code:
IMO has adopted International Safety Management Code on 4th Nov 1993 for safe operation
of ships and pollution prevention, in accordance with SOLAS, MARPOL and STCW.
Objectives:
Purpose:
Safe management and operation of ship, and Prevention of marine pollution:
Mainly to ensure:
1. Safety at sea
2. Prevention of human injury or loss of life
3. Avoidance of damage to marine environment and property
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Implementation:
Every shipping company should develop, implement and maintain Safety Management
System SMS.
Documentation:
Certification:
Flag State Administration or Government or authorised body, issue Certificates
valid for 5-years, after thorough Audit.
» Issued to the ships, audited 2 ½ years after an Initial Audit, [within ± 6 months] and
subjected to a Renewal Audit, before 5-years period has elapsed, but not later than 3
months before expiry date.
» It verifies that the company and its shipboard management operate in accordance
with approved Safety Management System, SMS.
Interim SMC:
For ships that are taken-up into shipping company anew, and it is valid for 6 months.
» Issued to onshore organisation, which is audited annually after an Initial Audit, and
subjected to a Renewal Audit, before 5-years period has elapsed, but not later than 3
months before expiry date.
Interim DOC:
For a new company, valid for 12 months, or for an existing company if new ship-type enters
the company’s fleet, valid for 6 months.
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1. Lifeboat Drill
2. Fire Drill
3. Abandon Ship Drill
4. Man Overboard Dill
5. Enclosed Space Rescue Drill
6. Oil Spill Response Drill
7. Emergency Steering Gear Drill
SMC:
Issued by;
Administration
Organization recognized by Administration.
DOC:
Issued by;
Administration
Organization recognized by Administration
Another contracting government recognized by Administration.
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To inspect that ships flying the Flags of Has responsibilities that ships built to their
1 States comply with Requirements of Flag, comply with Requirements in
Conventions, to avoid Substandard Ships construction and upkeep afterwards.
in port.
Inspect any ship in their port. Only inspect the ships built to their flag.
To inspect something against a set After survey, issue Certificate relating to
2 standard or law and after survey, issue safety of the ship, seaworthiness and
Certificate, which is essential to ship’s pollution.
ability to trade.
Authorities will apply in general the FSC is limited to ensure that valid
3 following Instruments; SOLAS 74, Certificates are onboard. SOLAS,
MARPOL 73/78, and STCW 78. MARPOL IOPP, ISPP, ILL, COLARG etc.
A Surveyor representing the Authority of Flag State or Administration carries out
4 the Government carries out the Port State Flag State Inspection.
Inspection.
5 Has authority to detain the ships. Has authority to detain the ships.
1. Discuss with captain about survey items, not to effect ship’s schedule.
2. Spare parts for survey items to be ready.
3. Instruction Manuals, drawings and special tools kept ready.
4. Arrange Surveyor to visit onboard through Agent.
5. Immobilisation requested to Port Authority through Agent to dismantle ME parts.
6. Detail instructions to 2/E;
Alternator Survey:
1. Windings.
2. End winding coils.
3. Air gap.
4. Slip ring.
5. Carbon brushes and its spring pressure checked.
6. Insulation resistance. (When taking IR, connections to AVR, instrument connection
and generator heater supply should be disconnected. Shut out the rotating shaft
diodes of brushless excitation system.)
7. Generator running test on load. (Proper operation of governor and AVR controls
with correct frequency, voltage and current values should be confirmed.)
8. Governor droop and its response to certain load change must be within specified
values of manufacturer.
9. Stable operation of load sharing between two generators must be demonstrated.
Alternator Survey
1. Insulation Resistance Test and readings
2. Air Gap Clearance ( 0.5 – 1 mm)
3. Running Test with sea load.
Docking Plan:
1. Repair list
2. Defect list
3. Tank Plan
4. Docking Plan
1. Docking Plan
2. Tank Plan
1. Check Bunker requirement for next voyage and ROB of HO, DO and LO.
2. Check minimum requirement of Stores and Spares.
3. Check Machinery Conditions, Outstanding Repairs and Maintenance Program.
4. Check Survey Status, Outstanding Surveys, Documents and Certificates.
5. Check all CE’s Paper Works, completed up to date or not.
6. Check Instruction Manuals, Drawings and Special Tools.
7. Check outgoing CE’s Official Handing over Letter, describing above facts and figure.
8. Both CEs, stating above facts must sign Hand-over, Take-over Report.
Documents on board:
All Ships
1. Certificate of Registry
2. International Tonnage Certificate
3. International Load Line Certificate
4. International Load Line Exemption Certificate
5. Certificates of Master, Officers or Ratings (STCW)
6. Derating or Derating Exemption Certificate
7. International Oil Pollution Prevention Certificate (IOPP)
8. International Sewage Pollution Prevention Certificate (ISPP)
9. International Safety Management Certificate (SMC)
10. International Medical Certificate
11. Certificate of Classification
Passenger Ships
Cargo Ships
GMDSS:
1. Global Maritime Distress and Safety System, forced on 1/2/92 under SOLAS
Convention.
2. All ships built after 1/2/95 must comply fully with GMDSS requirements.
3. At 1/2/99 all ships regardless of their year of built must comply.
4. Minimum carriage requirement for GMDSS 1 VHF, 2 Nav. Tex.
Insurance:
Ship owners insure their ships against unforeseen damages or losses such as;
1. Actual total losses
2. Constructive total losses (the cost of repair greater than its value)
3. Presumed total losses
4. Partial losses
5. Third party liabilities (collision, injury of crew)
1. Log Abstract
2. Damage Report (extent of damage)
3. Class Surveyor’s remarks
4. Underwriter Surveyor’s remarks
5. Chief Engineer’s Report
6. Repair Bill.
1. Port of Discharge
2. Discharge amount in m³
3. Designation of reception facility
4. Date, Name, Signature and Stamp of Port Authority Official.
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SOPEP Requirements:
1. Sludge, waste oil or oil and water mixture up to 25% of water content could be
burnt in incinerator.
2. Sludge can be disposed from ship to shore reception facility through International
Discharge Connection, provided at discharge side of Sludge Pump.
3. Transferred to another (other) tank. (Indicate tank and total content of tank)
4. Incinerated amount, total time of incinerator operation, disposal of oil residue
(sludge), quantity of retention, tank no. and its capacity, port name, item no. and
letter code are to be recorded in ORB. (See page 164)
5. Reception Certificate attached with ORB.
Date Letter Code Item No. Record of Operation / Signature of Officer in charge
Date Letter Code Item No. Record of Operation / Signature of Officer in charge
Safety Certificates:
Notation of Class:
» (Cross) indicates the ship has been built under supervision of Class Surveyor.
» 100A indicates the ship’s hull has been built to highest standard,
laid down by the Rules of Class.
» 1 indicates the ship’s equipment (anchor, cables, mooring ropes etc.)
are in good and efficient condition.
LMC
» When the machinery is constructed and installed in accordance with Lloyd’s Rules, a
notation LMC is assigned, indicating the ship has Lloyd’s Machinery Certificate.
IACS:
» International Association of Classification Societies.
Classification Societies:
Corrosion Prevention:
By applying protective coating for ship’s structural steel and its continued maintenance.
By cathodic protection.
Cathodic protection:
1. Sacrificial anodes are metals or alloys, usually fitted to hull or within the ballast
tanks.
2. Have more anodic potential than steel (hull) when immersed in seawater.
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3. They supply cathodic protection current but they will be consumed in doing so
hence required replacement.
4. Magnesium anodes must not be used in oil cargo tank, owing to sparks hazard.
5. Zinc anodes must be fitted in this particular tank.
Impressed current system:
1. Adhering of seashell, sea wood, fish, etc. can cause lower performance of cooler
and piping system.
2. To prevent this, a portion of SW, taken via cooling pump from sea chest, is
electrolysed in the electrolytic cell.
3. The electrolysed SW contains sodium hypochlorite and it is dosed again into the
sea chest, and SW cooling system, via nozzles, flow indicator and distributor
valves.
1. Non-toxic in operation.
2. Acrylic Polymer physically influences the film, formed on immersed hull.
3. Adherence by marine organisms is almost impossible to these films, due to altering
the critical surface tension of the film.
4. These paints have material, poisonous to marine vegetable and animal growth.
5. Marine growth will adhere to the hull, if ship speed is less than 4 knots.
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Advantages:
Disadvantages:
ORB:
MARPOL Documents:
SOLAS Items:
1. General provisions
2. Construction: – Subdivision & stability, machinery & electrical installation.
3. Construction: – Fire protection, fire detection & fire extinction.
4. LSAs & arrangements.
5. Radiocommunications.
6. Safety of navigation.
7. Carriage of grain.
8. Carriage of dangerous goods.
9. Nuclear ships.
10. Management for safe operation of ship.
11. Safety measures for high-speed craft.
12. Special measures to enhance maritime safety.
MARPOL Items:
» Annex I….to…V.
ISM Items:
ISM Contents:
IMO Conventions:
What is Garbage?
1. All kinds of victual (food supplies, provisions). [excluding fresh fish]
2. Domestic and operational waste.
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1. Fire pumps shall be capable of giving a quantity of water, for fire fighting purpose, at
following minimum pressures of;
0.31 N/mm² for passenger ships of 4000 tons gross tonnage and upwards,
0.27 N/mm² for passenger ships of 1000 ~ 4000 tons gross tonnage, and
0.27 N/mm² for cargo ships of 6000 tons gross tonnage and upwards.
2. For passenger ships, fire pumps shall be capable of giving a quantity of water, for fire
fighting purpose, not less than 2/3rd of the quantity given by bilge pumps.
3. For cargo ships, fire pumps shall be capable of giving a quantity of water, for fire
fighting purpose, not less than 4/3rd of the quantity given by bilge pumps in a
passenger ship of same dimension, provided that total required capacity of fire pumps
need not to exceed 180 m³/hr in cargo ship.
4. At least 3 fire pumps, provided for passenger ships of 4000 tons and upward.
5. At least 2 fire pumps, provided for cargo ships of 1000 tons and upward.
6. Sanitary, ballast, bilge or GS pumps may be accepted as fire pumps, provided that
they are not normally used for pumping oil fuel, and suitable change-over
arrangements are fitted if they are subjected to occasional duties for pumping oil fuel.
7. In cargo ships of 2000 tons gross tonnage and upwards, if fire in any compartment
could put all the pumps out of action, there shall be a fixed independently driven
Emergency Fire Pump.
7. If motor driven:
a) Two sources of power supply provided.
b) Power operated emergency fire pump, with source of power and sea
connection, must be located outside machinery space.
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1. Diameter of fire main and water service pipes, for cargo ships, need only be
sufficient for the discharge of 140 m³/hr.
2. Hydrants shall be positioned near the accesses to the protected spaces and fire
hoses may be easily coupled to them.
3. Standard nozzle size: 12mm, 16mm and 19mm.
4. For accommodation and service spaces, nozzle size greater than 12mm need not
be used.
5. All nozzles shall be approved, duel purpose type [jet/spray] incorporating a shut-
off.
4. In boiler room:
Fireman’s outfit:
Consists of:
Personal equipment, comprising protective clothing, boots and gloves of rubber, a rigid
helmet, an electric safety lamp [min burning period 3 hrs.], and an axe.
A breathing apparatus. Smoke Helmet [Smoke mask] or Self-contained compressed air
BA set.
For ER
1. At least 1 Portable Foam Applicator with 200 lb. spare container.
2. At least 45 litres Foam Extinguisher
3. At least 2 Portable Foam Extinguishers shall be placed within, not more than 10
meter walking distance.
Sprinkler System:
Operation:
1. Each sprinkler head provided with a quartzoid valve, which seals the outlet of water
pipe.
2. Valve is partially filled with special fluid, so that a rise in room temperature will
expand the liquid and the valve will burst.
3. Water under pressure; will flow out from Sprinkler System. [ 5 – 8 bars pressure is
maintained in FW pressure tank by air pressure.]
4. Sprinkler head can cover a floor area of about 12m² with water pressure of 5 – 8
bars.
5. Pressure drop in tank activates the pumps to take over and supply water from FW
holding tank. When holding tank become empty, SW pumps come into action
automatically.
Rules:
1. No: of heads not more than 200 per section.
2. Heads are spaced not more than 4 meters apart.
3. At least 2 sources of power supply to Automatic alarm system and SW pump.
Advantages:
1. Self fire detection, and immediate and automatic operation at all time
2. Not harmful to human.
3. No need to seal the space.
4. No need to clean the media, after use.
CO Flooding System:
Advantages:
Disadvantages:
1. Only suitable for confined space, and needs total sealing of the space.
2. Fatal to life.
3. Re-ignition can occurs after fire is completely died out.
4. No cooling effects, only extinguished by smothering and inhibition.
1. Exhaust fan, and suction duct is provided at the bottom of the room. Any accumulated
CO from leakage at the bottom can be exhausted to atmosphere.
2. Cable operated Safety Valve is fitted on Pilot Cylinder discharge line.
It prevents accidental discharge of CO from Quick Release Cylinders due to action of
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Weighing of CO bottle:
1. Bottles should be weighed yearly by special weighing device designed for this purpose.
2. It has a reference mark to determine 10% loss of weight.
For cargo space, CO quantity shall be sufficient to give a minimum volume of free gas,
equal to 30% of gross volume of largest cargo space so protected.
For machinery space, CO quantity shall be sufficient to give a minimum volume of free gas,
equal to 40% of gross volume of machinery space so protected excluding the casing.
Inert gas:
1. The gas which does not support combustion is inert gas, such as CO , N , and
boiler flue gas containing < 11% O .
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2. Tankers of 20,000 DWT and above, provided with Fixed Inert Gas System.
a) To prevent accumulation of explosive mixtures in cargo tanks, during
ballast voyage and during tank operations.
b) To minimise risks of ignition by static electricity generated by the system
itself.
3. Inert gas is used only in fixed installations and large bore piping are used due to
low pressure of the gas.
4. Main function is essentially fire-preventive by providing an inert atmosphere.
5. Inert gas installation is not acceptable in machinery spaces.
Applications:
1. To use in Electric Fire
2. To use in Electronic system fire
3. To use in Class A fire
[ Halon used for fire fighting are: Halon 1301, 1211, 2402.]
Limitation:
1. Not to use in general cargo space.
2. Not to use in Metal Fire.
3. Not to use on Oxidising Agents.
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Extinguishing Media:
Water: Cooling and smothering by steam.
Foam: Combined effect of cooling and smothering.
CO : Smothering and inhibition.
Dry Power: Extinguished by inhibition ( breaking chain reaction.)
Halon: Extinguished by inhibition.
Inert Gas: Fire-preventive, by providing an inert atmosphere.
a) This system with manual call points must be able to operate immediately at all
times.
b) Must have two sources of power supply, and visual and audible alarms for power
failure.
c) Control panel should be located on Bridge.
d) Heat, smoke or other products of combustion, flame or any combination of these
may operate detector.
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Types of Detector:
Smoke detector:
1. Installed at stairways, corridor, escape route within Accommodation Space.
2. Also used in Cargo space and Machinery space
3. Maximum floor area per detector = 74 m².
4. Max. distance apart = 11 meters.
5. Max. distance away from bulkhead = 5.5 m.
6. Photocell or light scattering types.
Heat Detector:
1. Maximum floor area per detector = 37 m².
2. Max. Distance apart = 9 meters.
3. Max. Distance away from bulkhead = 4.5 m.
4. Used Bi-metal strip.
5. Fitted in boiler room, laundry, Control Room, Galley.
Flame Detector:
1. Ultra Violet or infrared.
2. Fitted near fuel handling equipment.
Combustible Detector:
1. Fitted in galley, ER fwd bulkhead adjacent to p/p room under floor plate.
7. After opening the cabinet door, master valve must be opened first.
8. Pull the operating handle of pilot cylinders.
9. CO , released from pilot cylinder, operate the gang release bar so that all CO
from quick release or total flooding cylinders will be released to machinery space.
10. By regulation, 85% of the capacity must be able to be released within 2 minutes.
1. Remote detector fitted at the bridge can detect concerned cargo space.
2. This operation must be done by master’s order.
3. After ensuring no person left in cargo space, seal off the cargo space [closing of
ventilation fan, fire damper, hatch cover].
4. Before discharging, change 3-way valve to CO discharge line so that connection to
smoke detector is isolated.
5. Open the quick opening valve so that alarm will automatically initiated.
6. Manual operation procedure and amount of CO bottle to be released is stated in
CO room.
7. By master’s order, release the correct amount to concerned cargo space.
8. Topping up procedure must be followed at port arrival.
Paint Locker
» Paint and other inflammable liquid lockers must be protected by an appropriate fire
fighting equipment.
» Paint locker is usually protected by pressure water spray system for boundary
cooling, and detector should be flame detector.
Detection:
1. Automatic fire alarm and detection system indicates presence of fire and its location.
2. Indicators are centralised in Engine CR and Bridge, and alarm signals are audible and
visual.
3. Detectors operate when rate of temperature rise of surrounding air reaches set limit of
145°F (62.8°C).
4. Human common senses such as sight, smell, hearing and feeling are also good
detection.
Prevention:
1. Fire Control Plan is set out in accessible position in CR.
2. ER personnel must have training such as to locate the fire, to inform, restrict, and
extinguish with suitable appliances.
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3. Fire Drill carried out once a week. Exercise for abrupt evacuation of ER before
releasing CO must also be practised.
4. Weekend testing and checking of emergency stops, quick closing valves, watertight
doors (remote and local) ventilation dampers and skylight doors.
5. Cleanliness in ER is most important.
6. Maintenance of all fire fighting appliances.
Extinguishing:
1. Two independently driven power pumps and one emergency pump driven by own
engine with delivering capacity of at least 25 m³ / hr. each.
2. Two hydrants (port and starboard) with spray nozzle fitted hose. [Minimum water
pressure 37 psi.]
3. International shore connection [outside 7" or 178 mm: inside 2 ½ " or 64 mm].
» General arrangement plan must be permanently exhibited onboard, for the guidance of
officers.
» Positioned outside the deck house [opposite to gangway of both sides] in a permanently
watertight enclosure for assistance of shore fire brigade.
» Fire Control Plan includes:
1. All portable and semi-portable extinguishers: Good working order ensured, properly
placed in ER and always made handy.
2. Fixed fire fighting installation: Alarm testing and function testing once a week,
compressed air blowing of lines and discharge nozzles, contents to be weighed and
checked periodically.
3. Emergency fire pump: Good working order ensured, weekly test run without failure.
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4. Fire detection, monitoring and alarm system: Tested weekly without any failure.
5. All fire hydrants and their connection, sand boxes and scoops: Kept in good working
order.
6. Fire man’s outfits: 2 numbers in good working order and handy at all times.
7. International shore connection: Placed at proper location.
8. All ER members: Properly educated about fire fighting appliances and their operation.
9. Fire drill: Carried out at least once a month.
Safety Equipment:
To dispose sludge and bilge, from ship to shore reception facility, a standard discharge
connection is provided at discharge side of sludge pump.
If ER is abandoned, the Emergency Fire Pump can supply the deck line, even if there is a
burst water main in ER.
Fire Main can also be pressurised, if necessary, from shore or from another ship by use of
International Shore Connection, in the event of emergency situation.
International Shore Connection is usually used when vessel is in dry docking, for
pressurising the fire main.
Dimension: 178 OD, 132 PCD, 64 ID, 14.5 thickness, Four 16 bolts with 50 mm
length for four 19mm slotted holes, with 8 washers and a gasket. (all in mm)
Location: At Fire Control Station and location is known by every crew.
Emergency Signals:
At weekly:
» All lifeboats, life rafts to be visually checked for immediate use.
» One of the lifeboats to be swung out at least 50% onto water.
» Lifeboat engine to be test-run for two minutes, ahead and astern.
» General alarm system tested, CO alarm, fire alarm, refer room alarm.
» All watertight doors and skylight doors to be tested.
» Emergency fire pump, emergency generator, emergency 24V lighting tested.
At monthly:
» All life saving appliances.
» Lifeboat drill. [Logbook entry to be made for all drills].
» Fire drill.
Fire Drill:
Boat Drill:
Every ship shall be provided with documentary evidence of its fitness, to operate with
periodically unattended machinery space.
1. Fire precaution.
2. Protection against flooding.
3. Control of propulsion from Navigation Bridge.
4. Communication.
5. Alarm system.
6. Safety system.
7. Special requirement for machinery, boiler and electrical installation.
1) Fire Precaution:
Detection and alarm system must be provided for:
1. Boiler air supply casing and uptake.
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4) Communication:
Reliable vocal communication provided between C/R, ME control position,
Bridge and duty engineer’s cabin.
5) Alarm system:
Alarms should be provided to indicate any fault:
1. Audible and visual alarms in ER and Control Room.
2. Connections provided to Engineers’ public room and each Engineer’s cabin
through selector switch.
3. Audible and visual alarms fitted on bridge for necessary items, which are required
Officer’s attention.
4. Alarm system shall have automatic changeover to stand-by power supply, in case
of main power failure.
5. Alarm shall be able to indicate more than one fault at the same time.
6. After an alarm is acknowledged, visual indicator must be remained until the fault is
corrected. After correction, alarm should be reset to normal automatic operation.
6) Safety system:
1. Auto-shut down of boiler and machinery if serious malfunction occurs, and alarm
must be given.
2. Shut down of propulsion machinery shall not be activated, except in very
dangerous cases.
3. If overriding system is provided for ME, protection for inadvertent operation must
be fitted. Visual indicator fitted to indicate, when overriding has been activated.
Alarm Checking:
1. Using the Simulator can check UMS alarm system, when engine is in stopped
condition.
2. Alarm system for manned ship can be checked, by checking temperature and
pressure gauge readings, at the time of alarm initiating, while engine is shutdown.
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What is Simulator?
1. A computerised special device, which can duplicate artificial conditions, likely to
be encountered in actual operation.
2. Modern UMS ship is provided with Adapter, to connect the Simulator, so that
alarm system can be checked, when engine is stopped.
Causes:
1. Accumulation of unburned fuel in exhaust trunk, due to incomplete combustion
together with heat source, like leaking exhaust valve.
2. Carried-over cylinder oil due to excess cylinder lubrication.
Effects:
1. T/C over-run, bearings and casing damaged.
2. Abnormally high, scavenge air pressure.
3. Possible ER fire.
Remedies:
1. Stop ME and cool down.
2. Defective fuel v/v and exhaust v/v changed.
3. Complete combustion, maintained at all times.
Crankcase Explosion:
Primary Explosion:
When the ratio of air/ oil mixture in crankcase falls within Explosive Limits, and this mixture
is exposed to Hot Spot, primary explosion will occur.
Secondary Explosion:
Primary explosion causes a Flame Front and Negative Pressure Wave to accelerate through
crankcase. A Partial Vacuum will draw uncontrolled amount of fresh air, back into the
crankcase, where it will mix with already evaporated and burning oil, to cause Secondary
Explosion.
Operation:
1. Oil mist is drawn from crankcase by electric fan through sampling tubes, connected
to top of respective crank chambers.
2. Rotating sampling valve connect each tube in turn for 4 seconds to measuring tube,
whilst reference tube has average valued sample from remaining crank chambers.
3. So can evaluate the difference in oil mist levels, between each crankcase and
remaining crank chamber.
4. At ‘0’ position of rotary sampling valve, clean air is admitted to both reference and
measuring tubes for ‘0’ calibration.
5. Two identical beams of light along the axis of parallel measuring and reference
tubes fall on light sensitive photocells, connected electrically back to back with a
circuit.
6. Photocells generate electric current directly proportional to intensity of light falling
on their surfaces.
7. Under normal condition, oil mist level is the same in both tubes, and photo cells’
output current is electrically balanced, (i.e. output is ‘0’).
8. Increase in oil mist density in any one crank chamber will unbalance the photocell’s
output and alarm is energised.
9. Out of balance current, due to rise of oil mist density indicates on Galvanometer,
connected to continuous chart recording and auto visual and audio alarms.
10. False alarms can be given, if electrical resistance increases, affecting the supply
current, when water is in LO, and detector lens are dirty.
Explosimeter:
An instrument for detecting and measuring of Flammable Gases in atmosphere.
Main Causes:
1. Leaky or sticky cylinder air start valve in opened position.
2. Collected oil inside start air pipe, carried over from air compressor’s faulty oil
scraper rings, through Air bottle.
Preventive measures:
1. Periodical overhauls of cylinder air start valve.
2. Before manoeuvring, cylinder air start valve is tested by isolating Air Distributor,
and escape of air through indicator cock, indicates its leakage.
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3. Before manoeuvring, all valves well lubricated and rotated by hand spanner, to
ensure proper working condition.
4. While manoeuvring, all air manifolds touched and sensed their temperature. Local
overheating of adjacent pipe indicates valve leakage.
5. Compressor air suction filter regular cleaning.
6. Regular draining of Air bottle drain valve, Air compressor intercooler drain valve,
and air start pipe system.
7. Regular overhauling of compressor piston rings.
8. Discharge of ER blower directed to Air compressor suction filter.
Safety devices:
1. Bursting discs: Fitted at start air manifold, at cylinder valve inlet.[ 0.75 mm thick
copper, steel or bronze and will rupture at 3 x max. start air pressure.]
2. Safety caps: Fitted at cylinder valve inlet [ steel- cadmium coated safety tube or
copper hood]. If the cap rupture, movable hood can be moved around
to blank-off the holes in fixed hood, for emergency use.
3. Lightning full bore safety valve: At start air line after Master starting valve, to
relieve excess pressure and close back automatically.
4. Spring loaded safety valve: Fitted at start air line, but not reliable.
1. Any space that has been closed or unventilated for some time.
2. O content < 18% and 21%.
3. The space contains harmful and toxic gases, CO, H S.
4. Not well ventilated and has very narrow access for easy working.
5. Confined spaces are: Fore Peak, Aft Peak, FW Tanks, Ballast Tanks, Fuel Tanks,
Cofferdams, Pump rooms, Paint store, Cargo tanks, Duct Keel, any DB tanks and
any closed compartments.
L.E.L. Smallest percentage of gas, that will make an ignitable air/vapour mixture.
[That is 2% of Gas and 98% of Air].
H.E.L. Largest percentage of gas, that will make an ignitable air/vapour mixture.
[That is 10% of Gas and 90% of Air].
Uptake Fire:
1. Happened when soot, carbon, and oily deposits collected at the Uptake, being
spread along a surface, where temperature is high enough to start fire.
2. Deposits may become thicker and thicker, having lowering the ignition
temperature.
3. In some cases, fire can start even at normal atmospheric temperature, as presence
of oil can reduce ignition temperature considerably.
4. Uptake fire is important, because hydrogen fire is possible, when soot blowing is
done during big uptake fire situation.
Protective devices:
1. Soot blowers
2. Uptake gas thermometer
3. Uptake gas back pressure gauge or manometer.
Indication:
Prevention:
1. Follow all of the above steps, except Soot Blowing, which may intensify the fire
and cause explosion.
2. After the self-perpetuating fire has been died down, open up and clean the smoke
side, with fresh water pressure jetting.
1. When metal itself burning due to fire, at about 700°C, and if steam smothering
soot blowing or water jetting system have been attempted, the big hydrogen fire
may results.
2. The applied steam dissociates into Hydrogen and Oxygen, accelerating the fire,
until steam supply is exhausted, or temperature drops below 700°C.
3. Dissociation of steam into H and O , by heat alone requires temperature about
2500°C.
4. But iron will burn in steam with free H , at much lower temperature of 700°C.
5. Once such a fire has started, two kinds of fire may take place simultaneously: one
kind, iron burning in steam, and the other, H burning in air.
6. This combined fire, being self supporting and lasting until steam supply is
exhausted.
7. Primary object of dealing this nature of fire is, to cool the surface and burning
materials as quickly as possible.
Scavenge fire:
Symptom:
1. Increase in Exhaust temperature.
2. Increase in Scavenge air temperature.
3. Increase in Jacket temperature.
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Precaution:
1. Stay away from vicinity of fire, flame may burst out behind safety doors if violent.
2. Do not open scavenge trunk, while still hot, and also the crankcase.
Prevention:
Grounding:
Actions to be taken:
1. Sea chest to be changed over to unaffected side.
2. Frequent sounding at all DB tanks and cofferdam.
3. Thorough inspection at affected area.
4. Check steering gear, rudder to be tested, after getting permission from bridge.
5. Turn engine by turning gear, to ensure that propeller is clear or not.
6. Check crank shaft deflection and compare with former record.
7. Check all sea water pumps are free from sand, mud etc.
8. Check tunnel bearing.
9. Check engine vibration, and if not satisfactory, it is due to damage of propeller.
72
1. Life buoys
2. Life jackets
3. Immersion suits
4. Thermal protective aids.
1. Entrance Doors
2. Shaft Tunnel Watertight Door
3. Skylight Doors
4. Ventilator Flaps
Fire Detectors:
1. Heat Detector
2. Flame Detector
3. Smoke Detector
4. Combustion Gas Detector.
Heat Detector:
a) Pneumatic Type:
1. Increase in temperature increases the air pressure inside thin copper hemi-spherical
bulb, if the airs bled through two-way bleed valve is sufficient, diaphragm will not
move up and close the contacts.
2. If rate of temperature rise causes sufficient pressure build-up inside the bulb to
close the contact, alarm will be given.
3. Temperature adjustment screw is provided to close the contacts at a predetermined
temperature, giving alarm. (Temperature setting vary from 55 C to 70 C.)
» Quartzoid Bulbs fitted into Sprinkler System are fixed temperature detectors, used
for spaces other than engine and boiler rooms.
1. Flame has a characteristic flicker frequency of about 25 Hz, and this fact is used to
trigger an alarm.
2. Flickering radiation from flames reaches detector lens/filter unit, which only allows
infra-red rays to pass and be focused upon cell.
3. Signal from cell goes into amplifier, which is tuned to 25Hz, then into time delay
unit and alarm circuit.
4. To minimize false alarms, fire has to be present for predetermined period.
5. Suitable for machinery spaces, but not in boiler room.
6. Obscuration by smoke renders it inoperative.
7. Tested by means of a naked flame.
Smoke Detectors:
1. Light Scatter
2. Light Obscuration
3. Scatter and obscuration combined.
Crankcase Explosion:
Primary Explosion:
Secondary Explosion.
1. If there is permanent opening, uncontrolled amount of outside air will be drawn into
crankcase and this air will mixed with already evaporated and burning oil to cause
Secondary Explosion.
74
For calibration:
» Once during each scanning cycle, rotary valve (rotating sampling valve) passes the
average valued sample from crank chambers, through Reference Tube and
compares with clean air sample drawn through Measuring Tube.
(Comparator type)
» At ‘0’ position of rotary sampling valve, clean air is admitted to both reference
and measuring tubes for ‘0’ calibration.
» During operation, the meter should be tested for ‘0’ point and its Sensitivity every
day.
Checking Sensitivity:
1. Graviner MK4 Detector meter is graduated from ‘0’ to ‘18’ at the right hand of the
scale.
2. Press check button and the meter should move to ‘18’.
3. Red indicator warning light should come and audible alarm system should sound.
75
1. Relief Doors.
2. Scavenge Drain Valves.
3. Temperature Sensors and Alarms.
4. Fixed Installation, CO , Steam or Dry Powder.
Causes:
1. Defective cylinder starting valve, leaking or jammed at open position.
2. Oil accumulation in start air line from improper maintenance of Air Compressor,
such as;
a) Excess LO level in crankcase
b) Excess cylinder lubrication
c) Defective oil scrapper rings
d) Inhaling of oil fumes from oily ER.
Fire Hose:
1. At least one for each hydrant. (Passenger Ship)
2. One for each 30m length of ship and one spare, but not less than 5 in all.
(Cargo Ship)
3. 2 ½" diameter and 30ft or 60ft. length.
76
4. Nozzle for ER 12mm, 16mm and 19mm size and shall be approved for duel
purpose (jet/spray) incorporating shut-off valve.
Pressure of Hydrant:
» Diameter of Fire Main and Water Service Pipe need only be sufficient for the
discharge of 140 m³/ hr. from 2 Fire Pumps operating simultaneously.
1. Suction lift of at least 6.0 mtr. from water level at light draft.
2. Operating pressure of 2–5 bar.
3. Capacity of 25 m³/hr.
4. Horizontal throw of 40 ft.
5. Velocity of 65 ft/sec.
6. Two numbers of water jets of ½" dia.
7. Own suction and discharge valves.
8. Isolating valve from Fire Main line, in case of failure.
9. Fuel tank capacity of 3 hours operation.
10. Reserved fuel outside E/R for at least 15 hours non-stop operation.
11. Diesel Engine starting is by own power source from 24V battery and Emergency
Generator and by manual hand cranking. [In cold condition down to 0°C or
heating system provided for cold starting.]
12. Emergency Fire Pump’s space boundaries shall be insulated to a standard of
Regulation.
13. Ventilation arrangement provided in pump space.
14. No direct access permitted between machinery space and pump space.
15. Test once a week.
» Not less than 2/3 rd of the quantity given by Bilge Pumps. (For Passenger Ship).
» Not less than 4/3 rd of the quantity given by Bilge Pumps. (For Cargo Ship).
» Not less than 3/2 of the quantity given by Fire Pumps. (For Passenger Ship).
» Not less than 3/4 of the quantity given by Fire Pumps. (For Cargo Ship).
Furnace Blowback:
1. Furnace explosion occurs when lighting up with explosive gases inside, without
pre-purging sufficiently.
2. Large increase in flue gas volume due to ignition inside furnace with limited exit
passage.
3. Gas blows out with increased pressure through furnace opening.
78
Causes:
1. Insufficient air temperature.
2. Leaky burner.
3. Too little air.
4. Boiler tubes or uptake, full of soot deposits.
5. Air control not operating for high flame mode.
Precaution:
1. Stand towards the side of burner and furnace.
2. Open air supply to purge gases.
3. Shut air supply.
4. Light a fire.
5. Open air supply and oil supply.
Breathing Apparatus:
Types:
1. Self-contained compressed air operated BA set
2. Smoke Helmet or Smoke Mask BA set
3. Gas Mask (not fit for fire fighting purpose)
79
» Tankers of 20,000 DWT and above shall be provided with a fixed inert gas system.
Purpose of IGS:
Method of Production:
1. Every new oil tanker of 20,000 DWT and above should be fitted with IGS.
2. During inerting, O content in cargo tank 8 % by volume.
3. In gas supply main, O content < 5 % by volume.
4. Inert gas delivery to cargo tanks, must be at a rate of at least 125 % of maximum
discharge rate of the ship, expressed as volume.
5. IGS must have indicator to show 1) inert gas pressure and 2) O percent in gas
supply main line.
6. At least one Pressure Vacuum Valve provided on supply main.
(To prevent cargo tank from +ve and –ve pressure.)
7. At least two Non-return devices, one of which shall be a water seal, provided on
supply main.
(To prevent Hydrocarbon Vapour returns to machinery space uptakes.)
8. Audible and visual alarms for both Flue gas type and Inert Gas Generator type to
indicate:
a) O content > 8 %
b) High inert gas temperature.
c) High inert gas pressure.
d) Low water pressure to flue gas scrubber.
e) High water level in flue gas scrubber.
f) Low water level in water seal.
g) Inert gas blowers failure.
h) Power failure.
i) Vacuum gas pressure.
1. TLV is a guideline and when exposed to vapour concentration below TLV, it will
not be harmful and above TLV, it may be risky.
2. Requirement: the space should be safe for 5 days with working rate of 8 hrs/day.
3. TLV must be taken as standard, when testing the tank content by Chemist, and
these limits should not be more than mentioned below for the gases:
81
a) H S = 10 ppm
b) Benzene = 25 ppm
c) Methanol = 200 ppm
d) Petrol & Paraffin = 500 ppm
e) Carbon tetrachloride = 10 ppm
L.E.L. Smallest percentage of hydrocarbon gas, that will make an ignitable air/vapour
mixture. [i.e. 2% of Gas and 98% of Air by volume].
[OR]
Concentration of hydrocarbon gas in air, 1–2% by volume, below which there is
insufficient hydrocarbon gases to support and propagate combustion.
H.E.L. Largest percentage of hydrocarbon gas, that will make an ignitable air/vapour
mixture. [i.e. 10% of Gas and 90% of Air by volume].
[OR]
Concentration of hydrocarbon gas in air, 10% by volume, above which there is
insufficient air to support and propagate combustion.
1) Normal frictional wear: Due to metal to metal contact with high surface asperities under
marginal lubrication condition.
2) Abrasive wear: Due to presence of hard foreign particles from fuel, LO, and air.
3) Corrosive wear: Due to H SO acid attack owing to sulphur within fuel. Only 0.1% of
sulphur content causes corrosive wear, like hot and cold corrosion, and
the rest carried away by exhaust gas.
Sulphuric acid dew point = 120 C to 160 C.
Hot corrosion occurs at 460 – 570 C.
Due to HCl acid attack, because of salts in air, charge air cooler leakage,
sea water in fuel and LO.
Types of wear:
Scratching: Develop in the region of ring travel, due to small particles entrapped between
the bore and rings.
Scoring: Confined to the region of ring travels and may extend to the region, swept by
piston. Origin is similar to scratching.
Clover Leaf Pattern: Irregular, oval or elliptical pattern of longitudinal corrosive wear, at
several points around liner, concentrated between lubrication orifices or the points of LO
quills. It is due to incorrect cylinder oil feed rate and acidic effect of combustion products or
too low TBN cylinder oil.
» In actual practice, wear never takes place concentrically, and it depends on heel
and trim of the ship in service, and effective guide clearance.
83
» In tankers and bulk carriers, where long ballast passage are made with the trim aft,
maximum wear will be in the fore and aft plane, and especially on aft side of the
liner.
Wear rate:
1. Liner wear rate is high during running-in period, after which it becomes uniform
within most of its service life.
2. Finally, wear rate increases rapidly as wear becomes excessive, and due to
difficulties in maintaining the rings, gas tight.
3. Wear rate can be high about 0.75 mm / 1000 hrs. in large slow speed engines,
using residual fuel containing 1.5% of sulphur, in excess.
4. Wear rate being lower about 0.02 mm / 1000 hrs. in medium speed engines, due to
burning low sulphur fuel oil.
5. When Vanadium is added during manufacturing, wear rate significantly reduced to
the range, 0.025 mm / 1000 hrs. ~ 0.5 mm / 1000 hrs.
6. Maximum allowable wear: = 0.7 % to 1.0% of original bore, for large output
engine.
Wear pattern:
» Maximum wear is at upper limit of top ring travel, at the top of piston stroke.
» This reduces towards the lower end of the stroke, but will increase in way of
exhaust and scavenge ports.
Timed lubrication:
1. Lubricators of each cylinder are synchronised with engine to provide timed
lubrication.
2. Cylinder oil is fed, at the time when top two piston rings pass the oil feed points, in
the cylinder during piston upstroke. [4/s and 2/s Uniflow engines]
3. Loop scavenge Sulzer RND engine use accumulator system of timed lubrication.
4. Accumulator provides constant oil pressure, which is greater than scavenge air
pressure, with uniform supply at every period, around TDC and BDC positions.
84
5. In this way, oil is delivered to quills, only when low pressure and temperature
prevails on running surface of cylinder liner.
6. 8 supply points at top, and 1 point for scavenge and 1 point for exhaust ports at
bottom.
4. Cover the piston rod stuffing box seating with special cover.
5. If liner is to be reused, liner wear should be measured and recorded.
6. Position of liner, relative to cylinder jacket, properly marked.
7. CW outlet pieces to cylinder cover removed.
8. Attach the liner-withdrawing tool as per instruction, and tighten the upper nut until
liner comes in contact with upper supporting bar [strong back bar].
9. With overhead crane and sling arrangement, liner is drawn out.
Before refitting:
1. If old liner is to be reused, clean thoroughly.
2. Landing surface of quills checked for damage and carbon deposits in oil holes
cleaned.
3. Rubber sealing ring grooves, cleaned with old round file until to bare metal.
4. Surface inside jacket, coated with anti-corrosive paint, and sitting surfaces cleaned.
5. Sharp edges inside jacket, chamfered slightly to prevent cutting rubber sealing
rings.
6. If new liner is to be fitted, gauged before fitting.
7. New liner is to be lowered down into position, without sealing rings fitted, to
ensure it is correct size. Liner should not only drop freely by its own weight, but
there should be slight radial clearance between liner and jacket to allow for
expansion.
8. Radial clearance at lower end, 0.2 mm for 750 mm bore liner.
9. Radial clearance at top, 0.001 mm / mm of liner bore.
10. Rubber sealing rings should grip firmly around liner, and a 10% stretch would be
adequate.
11. If there is no original reference mark on liner, quills should be fitted and mark the
correct position of liner relative to cylinder jacket.
12. Remove the liner again and sealing rings fitted.
Fuel Valve:
Injector: Requirements:
Excessive Atomisation:
1. Smaller oil particles have insufficient KE, to go through combustion chamber.
2. Dense compressed air has high resistance to the motion of oil particles.
3. Smaller particles tend to cluster around injector tip, and oxygen-starved during
combustion.
4. Can cause after-burning.
Insufficient Atomisation:
1. Oil particles become larger and will have more KE and travel further into
combustion chamber, and some may rest on cylinder liner and piston crown.
2. Carbon built-up around the top of cylinder and piston crown.
3. Lower rate of combustion and after burning.
Low Penetration:
1. Less intimate mixing of air and fuel particles in combustion chamber.
2. Fuel cluster around injector tip causing after burning.
High Penetration:
1. Fuel particles travel further into the combustion chamber and some may rest on the
cylinder liner and piston crown.
2. Lower rate of combustion and after burning.
Needle Scores:
Causes:
1. Due to excessive valve lift. Normal valve lift is about 1.00mm.
2. Catfines carried over from purifier and filters can cause abrasion, and needle scores.
Effects:
1. Due to needle score, fuel leakage across the seat will occur during the cut-off period.
(Originally, the angle of needle valve and its seat is cut in difference of about
1°~ 2° to achieve point contact, thus preventing dribbling.)
2. Carbon formation at nozzle tip interferes the spray pattern causing poor combustion,
high exhaust temperature, and increased fuel consumption.
3. In excessive case, surface burning of piston crown, too much carbon deposits in
combustion space will occur.
87
1. Amount of fuel oil, which seep past the needle valve and nozzle body and it is used
for lubrication.
2. Little Leak- off may seize needle in nozzle body.
3. Too high Leak-off reduce quantity of atomised fuel into combustion chamber.
Overspeed Governor:
Overspeed Trip:
Indicator Diagrams:
Power card: In phase with piston movement, with fuel on, to determine:
IP (Indicated Power)
Pmax (Between Atmospheric line and highest point)
Operational faults.
Draw card: 90° out of phase with piston movement, with fuel on, to determine:
Pmax
Pcom (more accurately)
Nature of expansion curve.
To evaluate injection, ignition delay, fuel quality, combustion, loss of
compression, expansion process, fuel pump timing, and after-burning.
Light spring : In phase, using light spring, with fuel on, to determine:
Pressure variation during Exhausting and Scavenging periods.
Absolute Pressure = Gauge Pressure (of Manometer) + Atmospheric Pressure (15 psi or 30"
Mercury)
1. Carry out Unit O/H and renew liner, piston and rings.
2. TC checked, clean and overhauled, to have efficient operation.
3. Check Scavenge air line, charge air cooler, for insufficient scavenge air condition.
4. Check Inlet and Exhaust valves may be leaking.
5. Clean Scavenge Ports, Scavenge Valves, if 2/S engine.
90
Early combustion:
Causes:
1. Cetane no: of fuel higher than normal.
2. Fuel pump plunger set too high.
3. Incorrect adjustment of fuel cam on camshaft. Fuel valve low-pressure setting.
Effects:
1. High Pmax.
2. Low expansion line.
3. Less S.F.O.C.
4. Low exhaust temperature.
5. Heavy shock load to bearings.
6. Knocking.
Late combustion:
Causes:
1. Cetane no. of fuel lower than normal.
2. Plunger set too low.
3. Incorrect adjustment of fuel cam on camshaft.
4. Leaky fuel valves or high-pressure setting.
Effects:
1. Loss of power.
2. High expansion line.
3. Increased S.F.O.C.
4. High exhaust temperature.
5. Overheating
6. Lubrication difficulty.
Cetane Number:
1. A measure of ignition quality of fuel.
2. The higher the Cetane Number the shorter the time between fuel injection and
rapid combustion.
3. The higher the Cetane No. the better the ignition quality.
4. Considered as poor fuel, if C 37 . Usual range is 30 – 45.
Diesel Knock:
» Violent knocks produced by high rate of pressure rise, RPR, during combustion, as
delay period is longer than normal.
Causes:
1. Too low working temperature.
2. Cold start.
3. Too early fuel injection.
Advantages: Disadvantages:
1 More power output at same swept volume. Less power output as one power stroke per every
two revolutions.
2 Better starting efficiency as every Inefficient starting.
revolution has power stroke.
3 Early detection of abnormal conditions, Abnormal conditions cannot be detected easily.
due to slow speed running.
4 Governor required no special care, due to Extra care for governor, since running speed being
slow speed. medium to high [300 to 800 rpm.]
5 Simple reversing mechanism. Reversing is not so simple since it has two valves
and one fuel pump to reverse.
6 No reduction gear. Reduction gears required.
7 Lower mean temperature of working parts. Higher mean temperature and exhaust temperature.
8 Less crankcase oil contamination problem. Pronounced crankcase oil contamination problem,
due to open crankcase trunk type.
9 Lighter flywheel. Heavier flywheel.
10 Low LO consumption. Higher LO consumption.
11 Lower noise level. Higher noise level
12 Less side thrust on cylinder liner, due to
crosshead effect.
13 Easier cylinder head maintenance. Complicated cylinder head maintenance
Disadvantages: Advantages:
1 Lower MEP for same SFOC. Higher MEP for same SFOC.
2 Poor scavenging efficiency, since no Better scavenging efficiency, since it has one
separate stroke for scavenging. separate stroke for scavenging.
3 More chances of scavenge fire. Almost no scavenge fire.
4 More air consumption and longer Air Reduced air consumption and Air Compressor
Compressor running time during running time, if reversible reduction gear is used.
manoeuvring.
5 Vibration problem due to long stroke. Vibration not considerable.
6 More weight / power ratio. Reduction in size for same power gives less
overhauling time.
7 Less cargo space. More cargo space.
8 Separate cylinder lubrication.
9 More overhauling time.
92
Standard Spares:
» Spares of the machinery, which must be provided onboard by Class Requirement.
» For ME, one unit spare, 6 links of chain for chain-drive engine, one complete set of
gears for gear-drive engine, one set of thrust pad for each side.
» For AE, spares for half of the total units.
93
Log Book:
Pyrometer:
Thermometer:
1. Liquid in glass.
2. Liquid in metal.
3. Electrical thermometer.
4. Bi-metal strip.
Liquid in glass:
1. Thin walled glass bulb and capillary tube, completely filled with Mercury (boiling
point 357°C at atmospheric pressure), at high temperature, to exclude the air.
2. The space above Mercury is filled with high pressure CO gas, to extend the
temperature range to about 550°C.
Mercury: Thermometer range: – 37°C to + 510°C
Alcohol: Thermometer range: – 79°C to + 71°C
Manometer:
Barometer:
Compound Gauge:
CO Recorder:
1. Piston is seized and no spare, and if serious grooving were found on cylinder liner.
2. Cylinder liner is damaged and no spare onboard.
3. The ship is cruising in heavy sea and changing the liner is a risky problem.
4. Engine cannot be operated without removing the piston; even the defective
cylinder has been cut-off.
5. Cross head bearing or bottom end bearing or guide shoe damaged and no spare.
6. Push rod and rocker arm damaged and no spare.
7. It is impossible to continue long navigation with the engine unbalanced and severe
vibration due to one unit cut-off.
8. It is necessary to enter the nearest port ( port of refuge ) for repair.
Precautions:
1. For easy starting, one of the undamaged pistons, placed at TDC by means of
turning gear.
2. Severe vibration may occur within the operating range, thus appropriate engine
speed should be decided by observing engine condition.
3. Pmax and exhaust gas temperatures, not to exceed the limited values at MCR.
Port of refuge:
A port to where a vessel sails in order to seek a safe place, for necessary repair, when a
vessel suffers from stresses of weather or other unforeseen hazards of the sea, to its cargo or
hull, or machinery.
Critical Speed: When engine is revolving at such a speed, when working stroke of the
various pistons synchronises with one of the natural frequency of crankshaft, that speed is
called Critical Speed. It can cause resonance condition and severe vibration.
Economy Speed: It is a speed within the range of maker’s recommended speeds, which is
reasonable and effective with less specific fuel oil consumption.
96
Maximum continuous rating, MCR: Practical limit of diesel engine output, which is to be
run continuously. (Practical output limit of diesel engine, for continuous operation).
Continuous service rating, CSR: Power output of an engine, which will be obtained during
normal sea service condition, on a continuous basic.
Barr Speed: A few revolutions before and after critical speed, where it is unsafe for
continuous operation of an engine due to severe vibration. [74 ~ 96 rpm]
Scavenging:
» Process of exchanging the gases in cylinder, after expansion, with a fresh air charge.
» In general Scavenge period has 3 phases:
1) Exhausting begins, when Exhaust valve or ports are opened.
2) Scavenging begins, when Scavenge ports are opened.
3) Recharging.
[ It is required that: 14.4 lb. of fresh air / lb. of fuel burnt.]
Method of Scavenging:
1. Uniflow Scavenging
2. Loop Flow Scavenging
3. Cross Flow Scavenging
Uniflow Principle:
Disadvantages:
a. Some fresh air charge is lost in exhaust gas, during overlapping time of exhaust
valve opening.
b. Additional driving gear for exhaust valve required.
97
1. Makes full use of high pressure and temperature of exhaust gases during blow down
period.
2. Exhaust gases leave the cylinders at high velocity, as pressure energy is effectively
converted to kinetic energy to create pressure pulse in exhaust pipe.
3. Exhaust pipe, so constructed in small diameter, is quickly pressurised and boosted up to
form pressure pulse or wave.
4. Pressure waves reach to turbine nozzles and further expansion takes place.
TC arrangement:
1. Interference exists between exhausting and scavenging among cylinders.
2. To prevent this, cylinders are grouped relatively with connections to two or more exhaust
pipes.
3. Pipes are arranged, in small diameter to boost up pressure pulse and in short, straight
length to prevent energy loss.
4. Number of exhaust branch depends upon firing order, no: of cylinders and TC design.
Advantages:
1. High available energy at turbine.
2. Good engine performance at low speed and part load.
[ Still efficient when Bmep is < 8 bar]
3. Good TC acceleration.
4. Good response to any load change.
5. Required no scavenge assistance at any load change.
1. Exhaust gases enter into large common manifold, where pulse energy is largely lost,
because receiver tends to dampen out the pulse.
2. But gas flow will be steady rather than intermittent, and at constant pressure.
TC arrangement:
1. No exhaust grouping.
2. Exhaust gases enter into large common manifold and then to turbine.
3. Firing order not considered.
Advantages:
1. High turbine efficiency due to steady flow.
2. Good engine performance at high load. [ Efficient when Bmep is above 8 bar.]
3. No exhaust grouping.
4. Reduction in SFOC of 5% – 7%.
Advantages:
1. Assist tangential swirl and ensure complete evacuation of remaining exhaust gas.
2. No auxiliary blower may be required, during manoeuvring.
» When it is necessary to cut-off T/C due to heavy vibration, bearing failure, etc. cutting
procedure should be done as per engine maker’s instruction.
» Cutting-off operation depends on number of T/C installed and number of T/C damaged.
Case III: Failure of all T/C of an engine, without Exhaust by-pass piping:
1. Lock rotors of all T/Cs.
2. Open all covers of scavenge air trunk.
3. Auxiliary blowers must be running during operation.
4. If casing is cracked, stop T/C cooling.
5. If T/C is supplied with external lubrication shut L.O. supply.
Output 15%: RPM 50%:
Turbocharger Washing:
1. In Slow Speed Large Output Engines, running on HFO, only Turbine Side Cleaning
is necessary, owing to poor quality fuel (but some engines use Compressor
cleaning.)
2. In Medium Speed Engines, running on Distillate Fuel, Turbine Side Cleaning is not
essential but Compressor Side Cleaning must be done daily, under full steaming
condition.
Purpose:
1. To ensure efficient running of TC.
2. To prevent Compressor and Turbine from deposits.
3. Carried out periodically at 250 ~ 1000 Running Hours, depending on running
condition.
99
5. Exhaust gas temperature at turbine inlet < 300°C: TC speed 2000 rpm.
6. Warm FW is supplied slowly, and pressure depends on exhaust gas temperature and
volume, not to vaporise all the water.
7. Open TC casing drain and can be stopped, when clean water comes out.
8. After washing TC kept running at same reduced speed for 3 ~ 5 minutes until all parts
are dry.
9. Then increase ME rpm slowly, to normal rpm.
Turbocharger surging:
1. Pumping of air back to compressor, due to sudden pressure drop in compressor,
below delivery pressure.
2. Prolonged surging may cause damage to compressor, thus engine speed should be
lowered down until surging vanished.
3. Then faults corrected before running again full speed.
100
Causes:
1. One or two cylinders stop firing.
2. Faulty fuel pump or fuel valve.
3. Scavenge fire or exhaust trunk fire.
4. Sudden load change, when pitching in bad weather.
5. Dirty nozzle rings, turbine blades, impeller blades.
6. Weight loss of turbine blades due to impingement attack by Catfines.
7. Dirty blower air suction filter.
8. Incorrect matching of T/C to engine.
TC Over-run:
Causes:
1. Happened in constant pressure turbo-charged engine.
2. Caused due to fire and/or detonation of scavenge space.
3. Exhaust trunk fire due to accumulation of leaked or excess LO and unburned fuel.
Effects:
1. TC bearings, casing damaged.
2. ER fire.
Prevention:
1. Scavenge space regular cleaning.
2. Exhaust gas pipe regular cleaning.
3. Maintain complete combustion of fuel.
4. Liner, piston and rings, fuel valves, cylinder lubrication, maintained in good order.
5. Avoid operating ME under reduced load for long term.
Winches brake adjustment: Adjust the distance between friction plate and pressure plate.
4. Relief Valves in power unit hydraulic system and telemotor unit hydraulic system.
(Set pressure 20 – 30% above Normal Working Pressure.)
5. Double shock valves. (Set to lift at about 100 bar, 10% above NWP: allowed rudder
to give way when subjected to severe shock from heavy sea.)
6. Suitable working access to Steering Gear Room and Control, with guardrails and
non-slip surface.
7. Quick response in 30 sec. from hard over to hard over, at full speed.
8. A fixed oil storage system.
6. CW LP cut-out.
7. Relief Valve on Condenser.
8. Bursting Disc on Condenser. (if fitted)
9. Non-return Check Valves on each gas return line to Compressor.
Miscellaneous Calculations:
Let daily fuel consumption is = C litres/day (obtained from Flow Meter reading)
= C/10³ m³/day
= C/10³ x SGc MT/day
= C/10³ x SGc x 10³ kg/day
= C x SGc x 10³ gm/day
C x SGc x 10 ³
SFOC = gm / kW hr
24 x kW
C x SGc x 10 ³
SFOC = gm / bhp hr
24 x BHP
C x SGc x 10
SFOC = gm / kW hr
24 x kW
104
Q x 1000 x r
qa = gm / bhp hr
24 x Le
Slip Calculation:
P = Pitch in meter
N = Total revolutions/ day ( N = 60 x 24 x r.p.m. )
Theoretical distance = ( P x N ) / 1852 Nautical miles per day.
141.5
Degree API = – 131.5
Sp.Gr.
141.5
Sp.Gr. =
at 15°C(59°F) 131.5 + degree API
Use Volume Correction Factor as per API gravity with exact oil temperature
at bunkering time.
105
Methods of Supercharging:
1. Turbocharger.
2. Underpiston space.
3. Auxiliary Blower (motor driven).
1. Exhaust gases enter into 2 or more small diameter exhaust pipes, with short,
straight length, where pressure energy is effectively converted into kinetic energy
to create pressure pulse or pressure waves.
2. Pressure waves reach to turbine nozzles and further expansion takes place.
Governor:
Speed governor:
» Varying fuel according to load.
» Maintain to get constant speed.
Overspeed governor:
» Only function automatically over 110% of speed cut-off fuel and speed
reduced to 95% cut-in fuel again.
106
Overspeed trip:
» At above 15% over normal speed fuel is cut-off and stops the engine.
» Reset before restarting.
1. Governor is fitted onto a swinging arm, with link connection to some reciprocating
part of the engine, such as crosshead pin.
2. Governor then moves up and down through an arc of a circle with approximately
45°angle.
3. Consists of a weight normally held down by a spring in lower position.
4. When the speed of engine rises, the inertia of the weight is such that it overcomes
the spring force, and the weight moves from normal position, and the upper pawl is
retracted and lower pawl is extended outwards.
5. Lower pawl engages with a lever and lifts it and this movement reduces the amount
of fuel injected.
6. Lever is connected with fuel pumps or fuel pump suction valves.
7. When speed returns to normal, weight returns to its normal position and reverses
the pawls.
8. Upper pawl then pushes the lever downwards and restores the fuel pumps to the
setting given by fuel lever.
9. Lever has its fulcrum pin in same centre line position as the axis of swinging arm.
10. Inertia type governor operates when engine speed increases 5% or more above
normal speed.
11. Only fitted on slow-speed directly coupled engines and found mainly on older
engines.
12. Has been superseded by centrifugal mechanical and mechanical hydraulic
governors.
13. Inertia Type Governor is one type of Overspeed Governor.
Hydraulic Governors:
1. For large Engine that requires powerful governor with quick response.
2. Centrifugal ball head may be used as speed sensing mechanism.
3. Its output signal is multiplied to a value, which will actuate fuel control racks by
means of a servo system, usually hydraulic.
4. Built-in feed back system from fuel rack positioning piston is provided to give the
stability of governor.
107
Compensation System:
» The use of temporary speed droop to prevent over-correction of fuel supply is called
compensation and it has two functions:
a) Droop application as fuel supply is changed.
b) Droop removal as engine responds to fuel change and returns to original
speed.
Static Balance:
» When CG of the shaft coincides with polar axis of its journal, the system is in Static
Balance.
108
Dynamic Balance:
» In static balance condition, when the shaft is revolved in bearings, load on each
bearing must remain constant throughout 360° rotation.
Couples:
» Pairs of forces of equal magnitude acting in parallel but opposite in direction.
Ship Vibration:
1. Synchronous or Resonance Vibration due to main and auxiliary machinery.
(Critical Speed)
2. Local Vibration. (Small portion of hull structure such as bulkhead, brackets, etc. set
into a state of vibration.)
3. Vibration due to external sources, such as unbalanced propeller or ship’s
environment.
Detuner:
» Reduce vibration 60 – 80%.
(Floating members increase unstable frequency, which is the cause of resonance
condition.)
TC Vibration:
1. Unbalanced.
2. Bearing defects.
3. Deposits in nozzle ring.
4. Impingement.
5. Surging, Scavenge Fire, Overloading.
TC Balancing:
1. Static balance.
2. Dynamic balance.
After reassembled:
1. Check Static Balance.
2. Check Impeller and Casing clearance.
TC Deflection:
0.15 – 0.20 mm Axial. ( K value: if K value is not correct, rotor and casing may touch.)
0.20 – 0.30 mm Radial. ( Measured at only plain bearings, not on roller bearings.)
TC Surging:
1. Occur when discharge volute pressure exceed pressure build up in Diffuser and
Impeller.
2. It produces backflow of air from discharge to suction.
Causes:
1. Scavenge fire, Exhaust trunk fire.
2. Poor power balance.
3. Poor Scavenging or leaky Exhaust valve.
4. Dirty Nozzle, Blades and Grids.
5. Individual unit misfire.
6. TC not matching with engine.
7. Pitching in heavy weather.
Function of Diffuser:
Function of Inducer:
» To guide the Air smoothly into the eye of Impeller.
1. Rotor to be locked.
2. Exhaust gas to be by-passed the TC.
3. Run engine with reduced speed with remaining TC.
4. Use Auxiliary Blower.
5. Maintain all temperature and pressure of fuel, cooling water and lubrication within
limit.
6. Discuss with Captain for manoeuvring difficulties.
110
Causes:
1. High Scavenge Air temperature.
2. Fouling of air and gas passages.
3. Wrong Camshaft position. (Incomplete combustion, after burning)
4. Wear of Fuel Cam and Exhaust Cam.
5. Bad fuel quality.
6. Inadequate FO purification.
7. Overloading.
Causes:
1. Scavenge fire at that unit.
2. Leaky Exhaust Valve.
3. Faulty fuel valve & fuel pump ( poor atomization, late injection, after burning)
4. Blow pass.
5. Wrong adjustment and damaged cam.
Smoky Exhaust:
1. Overload
2. Defective fuel valve
3. Scavenge fire
4. After burning
5. Unstable fuel
6. Insufficient air supply.
7. TC rpm not corresponding with Engine rpm.
1. Speed drop
2. High Exhaust Temperature at same r.p.m.
3. More fuel consumption.
111
Log book:
To check Performance; (Exhaust Temperatures, Load Indicator, Consumption etc….)
Hull Fouling: (high Load Indicator, high Exhaust Temperatures and Speed drop)
Fishing Net on Propeller: (high Load Indicator, high Exhaust Temperatures and Speed
drop, good weather, just came out from docking)
Colour of smoke:
1. Insufficient air
2. Air starting valve sticking
3. Defective distributor
4. Fuel line air locked.
5. Defective nozzle
112
Flexible Coupling:
Advantages of CAC:
Labyrinth seal: To isolate and prevent oil and gas by pressurized air from blower side.
What is automation?
» Self-acting or self-moving of a machine.
» Able to work or be worked without attention.
Automation Advantages:
1. Staff reduced.
2. Reduce physical stress for responsible person.
3. Less engine damage caused by human error.
4. Safe and easy to locate faults.
5. Reduction in overall running cost.
6. Less maintenance due to close supervision.
Auto Stop:
1. Low LO pressure.
2. Oil Mist Alarm.
3. Emergency Stop.
Pitting corrosion:
» If corrosion is localized, it is pitting corrosion.
» Caused by large cathodic area and small anodic area, hence intensity of attack at
anode is high.
1. For ME; 1 unit set of Head, Liner, Piston and Rings, Connecting Rod, Cross-
head Bearing, Main Bearing, Crank Pin Bearing, Cam Gear, Chain Link 6 Nos. and
set of Telescopic Pipes.
2. 2 Fuel Valves complete and sufficient parts.
3. 1 set complete Lubricator.
4. 1 set complete Fuel Pump
5. 4 Nos. High Pressure Pipes.
6. 1 set complete Rotor for TC and Bearings.
7. 1 set complete Reduction Gear and Bearing.
8. For Generator; If 2 Generators – ½ set of Spares.
If 3 Generators – 1 set of Spares.
9. For Compressor; 1 set of Piston Rings.
½ set of Suction and Delivery Valves.
Piston’s function:
» To transmit Gas load to Connecting Rod and Crankshaft for rotational load.
What is Scuffing?
Piston material
Piston Cooling
1. Material fault
2. Design Fault
3. Insufficient Cooling
4. High cooling temperature
5. Scale in cooling space
6. Local overheating
7. Local impingement
8. High water content level
Stuffing Box
Stuffing Box:
Conventional Hydraulic
Gear Drive (Medium Speed) & Direct Drive (Slow Speed) Engine Comparison:
1. Higher propulsive efficiency due to flexible coupling drive with reduction gear.
2. No scavenge fire.
3. Reduction in no. of engine starts hence lesser compressor running time.
4. No sudden injection of cold start air into hot cylinder, hence lesser thermal stress
and liner failure.
5. Able to test engine full speed while vessel being alongside.
6. Increased reliability by having more than one engine per screw.
7. One engine can be shut down and overhauled at sea.
8. Reduction in engine size reduces unit-overhauling time.
9. Smaller engine size allows smaller ER, hence more cargo space available.
10. Low initial cost.
11. Simple bridge control with better manoeuvrability and less staff.
Disadvantages:
IHP Calculation:
1. To determine IHP, a set of diagram is taken consisting of one diagram for each
cylinder.
2. Area of diagrams and MEP is determined by Planimeter.
3. Planimeter has a Needle Point pressed into the board, and held in position by a
weight.
4. A Tracing Point (needle or magnifying glass) is moved over the diagram outline.
5. The Rollers in contact with the board, revolts as diagram outline is traced.
6. Area of diagram is read off from Counter and Vernier scale.
(Calibration of the Instrument is checked by measuring a known area.)
7. MEP is obtained by dividing the Area by Length of diagram, and multiplied by the
scale of the spring used.
8. MEP is one of the factors used for calculation of IHP.
118
Power Calculation:
1. Atomisation
2. Penetration
3. Turbulence (swirl)
119
Pour Point:
» Lowest temperature at which an oil will barely flow.
» Pour point indicates that oil is suitable for cold weather or not.
» For crankcase oil, Pour Point is, – 18°C.
Detergency/Dispersancy:
1. Deposits occur in engine crankcase or ring zone, due to semi-solid precipitation
from LO.
2. High temperature effect accelerates the rate of such deposition.
3. To reduce formation of such deposits, oil is treated with Detergent/Dispersant
Additives, for keeping the system clean and trouble-free.
4. When using conventional mineral oils, these deposits block exhaust passage and
prevent free movement of piston rings.
5. Addition of Detergent Additive prevents deposition of such deposits and washes
them away with LO.
6. By addition of Dispersant Additive, tiny particles are carried in colloidal suspension,
and dispersed evenly throughout the bulk of oil.
7. Detergent/Dispersant Additives are complex chemical compounds, such as metallic
based Sulphonates, Phosphonates, Phenates and Salicylates.
120
Function of Lubricant:
1. Reduce friction.
2. Remove heat.
3. Flush away contaminants.
4. Protect corrosion.
5. Dampen noise.
6. In some case, act as sealant.
Types of Lubrication:
1. Hydrodynamic lubrication.
2. Boundary lubrication.
3. Hydrostatic lubrication.
4. Elasto hydrodynamic lubrication.
Boundary lubrication.
1. It exists when full fluid film lubrication is not possible.
2. High friction between surfaces, and a degree of metal to metal contact occurs.
3. Lubricant oil film decreases, until asperities of mating surfaces touch.
Hydrostatic lubrication:
1. A form of Hydrodynamic lubrication, but instead of being self-generated, it is
supplied from external source of oil under pressure, from a pump.
2. Lubrication for Crosshead Bearings, with attached pump.
Elasto-hydrodynamic lubrication:
1. Applied to line contact or nominal point between rolling or sliding surfaces, as in
ball bearings, roller bearings and gear trains.
2. Thin film lubrication limits metal to metal contact.
3. Elastic deformation of metals occurs, and there is high-pressure effect on the
lubricant.
Contaminants in LO:
(1) Water:
1. Owing to condensation of water vapour in crankcase.
2. Leakage from cooling water system for cylinder or piston.
3. Combined with oil in the form of emulsion.
4. Combined with sulphurous products of combustion to form Sulphuric Acid, in trunk
engine.
121
Symptoms of LO Contamination:
Water washing:
1. It can be carried out on straight mineral oil but not for detergent / dispersant type oil
2. The purpose is to remove acids, salts and other impurities from the oil.
3. Water should be injected before purification at a rate of 3% to 5% of oil flow.
4. Oil temperature should be around 75C and water temperature about 5C higher than
oil temperature.
Batch purification:
1. If oil is contaminated with strong acids, high insoluble contents or water, batch
purification of the entire charge oil should be done.
2. In port, the entire charge oil is pumped by purifier or circulating pump into
Renovating Tank, fitted with steam heating coils.
3. Allowed to settle for at least 24 hours at about 60C.
4. Water and sludge must be periodically drained out.
5. Then oil is passed through the purifier at its optimum throughput and pumped back to
Sump Tank.
6. During the time when the sump tank is empty, its interior should be cleaned and
examined.
7. This should be done at least once a year.
Throughput of a purifier: The best purification result is obtained if oil is kept inside the
bowl as long as possible, i.e. throughput should be as low as possible and also more frequent
desludging once every hour.
1. When sump oil is contaminated with SW, find sources of leakage [may be from
LO cooler during ME stoppage] and rectified.
2. In port or while ME is stopped, transfer contaminated oil through purifier or
transfer pump into Renovating Tank, settled for at least 24 hours at about 60°C,
and water and sludge drained out periodically.
3. Oil passed through purifier at 78°C with optimum efficiency, and pump back to
Renovating Tank.
4. When Sump Tank is empty, interior cleaned and examined.
5. Purified oil sent to Laboratory and tested.
6. During this time, new oil should be used.
7. Oil should be reused, if Lab results recommended that it is fit for further use.
[Straight mineral oil: 3% water washed. Additive oil: 1% water washed.]
L.O. for Crankcase Viscosity 130 – 240 Sec. Redwood No. 1 at 60'C.
VI 75 – 85 Pour pt. – 18'C Closed flash pt.220'C
TBN (trunk type) 30 mgKOH/gm of oil
TBN ( X-Head Type ) 8 mgKOH/gm of oil.
Water in LO
Effects:
1. Can form Acids.
2. Can cause corrosion on m/c parts.
3. Microbial degradation. [Reduce centrifuging efficiency; promote local pitting and
corrosion].
123
LO tests onboard:
Crackle Test:
1. Pour a known amount of sample oil into a test tube.
2. Hold the test tube over small spirit lamp, shaking it while doing so.
3. If there is no crackling, the oil is dry.
A slight crackle indicates a trace of water.
1. Tested by extracting the acids from sample oil, by means of shaking with known
amount of distilled water, in a test tube.
2. Acidic extract is placed on a watch glass, with Indicator Solution of known
strength.
3. The mixture is drawn into a glass tube, and compared with Colour Standards, each
representing a known pH value. Sample can be determined quite accurately.
Microbial Degradation:
» If free water is present in crankcase, micro-organisms may grow, at oil water interface,
by consuming hydrocarbons in oil.
» Infestation at early stage may not be harmful but in case of severe infestation, corrosion
within machinery parts may arise.
» Complete oil change is necessary.
Indication:
Flash Point:
1. Lowest temperature at which an oil will give off sufficient flammable vapour, to
produce a flash when a small flame is brought to the surface of the oil.
2. Minimum flash point for on-board use is 60°C.
3. Fuel storage temperature must be kept at least 14°C lower than its flash point.
4. Average closed flash points: Petrol – 20°C: Paraffin 40°C: Diesel Oil 65°C:
LO 220°C: 70 cst Fuel Oil 71°C: Heavy Oil 100°C:
Pour Point:
1. Lowest temperature at which the oil barely flow.
2. It is just above the lowest temperature at which liquid flows under its own weight.
3. It must be low, otherwise fuel tends to solidify and due to poor heat transfer
property, fuel cannot be returned to its original state by heating.
4. Fuel storage temperature must be kept at least 10°C higher than its pour point.
5. At least 40 – 50°C higher than its pour point, for cold weather condition.
Homogenizer:
1. It is a device to create stable oil and water emulsion, which can be bunt in boilers
and diesel engines.
2. This emulsion can burn more efficiently and reduce solid emission in exhaust gas.
3. It can reduce catfines into finely ground particles, which do not harm.
1. Take essential data from master, such as distance to go with average speed, river
passage, pilotage, port stay, etc. To check ROB.
2. Estimate HO and DO consumption based on weather, wind and current condition,
running hours of AEs auxiliary boiler and ME.
3. Estimate the 3 days reserve, considering unpumpable quantity, bunker allowance
or bunker margin.
4. Calculate the capacity to receive, bunker amount, type of bunker, HO, DO or LO.
5. Bunker should be allowed 85% of tank capacity.
6. Arrange not to mix with remaining onboard fuel.
Total required bunker from port to port = {Distance to go with average speed + River
Passage + Pilotage + Port Stay + 3 Days Reserve }
Responsibilities are:
1. Fire prevention
2. Oil pollution prevention
3. Calculation
4. Recording and informing.
Make preparations for both Deck and Engine Department, in accordance with pre-bunkering
checklist.
Prepare all necessary papers as per local regulations.
Fire Prevention:
Pollution Prevention:
For Calculations:
Bunkering:
1. Start bunkering at slow rate, and then raise the pumping rate.
2. Always check and witness the flow meters, tank gauges and tank dips, before and
after delivery, to ensure that the right quantity has in fact been supplied.
3. Random checks to ensure correct specification of oil being supplied during
bunkering.
4. Take a continuous drip sample. Compatibility test of bunker carried out.
5. Always insist on being given a sealed sample of bunkers delivered, which should
be witnessed and signed by both parties.
6. When 80% of total capacity reaches, pumping rate slow down and final topping up
done.
After Bunkering:
1. Record the time and read flow meter on bunker boat or on shore.
2. All filling valves kept open, until final air blowing is completed.
3. Remain hose connections until correct quantity of oil has been received after
calculation.
4. Then close bunker main valve, system valves and individual tank valves.
5. Take final soundings and bunker temperature from both ship and barge to calculate
actual amount.
6. When calculating the bunker received, the ship's trim and temperature of the oil
must be taken into account.
7. Both party signed on sample bottles and sent to laboratory.
8. Inform duty officer, starting and stopping time, amount of bunker received and
tank soundings, for stability calculation and custom claiming purposes.
9. Make entries into ORB and Logbook.
10. Prepare Bunker Report and sent to HO.
Bad fuel:
6. Fuel transfer lines steam traced, and transfer pump suction filter cleaned.
7. If necessary, dose chemicals, e.g. Gamma Break- Unitor, into storage tanks ( DB
tanks) by using dosage pump for chemical.
8. Regular cleaning of coarse filters.
9. Two purifiers run in parallel, to get enough fuel for engine, with optimum
throughput and correct heating temperature (98'C). Gravity disc, carefully chosen.
If necessary, double stage centrifuging will be done with purification and
clarification in series.
10. Maintain correct service tank temperature. Dose some chemicals, to improve
combustion efficiency. (Duel Purpose Plus, Unitor)
11. Maintain correct oil temperature, to get suitable viscosity at injectors,
( 10 ~ 18 Cst.). Fuel outlet from heater, controlled by Viscotherm Unit.
12. Steam tracer lines correctly heated, up to injector.
13. Maintain correct working temperature of engine, to prevent hot and cold corrosion
due to Vanadium and Sulphur attacks.
14. Check engine performance by taking indicator diagram.
15. If damage occurred due to bad fuel, prepare for insurance claim.
Compatibility:
1. Ability of two fuel to be blended together without precipitation of sediments, such
as asphaltine and sludge, etc.
2. Due to asphaltine and sludge, it can cause choking of filters, overloading of
purifier and immobilisation of vessel in severe case.
Compatibility Test:
1. Pour 40 ml of sample into test tube. (20 ml for each fuel)
2. Add reagent of white spirit up to 80 ml. ( 40 ml white sprit)
3. Then the mixture is mixed well.
4. One drop of mixture is deposited on chromatographic paper and allowed to dry at
room temperature.
5. Then test drop is compared with five standard spots.
Spot 1 ~ 2 indicate compatible fuel.
Spot 3 ~ 5 indicate incompatible fuel.
Bunker Specifications:
Includes: Name of vessel, Port of bunker, Date of delivery, Product name, Temperature of
product.
Quality:
1. SG at 15°C
2. Viscosity at 50°C
3. Sulphur content % by weight
4. CCR % by weight
5. Flash Point [closed] °C
6. Pour Point °C
7. Water content % by volume
8. Sludge / Sediment % by weight
9. Cetane No.
10. Vanadium in ppm.
Bunkering:
1. Slow rate and record.
2. Take soundings.
3. Random check
4. Continuous drip sample.
5. Compatibility test
6. Slow down when 80% is reached.
7. Remain v/vs opened until after air blow.
8. Remain hose connection until after calculation.
9. Take sealed sample.
10. Close all valves.
Viscotherm Unit:
A device to adjust the viscosity of oil to get desired value, which is essential for correct
atomisation and combustion of engine.
Operation:
1. Constant quantity of oil is taken from the flow and fed into capillary tube by means
of motor operated gear pump through reduction gear.
2. Oil flows through capillary tube under laminar condition and pressure drop across
the tube is measured by DP cell and its signal is directly proportional to oil
viscosity. A transducer is incorporated with DP cell.
130
3. Signal given by DP cell is compared with a set value and any deviation can cause
drive signal to adjust pneumatic control steam inlet valve to oil heater.
4. Normally the required injection viscosity is 10 ~ 18 Centistrokes and required
value is set at transducer.
VIT:
In other words:
1. If an engine running at prolong period at reduced load, lower air temperature after
compression, will cause increase in ignition delay of injected fuel, subsequently
causing knocks and poor combustion.
2. This problem can be reduced by adoption of VIT system, to advance the start of
injection, then allowing the same Pmax, at part load.
1. Fuel Quality Setting [FQS] lever is used for manual adjustment of VIT mechanism
to alter valves timing, according to ignition quality of fuel used. [If poorer quality
fuel is used at same valve timing, Pmax will drop, and with better ignition quality
fuel, Pmax will rise.]
2. VIT mechanism is linked to Governor Load Setting Shaft and built-in cam system,
which is positioned by FQS lever.
3. This mechanism controls the timings of Suction Valve closure (beginning of
delivery) and Spill Valve opening (end of delivery) through linkages simultaneously.
4. Hence, fuel injection timing, Pmax, and fuel delivery to injectors, are controlled
load-dependently.
Thermal Cracking:
1. Atoms within hydrocarbon molecule are excited by heating, thus lighter fraction of
molecule breaks-off and condensed.
2. Remaining portions of original molecule then unite to form more heavier
molecule.
3. Thermal cracking produces Asphaltene, which has heavy hydrocarbon molecules,
causing slow burning in fuel combustion.
131
» Heavy oil changed to intermediate fuel oil mixing with certain amount of DO to get
viscosity 10 Cst.
» Roughly 380 Cst HO mixed with 10 % DO to get viscosity 10 Cst.
» HO and DO are drawn with metering pump through line blender into the tank.
» Ratio may be 60/40 or 70/30 also.
» Used for A/E and not for ME.
Cylinder LO Requirements:
Functions of CLO:
1. Reduce friction.
2. Reduce wear.
3. Prevent seizure.
4. Prevent corrosion.
5. Prevent oxidation.
6. Prevent deposit formation.
7. Prevent emulsification with water.
8. Reduce foaming.
9. Lessen change in viscosity with temperature.
10. Lower the freezing point.
11. Remove and carry away heat.
12. Neutralise acidic products of combustion.
13. Dampen noise.
14. Act as sealant.
Purifier: Clarifier:
1. When flow rate is low, water discharges only through water outlet.
2. If flow rate is high, water discharges from both water and oil outlets, so
arrangements are made to reduce flow rate.
Ordering of Bunker:
1. Take essential data from Captain; Distance to go, Average Speed, Steaming Time,
River Passage, Pilotage, Anchorage, Port Stay etc.
2. Calculate HO, DO and LO consumption.
3. Put on 3 days reserve.
4. Calculate ROB on arrival Bunker available Port.
5. Calculate tank capacity and check maximum 85% acceptable amount to order.
6. State clearly; Bunker amount
Type of Fuel required (HO or DO)
Viscosity (30, 180 or 380 Cst etc.)
In Bulks or Drums.
Bunkering:
Preparation:
1. Draw Bunker Plan and tank distribution not to effect ship list.
2. Bunker line damage to be rectified and filter cleaned.
3. Drain Tank, Overflow Tank to be cleared and Sett & Serv. Tanks to be filled up full.
4. Fire and Pollution prevention to be made and organise Emergency Team.
5. Inform Bridge for Scupper Plug and Bunker Signal.
6. Allocate individual duty and responsibility to each Engineer and Crew for Bunkering,
and their assignment list to be clearly posted in ER and at Bunker Point.
7. Take Tank Sounding, Draught, Trim and List, calculate ROB before Bunker.
Check on Receipt:
1. Check Type of Supply Oil, Viscosity, Flash Point, Water Content, and Amount to be
the same as ordered.
133
1. Take Barge Tank Soundings, Draught, Trim and List, water content measured.
2. Check Scupper Plug.
3. Check Bunker Connection including blanked side.
During Bunker:
To Prevent Shortage:
141.5
Degree API = – 131.5
Bunker SG.
LO Contamination:
1. Water, FW, SW
2. Fuel dilution
3. Oxidation products
4. Fuel combustion products
5. Biological contamination.
Maintenance of LO.
1. Purification
2. Filtering
3. Testing frequently (Acidity, Contamination, Viscosity, Detergency/Dispersency)
Filling LO to Sump:
1. Storage
2. Settling
3. Heating
4. Gravitational separation.
136
1. Gas duct of Exhaust Valve housing, around Spindle Guide and opposite the cooling
water inlet.
2. Cylinder liners and Piston Rings (due to high Sulphur content in HFO).
1. Exhaust Valves
2. Piston Crown.
Symptoms:
VI values:
3. CLO: 95
4. AE crank case LO 98
5. ME crank case LO 98
6. Steering gear system oil: 110
7. Telemotor hydraulic fluid: 110
8. Turbine oil: 105
Crank Shaft:
1. Device for converting reciprocating motion of piston, driven by expansion of
gases, to rotating motion.
2. Power produced by engine is taken off the crankshaft by transmission.
Stresses in Crankshaft:
1. Bending of crank pin, causes tensile, compressive and shear stresses. (Due to gas
load)
2. Twisting moment of journal, causes shear stress.
3. Compressive stresses set up in journals and pins. ( Due to shrink-fit)
4. Tensile stresses set up in webs. ( Due to shrink-fit)
5. Torsional stresses due to power transmission fluctuate widely. ( In heavy sea)
6. Shock loading on crank pin. ( Sudden fluctuation of engine speed )
Types of crankshaft:
1. Solid forged
2. Semi-built
3. Fully-built
4. Welded crankshaft.
Welded Crankshaft:
Die-forged crankthrow, consisting of thin webs and crankpin in one piece, having half a
main journal on each side.
Welds are placed and welded at the middle of all main journals, to make complete
crankshaft.
High technology Narrow gap welding process applied.
9. Finish machining.
10. Shrink-fitting process follows. [Shrinkage allowance: 1/570 to 1/660 of journal
diameter.]
11. Set upon a large lathe, and journals checked for throw, and throw errors
machined out.
Material:
Cast Steel: Carbon 0.2% Maganese 0.7% Silicon 0.32% Sulphur 0.015%
Phosphorous 0.01% Remainder is Iron.
Causes of misalignment:
Results of misalignment:
1. Bending of crankshaft.
2. Fatigue failure owing to cyclic stresses.
3. Undue vibration within the engine.
4. Damage to main bearing.
1. Difference between the values at TDC and BDC indicates the amount of
crankshaft deflection, during one revolution.
2. Interpretation of crankshaft deflections gives an indication of high and low
bearings.
1. When a bearing between 2 cranks is higher than those on either side of it, both
sets of crankwebs will tends to open out, when the cranks are on BDC, and close
in when on TDC.
2. Vice versa, if there is a low bearing between 2 cranks.
Foundation Chock:
Purpose:
1. To avoid misalignment on tank top surface.
2. To carry out adjustments on individual chock.
3. To correct any distortion.
4. To absorb collision load by end chocks.
5. To absorb side load, due to unbalanced reciprocating forces, by side chocks.
1. Used for camshaft driving, on any length between shaft centres with very small friction
loss.
2. Fuel Pumps and Exhaust Valves are operated by Camshaft, driven from Crankshaft, by
a roller chain [main] running over each sprocket wheel, being bolted to both shafts.
3. Chain should wrap around at least 120°on both sprockets.
4. Upward-running-side chain passes over an intermediate wheel, on which Tensioning
Device is fitted.
5. On another intermediate wheel’s shaft, there is another chain wheel and chain
[smaller], to drive Start Air Distributor, Governor and Lubricators.
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6. Chain is lubricated by oil sprayer jets, with continuous stream of oil onto the chain.
7. A roller chain consisting of side plates, bushing and rollers, and pin joints, which mesh
with tooted sprockets.
8. Shock-absorbing rubber clad guide bars, are provided to support the long chain, and to
prevent transverse vibration.
9. Renew cam chain after 15 years life.
10. Factor of safety of chain: Never less than 25.
Slack chain:
Symptoms:
1. Excessive chain vibration and noise.
2. Power loss in all units, indicated [by Power Card].
3. Late injection, low Pmax, [by Draw Card].
4. Late closing of Exhaust Valve, [by Light Spring Diagram].
5. High exhaust temperature and smoke.
Effects:
1. Impose heavy mechanical load, resulting fatigue failure.
2. Damage to chain system and engine frame.
3. Retardation of Fuel Pump and Exhaust Valve timings, resulting:
a) Reduced Scavenge Efficiency, due to late closing of Exht: V/v.
b) High exhaust temperature and smoke, due to after burning.
c) Low Pmax, due to late injection.
d) Reduced engine power.
1. Before 4000 running hrs and after lengthy voyage, chain tension is checked at
mid span of slack side, in transverse direction.
Limited transverse movement is ½ to one link pitch on slack side.
Excessive tension may cause chain breakage.
Excessive slackness may cause vibration and eventual failure.
2. Elongation [chain wear] is checked between 3000–5000 running hours.
Total length of 10 links drawn tight and measured, and chain-stretch calculated
in % by comparing with original length of 10 links.
Maximum elongation: 2%. Over 2%, the whole chain must be renewed.
Due attention given when elongation reaches 1.5%.
Stretching is the results of pin and bushing surface wearing out.
Chain length is measured in terms of number of links.
3. Nozzle sprayers, LO pipes and oil flow and direction, checked.
4. Loose bolts and pipe connections, checked.
5. Every link checked for blemish, and bright marks due to misalignment of wheels.
6. Sprocket teeth and wheel bearings checked for wear.
7. Rubber clad guide bars, rollers and side plates, checked for crack or damage.
If camshaft deviates:
Methods of reversing:
Reversing Interlocks:
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1. Single cam on camshaft is suitable for reversing of 2/S, large bore engine. But not
suitable for 4/S engine, because reversing of 4/S engine requires turning of Inlet
Valve cam, Exhaust Valve cam, Fuel cam and arrangement for Starting air
Distributor, with their correct timings.
2. Double cam on camshaft, is moved axially by means of servo system or manual
system, so that all cams get their correct timings, in 4/S engine. (Used also for 2/S).
Lost motion:
Angular period between TDC points for Ahead and Astern running will be the “lost motion”
required for Astern running.
1. When reversing 2/S, exhaust ported engine, both Fuel Injection timing and
Air Starting timing must be changed.
2. Retiming is carried out by altering camshaft position radially, relative to crankshaft.
3. This is called “lost motion” of camshaft.
1. Some 2/S, large bore, exhaust ported engines are Direct Reversing.
2. Both Fuel Injection timing and Air Starting timing must be changed.
3. Camshaft has single cam design.
4. Retiming is carried out by altering camshaft position radially, (not axially), relative
to crankshaft, by means of servo system.
1. Thrust block is cleaned by draining oil. And lift the top cover up.
2. Place screw jack between casing and the back of the coupling, and push the thrust
shaft aft until the collar is hard up on the pads.
3. Check alignment of shaft and take feeler gauge reading of open pads by using long
feeler. It is inserted at one corner and ease diagonally across to the other.
4. Repeat this operation, moving the shaft forward.
5. Difference between two readings is total axial clearance.
6. Axial clearance is 1 ~ 2 mm. [0.5 ~ 1.0 mm for new engine and for engine in service,
it must not exceed 2.0 mm.]
Alternative method:
– Bear the thrust collar on foremost thrust bearing segment, by pressing the crankshaft
forward.
– Set dial gauge [zero position] to flywheel.
– Bear the thrust collar on aftmost thrust bearing segment, by pressing the crankshaft aft.
– Check clearance by reading the indication of dial gauge.
Disadvantages:
» Each pad in a set must be exactly the same thickness, and even a ‘thou’ difference
might result in a single pad carrying the entire load, thus increasing the risks of
failure.
Refitting Procedure:
1. After repairing, place back the lower halve with chocks on the stool. But
foundation bolts should not be placed.
2. Remove the shaft-lifting device.
3. Boxed back upper half.
4. Remove all coupling bolts of intermediate shaft flange close to the bearing.
5. Alignment checked by gap and sag method.
6. After ensuring that the alignment is satisfactory, tightened foundation bolts.
7. Refit and tighten the coupling flange bolts.
Allowances:
Gap method: Equal to or less than 0.10 mm per meter for 1 to 2 pieces of shafts.
0.15 mm / m for 3 to 4 pieces of shafts.
0.2 mm/m for > 5 pieces.
Checked with a feeler gauge between the two coupling flange faces, at least at four
places to check whether the bearing is in line with shaft or not.
CPP:
1. Pitch altering mechanism, enclosed in propeller hub is most popular type, and used
for higher power above 1000-Bhp.
2. Propeller mechanism consists of 4 main parts:
a) Propeller hub incorporating servomotor, crank pin ring for turning blades, and
necessary seals.
b) Oil distribution box (transfer box), mounted at forward end of tailshaft.
c) Control system; either pneumatic or electric.
d) Hydraulic system; motor or shaft driven pumps, cooler, filter, and tank. etc.
Functioning Principle:
How movements of piston effect blade pitch?
147
1. Servomotor in propeller hub consists of a piston rod with piston, which moves
axially fore and aft when pressure oil is led to either side of piston.
2. Piston rod is equipped with 4 or 5 “ears”, depending on number of propeller blades.
3. Each ‘ear’ has a transverse slot in which a shoe slides.
4. Eccentric crank pin fits into the hole of sliding shoe.
5. Crank pin ring is supported on a bearing, which is built-in into hub body.
6. When piston rod moves axially by pressure oil, crank pin ring rotates in circular
motion, transmitted via piston, piston rod, slot, sliding shoe, and crank pin.
7. Propeller blades, which are bolted to crank pin rings, turn.
Failure Arrangements:
1. CPP in large vessels are usually fitted with Combinator Control on the Bridge.
2. A single lever controlling both propeller pitch and engine speed, either through
pneumatic or electronic means.
3. In either case, closed loop circuits are employed, so that feedback of propeller
position and engine speed, balance off the control signal.
4. In electronic control system, ME load is kept at desired value, by automatically
changing the propeller pitch, irrespective of variation in external conditions; e.g.
change in resistance in propulsion caused by wind and sea.
5. Main panel receives, converts and transmits signals, and a potentiometer for
adjusting ME load, and an instrument showing fuel pump setting, is provided.
6. Control panel on Bridge contains instrumentation corresponding to that of Main
panel.
Pilgrim Nut:
1. Pilgrim nut is a threaded hydraulic jack, screwed onto tailshaft, provided with
hydraulic oil connection, steel jacking ring and nitrile rubber tyre.
2. It gives predetermined frictional grip between tailshaft and propeller boss.
3. Spherical graphite cast iron tapered sleeve is bedded onto shaft cone, before mounting
the boss, to achieve better fit.
4. When combined with Pilgrim Nut pushing up, it ensures a good frictional grip.
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1. Tapered sleeve is bedded onto shaft cone, propeller boss is mounted, and pilgrim nut
is run-down the shaft threads.
2. Steel jacking ring on landing face of the nut, is loaded with hydraulic pump to
predetermined pressure, and this forces the propeller hard on its cone.
3. Pressure is released on jacking ring and air release plug opened.
4. Nut is hardened-up with spanner, and locked in normal way.
1. Pilgrim nut is taken-off the end of the shaft, reversed so that jacking ring is facing
outward, and screw back the nut onto shaft, leaving some clearance between it and
propeller boss.
2. Studs are screwed into aft face of the boss and a “strong back” plate is fitted over the
studs.
3. Stud nuts are fitted so that the plate contacts with jacking ring.
4. When hydraulic pressure is applied to jacking ring, propeller is pulled-off the conical
end of the shaft.
Steering Gear:
Regulations on Steering Gear:
1. All ships must have Main and Auxiliary steering gear. [Failure of one will not
render the other inoperative].
2. Main steering gear shall be powerful enough to put the rudder from 35°to 35°at
maximum ahead speed at its deepest sea going draught.
Time taken to get 35°to 30°must not exceed 28 sec.
3. Auxiliary gear shall be of adequate strength, to steer at navigable speed [10 knots]
and should be capable of being brought into action speedily in emergency.
Capable of putting the rudder over 15°to 15°in not more than 60 sec., with the
ship at its deepest sea going draught, and running ahead at half of maximum ahead
service speed or 7 knots, whichever is greater.
4. Relief valves shall be fitted to any part of hydraulic system, and setting not to
exceed design pressure. [Design pressure is 1.25 times maximum working
pressure].
5. Steering room must be readily accessible and separate from machinery space.
6. Means of communication between Bridge and steering compartment provided.
7. Rudder angle indicator shall be independent of steering gear control system.
8. Electrical leads and fuses must be sized to accept 100% overload.
9. Fluid for hydraulic system must be of non-freezing type.
10. Alternative power supply, capable of providing power within 45 sec. automatically
must be provided, when rudder stock diameter is over 230 mm.
Its capacity at least 30 minutes for ships [every tanker, chemical tanker or gas
carrier] of 10,000 GRT and above, and 10 minutes for other ships [70,000 GRT and
above].
Essential Requirements for Steering Gear:
Follow-up system:
1. Angle through which rudder turns is dependent upon amount of steering wheel’s
turning.
2. System comprises of “Hunting Gear” arrangement.
3. Auto Pilot is one of the follow-up steering systems, where feedback unit
functions as hunting gear.
Surveys:
» Steering gear system is subjected to Annual survey, Intermediate survey and Special
survey under machinery items by requirement of Classification Societies.
» At least following parts are to be surveyed, at not exceeding 2-year intervals.
1. Fastenings, quadrants, tillers, and rudder brake [external limit at 39°].
2. Auxiliary steering gears.
3. Motors with starters, control gears, and electrical cables.
4. Electrical IR values, to be measured.
5. Function test of whole gears, Alarms and Indicators.
6. To open-up Hydraulic system and power pumps, at Surveyor’s discretion.
1. Linkage through Floating Lever of Telemotor, pump control rod, and Rudder Stock
forms the Hunting Gear.
2. Any movement of Rudder Stock transmits an opposite motion, through spring link
and Floating Lever of Hunting Gear.
3. Hunting Gear [feed back] returns pump control rod to mid point [no flow of oil,
thus no movement of ram] as soon as Bridge Wheel is stopped.
4. Rudder will remain there until Wheel and Telemotor are moved again.
5. If rudder is replaced by heavy sea, through lifting the shock valve, Hunting Gear is
moved by Tiller, thus pump will work again and rudder restored to its previous
position.
6. Buffer Spring is fitted between Tiller Arm and Floating Lever. It prevents damage
of control mechanism.
When steering gear is being operated on only 2 cylinders, following precautions should be
taken.
1. Use only one pump at any time, and use of 2 pumps supplying only 2 cylinders
may generate an overload and damage the gear, which is already weak.
2. Ship’s speed should be reduced to 70% of normal, if large rudder angles are
expected e.g. in heavy weather or enclosed waters etc.
3. Preferably watches should be kept in steering compartment.
4. Locking arrangement should be ensured on all valves, which have been altered.
5. Bridge informed on limitations of steering system.
How the Rudder can be actuated in case of Total Failure of Steering Gear?
1. First of all engine is stopped and steering gear damage assessed, and all debris
carefully cleared.
2. In some ships, Tiller is provided with arrangement where chain and tackle could be
fitted.
3. Where as in other ships, a special spare Tiller, which has these arrangements, is
supplied.
4. Two most heavy-duty Chain Blocks, which are for tailshaft, are brought and
rigged-up from suitable deep frames using jaw clamps.
5. It is better if two more could be rigged-up for safety purposes to take up shocks
etc.
6. Tiller could then be connected to these Chain Blocks using wire ropes and
shackles.
7. If there is any provision to take these ropes through steering compartment deck
head via loose sheaves to Aft Capstan, this procedure should be adopted, as it is
safer and smoother.
8. Chain Blocks should be operated from a safe and distant position and men should
stay clear of the blocks, chains and ropes. Safety helmets and leather gloves should
be worn.
Another method, which can also be in conjunction with chain block arrangement, is as
follows:
1. All rudders have a hole at the top trailing edge.
2. A person should be sent down into the water to pass a heave line through this hole.
3. With the help of this line 2 steel wire ropes with shackles are attached to the
rudder.
4. Wires should then be taken one from port side and other from starboard side
through fairleads and around rollers to two drums of Aft Windlass.
5. The ship can then be steered at reduced speed and rudder operated by heaving and
lowering the wires.
[Total Failure]:
151
Prior to Departure:
1. Should be checked at least one hour prior departure from port.
2. Duty Officer and senior Duty Engineer carryout the test together.
3. Telemotor transmitter oil level to be checked.
4. Actuating system tank oil levels checked and replenished if necessary.
5. Rudder carrier bearing and bottom sea gland checked and greased.
6. All links on steering gear checked to be in order.
7. First one pump is started from Bridge and the Wheel turned from Port to Starboard
to check telemotor response.
8. Next with both the Officers in steering flat, the Wheel is turned from hard-a-port
to hard-a-starboard and running condition checked.
9. Check if the Bridge helm angle indicator and local mechanical indicator
correspond correctly to each other for all position.
10. The first pump is shut off and the second pump started and check likewise.
11. Then both pumps started in parallel and check likewise again.
Sp. gr. (0.88 at 15°C) Low Pour point ( 50°C) Low viscosity, 30 sec Redwood at 60°C
High VI, (110) High Flash point (150°C closed) Good lubricating properties
Non corrosive Non sludge forming Density about 880 kg/m³ at 15.5°C.
1. Tested by lashing the Wheel over on one side at a pressure of 40 bar for about ½
hour.
2. Observe the pressure gauge.
3. If pressure is maintained for a few minutes, this side of the system is pressure-
tight.
4. Test the other side.
5. If pressure falls rapidly, leakage rectified by careful examination of glands, pipe
connections, etc.
Air in the system:
Effects:
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1. Measured between the insides of Stator Flanges and top and bottom of Anchor
Bracket.
2. Approximately 38 mm to all for vertical movement of Rudder Stock.
3. It is essential that Rudder Carrier Bearing should be capable of resisting the
vertical movement of Rudder Stock, to less than this amount.
[Clearance at Rudder Carrier < Vertical movement of Rudder Stock].
General:
1. All steering gear spare parts kept in safe place, preferably in steering gear flat and
well protected.
2. Special hydraulic oil used for steering gear hydraulic systems, kept in drums in
covered area where sun and water cannot reach. Never kept on exposed deck.
3. Steering gear flat should never be used as stand-by store, unless proper racks are
provided and stores kept properly lashed.
4. It is of utmost importance for watch keeping Engineer, to inspect steering gear
thoroughly for good function, leakage etc., before even entering ER to take over
watch.
Rudder:
Turning action largely depends on area of rudder. Rudder area is also related to area of
immersed middle plane. e.g. for cargo vessel: rudder area is ( L x H ) / 50.
for tug: ( L x H ) / 30 to ( L x H ) / 40
L = length between perpendiculars
H = mean load draught
The ratio of depth to width of rudder is called aspect ratio,
and it is usually in the region of 2.
Types of rudder:
There are 3 major types:
1. Unbalanced Rudder:
Rudder with all of its area, aft of the turning axis is known as unbalanced rudder.
Rudder with 25 – 30% of its area, forward of the turning axis is a balanced rudder. In this
rudder, there is no torque on rudder stock, at certain angle.
Turning circle:
A circle moved through by a ship, when the rudder is placed in its extreme position.
The weight of rudder is carried by rudder carrier bearing within the hull, and partly by lower
pintle, a case hardened steel disc being fitted into the gudgeon on stern frame. If excessive
wear down of bottom pintle (bearing pintle) occurs, most of the weight may come onto
rudder carrier bearing.
Locking pintle: Pintle which has a shoulder of increased thickness, at its lower end, that
prevent excessive lifting of rudder.
Pintle: The pins or bolts that hinge the rudder to the gudgeons on rudder post
Note:
1. Locking pintle and bearing pintle are used in unbalanced rudder.
2. Rudder weight is carried by bearing ring in balanced rudder, and vertical
movement is limited by jumping bar, instead of locking pintle.
3. The clearance between rudder and welded flat plate (jumping bar)
is limited to 19 mm.
4. Any vertical force on the rudder, will hence be transmitted to stern frame and not
to steering gear.
Removal of rudder:
1. Remove the locking pintle, bearing pintle must not be removed at this time.
2. Turn the rudder to hard over position.
3. Attached the chains to rudder.
4. Remove the coupling bolts.
5. Raise the rudder stock to get small clearance on the palms of rudder.
6. Turn the rudder to opposite side.
7. Remove the bearing pintle and remove the rudder.
Stern Tube:
Water Lubricated Type:
Advantages:
1. Very hard and wear resistant.
2. Natural lubrication assisted by SW.
3. Low swelling due to SW absorption.
4. Predictable wear rate allows scheduling of docking in advance.
5. No sophisticated ford/aft seals required.
Disadvantages:
1. Higher wear rate due to large clearance and use of SW as lubricant.
2. Less load carrying capacity due to staved surface.
3. Shaft needs extra liner for SW corrosion protection.
4. Fatigue crack generating from corrosion pits could be the outcome, as galvanic action
between shaft and sleeve (liner) is possible.
5. More shaft movement and vibration due to larger clearance.
6. More shaft movement may cause fretting at shaft coupling bolts.
7. Packing grips at forward end wears out liner unevenly.
8. Oil is better vibration damper than water.
9. Abrasives enter the bearing.
Checking clearance (or) Wear Measurement is by inserting small wooden wedge or feeler
gauge, between the shaft liner and lignum vitae, once the rope guard has been removed,
when ship is in dry-dock.
» Two bushes of white metal lined, grey or nodular cast iron, are pressed into stern
tube.
» Mechanical seals are provided at both ends and stern tube space is filled with oil.
» Oil pressure is maintained slightly above seawater pressure by means of static
header tank, keeping the static head pressure, 0.30 bar higher than seawater pressure.
Advantages:
1. Less wear is experienced.
2. Very less power loss at bearing.
3. Less heat is generated
4. hydrodynamic lubrication can be established.
5. No bronze liner required in way of bearing.
6. No abrasives enter the bearing
7. Oil is superior lubricant and good vibration damper.
8. Low clearance reduces shaft movement and vibration.
Disadvantages:
1. White metal debris may choke and restrict oil supply, speeding up failure.
2. Contaminated oil supply, causes abrasive wear.
3. Prolonged low speed operation may allow only boundary lubrication.
4. Poor bonding of white metal to bush may exist.
5. Bearing metal failure due to fatigue.
6. Lack of oil supply, due to low level in header tank, obstructed flow, damaged
pipework.
Continuous length of bearing metal = 1.5 to 2.0 x shaft diameter, for aft end bearing.
= 0.6 to 1.25 x shaft diameter, for forward bearing.
Oil clearance: Depends upon Class and LR recommends 0.0015 – 0.002 of shaft diameter.
3 types of sealing arrangements: Simple stuffing box Lip seal type Radial face seals.
Stern tube oil: Oil is a compound type with sp. gr. 0.95 and viscosity 300 RW No.1 at 60C.
Safety devices:
1. Temperature sensor and pressure gauges are usually fitted.
2. Oil pressure fluctuation with respect to ship draught, means leaking of oil seal.
Shaft Generator:
Shaft Generators are fitted on diesel engine propulsion ships, especially those sailing for long
period at a constant ship speed.
Lloyd’s Requirements:
1. Lloyd’s register would regard a shaft generator as a service main generator, if ME
is intended to operate at constant speed. [CPP].
2. If ME does not operate at constant speed, shaft generator would be disregarded as
a service main generator, and at least 2 other independent generators would be
required.
Running condition:
1. Full generator capacity is available at within 60~100% of normal speed.
2. More suitable for shaft with CPP, [constant shaft speed and variable blade pitch].
ME driven Generator:
1. Fuel consumption is saved.
2. Lower running and maintenance cost.
3. Lower noise level in ER.
4. Simple and most compact installation.
Varying speed of ME, driving a fixed pitch propeller, can be converted by variable gear
ratio, to provide constant Generator speed.
158
1. 2 mm clearance.
2. When the ship is on Dry Dock, release system oil and remove plug on the end of the
stern tube, and insert Poker Gauge to measure the distance from the datum to the
top of the shaft.
3. The difference between new reading and original measurement is bearing wear
down value.
1. Fit a Dial Gauge on the Rope Guard or Sterntube Nut so that the Gauge spindle is
vertical and touching the Propeller Boss.
2. A hydraulic jack is placed on the Stern Frame Skeg at same point over a Keel Block
so that the Skeg is supported.
3. A wood shoe is placed between the jack and the Propeller Boss.
4. The jack is then used to lift the Propeller until the Screw Shaft contact the upper
parts of its Stern Bearing.
5. The lift recorded in Dial Gauge gives the bearing clearance.
Skeg: An arm extending to the rear of the Keel to support Rudder and protect Propeller.
1. Oil to be used must not attack sealing Rings. Generally oil used for main propulsion
unit is SAE 30.
2. Remove screw plug and fill up the stern tube oil. Oil pressure must amount to only
0.2 – 0.3 Kg/cm² more than SW pressure.
3. Preheated to 60 – 70°C when viscose oil is used or low temperature prevails.
4. Remain in this condition for several hours (says overnight) and turn engine by
Turning Gear to change the shaft position 3 – 4 times.
5. Check oil leakage from Drain Plug and if it is all right, fit back Drain Plug and fill
oil from venting and Filling Plug and close.
6. Forward Seal is fitted.
160
» Oil hole is made, with edges, rounded at same diameter of oil hole, to remove
stress raiser.
» Holed at low stress area of journal & pin at the middle, vertically.
» Continuous flow of liquid from return line, with every stroke of hand pump.
» If there is no air bleeding cock at transmitting side, air can be purged at highest
point, such as slackening the pressure gauge connection to release air.
» Lash the wheel to hard over position on one side, wait ½ hour, if no pressure drop, it
is OK. Then test other side.
Equalizing Arrangement:
» A lever to by-pass and make both sides common, or keep steering wheel in mid
position.
a) At Dry Dock: Measured between Sole Piece reference mark and Rudder reference
mark. Then compare with original measurement.
b) At Sea: Measure the top and bottom bearings for Trunnion Arm on Swivel Block.
161
Tailshaft Withdrawal:
1. When reversing 2/S Exhaust Ported Engine, both Fuel Injection and Air Starting
timings must be changed.
2. Lost Motion Clutch cam design can be used to alter reversing direction.
3. Camshaft position is altered radially relative to crankshaft.
4. Same cam is used for ahead and astern running.
5. Reversing Servomotor, operated by Engine Reversing Controls, is fitted to camshaft
drive mechanism to do this.
6. Camshaft will lose motion or be retarded, through required angle (about 98°) by oil
operated Lost Motion Clutch, causing the Reversing Servomotor to rotate the camshaft.
7. Fuel Pump cam and Air Start cam will now operate the Engine in reversed direction.
8. Lost motion is carried out while the Engine is at rest.
9. For Uniflow Scavenge Engine, the second Servomotor is fitted to Exhaust Valve drive.
Recommended method:
Boiler:
Waste heat recovery unit:
The uppermost section is a feed heater, where exhaust gas is coolest, about 170°C.
[To avoid Sulphur dew point corrosion: min.160°C and max. 180°C]
Sulphur dew point = 138°C.
The centre steam generating section gives steam for following purposes:
Heating FO [storage tanks, settling, service tanks, pre-heaters for purifiers and ME end
heater]
Heating LO [sump tank, pre-heaters for purifiers]
Heating water [domestic hot water service, ME warming system]
Heating steam [galley, air conditioning, OWS]
Exhaust gas temperature of Center Section being about 200°C.
The lowest section is Superheater, providing Superheated Steam for running TG at sea.
Exhaust gas temperature of this section being about, 300°C.
» Overall thermal efficiency of ship’s system, can be further improved by using waste heat
from ME JC and Charge Air cooling, as supplementary means of feed water heating.
~ About 30% – 34% of Fuel Energy input to engine are discharged to Exhaust Gas, as
Thermal Energy.
~ This thermal energy is converted into useful work in Exhaust Gas Boiler.
Types:
1. Cochran Exhaust Gas Boiler.
2. Composite Boiler.
3. Alternative Boiler.
4. Economiser as an Exhaust Gas Boiler.
3. A separate Silencer, always fitted along with exhaust gas boiler, to be used when the
boiler is generating more steam than required.
4. All or part of exhaust gases can be directed to the Silencer and atmosphere, without
going through the boiler.
5. Working Pressure is around 7 bars.
1. If Exhaust Gases and Oil fire can be used at the same time, it is termed Composite
Boiler.
2. In double-pass, composite type Cochran Boiler, it provides a separate tube nest for
exhaust gas passage, situated immediately above the return tube nest from Oil-fired
Furnace.
3. Exhaust gases from Oil-fired Furnace and ME; pass through the tubes, which are
surrounded by boiler water.
4. Separate Uptakes provided for Exhaust Gases and Oil-fired Smoke.
5. Heavy Changeover Valves are fitted, to divert the gases straight to the funnel, when
desired.
1. If Exhaust Gases and Oil fire can be used only one at a time, it is termed Alternative
Boiler.
2. Double-pass, Alternative Cochran Boiler, can be oil fired and heated by exhaust
gases alternatively.
3. Since both systems use the same Combustion Chamber, one system required being
blank, while the other is in operation.
4. Only one Uptake required.
1. EGE safety valves to be set under full load steaming condition, if Surveyor
delegates the responsibility to CE.
2. Setting pressure 3% above max: working pressure.
3. In doing so, EGE steam pressure control is done as follows:
1. Flame failure: (Photocell shut down combustion system and gives alarm.)
2. Low and high water level: (Level is maintained by feed pump, controlled by float
operated on/off switch.)
3. Low and high Steam pressure: (If steam demand drops, high steam pressure will
shut down burner and/or ME speed reduced. Low steam pressure
alarm, will be given if there is fault in combustion condition)
4. Fuel temperature: (Deviation from set temperature range, cause burner to be shut
off and alarms given for both low and high temperature.)
5. Fuel pressure: (Low fuel pressure cause automatic controller to shut down
burner and alarms given.)
6. Smoke density: (Emitted smoke through uptake, being monitored and if deviate
from normal limit, shut down the system and alarm given.)
7. Air / fuel ratio: (Air register damper controller keeps correct ratio, and shut down
the system and alarm given on deviation.)
8. Draught fan failure: (Air supply fan failure operate audible and visual alarms.)
9. Very low water level: (Burner stopped and alarms given.)
10. Very high water level: (Burner stopped or ME slow down and alarms given to
avoid foaming and carry over.)
11. High flue gas temperature: (Burner stopped and alarms given.)
166
Mountings on Boiler:
1. Safety Valves
2. Easing Gear.
3. Gauge Glass.
4. Pressure Gauge.
5. Feed Check Valve.
6. Flame Eye.
Open-up Procedure:
Refitting Procedure:
After Internal Survey:
1. Remove plug at blow-down pipe.
2. Box back all manholes and mud doors with new joints, and refit all mountings.
3. Open Air Vent Cock, and boiler filled-up with water up to ¼ of Gauge Glass
level. ( If hydraulic test is required, fill-up completely.)
4. Normal flash-up procedure follows.
5. Pressure setting of Safety Valves, under steaming condition, with Surveyor’s
presence.
Safety Valves:
Function:
Accumulation of Pressure:
1. Pressure is liable to rise after Safety Valves have lifted, caused by increased
spring load due to increased compression.
2. This rise in pressure is known as “Accumulation of Pressure”. {OR}
3. Pressure rise in excess of Working Pressure is termed, “Accumulation of
Pressure”.
4. Accumulation of pressure test is carried out to see whether this safety valve is
suitable or not for this boiler. Pressure rise after safety valves have lifted, must
not exceed 10% of working pressure.
5. Tested when safety valves are new or boiler is new or safety valves and boiler
are new ones.
Necessary condition:
1. Boiler internal inspection is not satisfactory.
2. Surveyor demanded.
3. After structural repairs of boiler.
Requirement:
1. Surveyor must be present.
2. Gag the Safety Valves.
3. Close all opening.
4. Blanks inserted at Main Steam Stop Valve and Gauge Glass.
5. Measuring tape placed around boiler to check bulging.
6. Deflection gauge placed in the furnace.
7. Remove lagging to check leak points.
Procedure:
1. Open vent cock, fill boiler with warm water completely, until water overflows
from vent cock, and close the vent cock.
2. Attach force pump and test pressure gauge.
3. Apply water pressure, 1.25 times of approved working pressure, for not more
than 10 minutes.
4. If satisfied, Surveyor will stamp on bottom front plate near the furnace.
Chemical Treatment:
Treatments:
1. To reduce TDS, the best way is to use evaporated feed water.
2. To arrest Suspended Solids, use feed line filters.
3. To reduce Dissolved Gases, inject Hydrazine and maintain Hot Well temperature
Wet Method:
1. When laid up in warm climate, boiler is filled with water until it comes out from air
vent.
2. Then the boiler is sealed off.
Dry Method:
1. Boiler is emptied and cleaned thoroughly on both fire and waterside.
2. Corroded parts, wire brushed and coated with anti-corrosive paint.
3. Shallow metal trays filled with quicklime should be placed in both water and fire space.
4. Then boiler is closed up airtight.
Water Side:
Gas Side:
» Regular cleaning.
Combustion System:
Foaming: Formation of thick layer of steam bubbles, on top of water surface inside boiler.
Priming: Rapid carry-over of large amount of water, in steam as it leaves the boiler.
Carry-over: Carry-over of small amount of water, in steam as it leaves the boiler.
Causes:
1. Higher water level than normal
2. High amount of TDS, total dissolved solids
3. High amount of suspended solids
4. Contamination by oil and other organic substances
5. Forcing the boiler
Effects:
1. Water hammer
2. Contamination and scaling
3. Fluctuation of working water level
172
Boiler :
Supplementary:
1. With correct water level, steam pressure transmitter initiates cut-in at about 1.0 bar
below working pressure.
2. Steam pressure transmitter initiates Master Relay to allow ‘Air On’ signal to force
draught fan.
3. Air feedback signal confirms ‘Air On’ and allows 30-sec. delay for purge period.
4. Then Master Relay allows Electrode to strike ‘Arc’.
5. Arc striking feedback signal confirms through electrode relay and allows 3-sec. delay.
6. Then Master Relay allows burner solenoid valve for ‘Fuel On’ operation.
7. Fuel On feedback signal allows 5-sec. delay to proceed.
8. As soon as receiving Fuel On feedback signal, Master Relay checks ‘Photocell’,
which is electrically balanced when light scatter continuously on it.
9. Result is OK and cycle is completed.
10. If not, fuel is shut-off, Alarm rings and cycle is repeated.
11. Steam pressure transmitter initiates cut out automatically at about 1/15 bar above
W.P.
» The use of exhaust gas from main engine to generate steam is means of heat energy
recovery and improved plant efficiency.
» In ME 40 % of fuel consumed is converted into useful work, and 30 – 34 % of
remaining energy contain in Exhaust Gas.
173
1. Chloride Test.
2. Excess Phosphate Test.
3. Total Dissolved Solid Test (Conductivity Test).
4. pH value Test.
5. Hydrazine Test.
6. Alkalinity Test: [‘P’ Alkalinity (Phenolphthalein), ‘M’ Alkalinity (Methyl-orange)
and Total Alkalinity]
Proper Sample:
1. Sample line is usually located in steam drum, just above the tubes and as far as
possible from chemical feed line.
2. Sample water is taken at water surface, since highest concentration is at this point.
3. Sample water is cooled down to about 25°C.
4. Flush out sample stream for 5 minutes before taking.
5. Test apparatus should be cleaned with sample water.
6. Sample water is tested as soon as possible after drawing.
Alkalinity Tests:
Chloride Test:
Effects:
1. Increase in TDS level causes Foaming/Priming.
2. Drop in Alkalinity causes Corrosion.
Phosphate Test:
pH value Test:
1. Once Alkalinity Test is done, no need to check pH value, since Alkalinity and pH
value are proportional.
2. Litmus Strip is used for quick reference however.
3. pH value maintained at 10.5 – 11.5.
175
Condensate pH:
1. Fitted directly.
2. Fitted to a large bored bent pipe.
3. Mounted on a hollow column.
4. Fitted to a column with its centre part solid.
Boiler Corrosion:
1. Hydrogen ions (H ) are generated by acid concentration under hard dense deposits
and can penetrate grain boundaries of tube metal.
2. Hydrogen attack can occur very rapidly, causing the tubes cracked, failed and
ruptured.
3. General wastage occurs when pH value is < 6.5.
4. Pitting (Air Bubble pitting and Scab pitting) occur when pH value is between 6–10
in the presence of dissolved Oxygen.
176
1. With dissimilar metals in a saline solution, galvanic action results and more anodic
metal corrodes.
2. Corrosion occurs when feed water is contaminated with salt-water.
3. Prevented by carrying out Chloride Test daily.
4. Chloride Level should be 0 – 300 ppm, and blow-down if > 300 ppm.
5. The best way is to use evaporated feed water.
6. To use Salinometers on feed line or Evaporator outlet.
7. In Scotch boilers zinc plates are sometimes secured to furnaces, and suspended
between tube nests, these act as sacrificial anodes giving "cathodic protection" to
steel plating, etc., of the boiler.
O :
1. Dissolved Oxygen attack depends on pH value, temperature & O concentration.
2. Localised pitting corrosion.
3. Prevented by maintaining Hot Well temperature between 60°–70°C,
to promote O deaeration through hot well vent.
4. Inject Hydrazine.
CO :
1. Reacts with H O to form Carbonic Acid (H CO ) which reduces pH value
(Alkalinity) of feed water and accelerates general type of corrosion.
2. Groovings along the pipe's bottom, bends & threaded section.
NH :
1. Attacks Copper based Alloy, in the presence of O .
EXECUTIVE SHIP MANAGEMENT
ENGINE ROOM PROCEDURES
Section: 9 Page: 1 of 11
EMERGENCIES IN ENGINE ROOM
Revision: 0 Date: 01-04-2011
Various emergencies are possible in the engine room out of which fire and flooding can
cause one of the worst consequences. All emergencies have been dealt with in the
Emergency and Contingency Planning Manual. Scavenge fire; crankcase explosion and
black out situations have been elaborated in this section.
Scavenge fires occur when oil and carbon particles from the engine cylinder accumulates
in the scavenge space.
For a fire to begin there must be combustible material, air to support combustion and
source of heat at a temperature high enough to start combustion.
B) Oxygen necessary for combustion comes from the scavenge air which is in abundant
supply for the operation of the engines.
1) Blow past of combustion products caused by leaky, sticky or broken piston rings, worn
out liner, faulty cylinder lubrication, or insufficient axial clearance of the piston rings.
2) Overheated piston dissipates heat to the under piston area caused by faulty
atomization and injection pressure, faulty fuel pump timing, loss of compression,
engine overload, failure of coolant circulation or insufficient cooling due to formation of
scale.
3) Blow back of exhaust gases caused by exhaust back pressure or deposits on exhaust
ports, fouling of grid before turbine inlet, fouling of turbine blades, choking of Exhaust
Gas Boiler or economizer gas outlet.
4) Presence of fuel oil in the scavenge spaces due to defective fuel injectors, incorrect
pressure setting of injectors or fuel particles landing on the cylinder liner due to
excessive penetration.
5) Excessive cylinder lubrication which is drained down to scavenge spaces.
6) Fouled scavenge manifold.
7) Defects in cylinder liner.
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ENGINE ROOM PROCEDURES
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EMERGENCIES IN ENGINE ROOM
Revision: 0 Date: 01-04-2011
Scavenge fire can lead to grave consequences hence it is better to read the signs earlier.
It is difficult to tell about a scavenge fire from outside unless it has reached serious
proportions. Following are some signs of a possible scavenge fire. These symptoms can
be noticed if the watch keeper is alert all the time.
If the above signs are noticed, appropriate action must be taken and chief engineer is to
be informed immediately. Bridge watch keepers are also likely to observe such signs.
They should also be briefed that in case they notice unusual smoke from the exhaust or
sparks from funnel they should inform the engine room.
If any of the above is noticed or there is a suspicion that a scavenge fire might have
started, the first thing is to inform Master / Chief Engineer and not to panic about the
situation. While taking corrective actions two objectives must be kept in mind:
A minor fire may burn out shortly without damage and conditions will return to normal. The
affected units must be run at reduced power until inspection of the scavenge trunk and
overhaul of the piston and cylinder can be carried out at the earliest opportunity. Any oil
residues found under cylinders during scavenge space inspection must be cleared.
Please use the checklist EMCL 7E in case of scavenge fire in engine room.
EXECUTIVE SHIP MANAGEMENT
ENGINE ROOM PROCEDURES
Section: 9 Page: 3 of 11
EMERGENCIES IN ENGINE ROOM
Revision: 0 Date: 01-04-2011
Following inspections to be done after the scavenge fire has been confirmed extinguished
and scavenge spaces cleaned:
1) Check by turning the engine and watch movement of piston in the liner, check for
any occurrence of binding at part of stroke (Binding indicates misalignment of piston).
2) Check spring on scavenge space relief device (if fitted), if the device was near the seat
of fire.
3) Piston rod packing spring also should be checked, as it may have become weakened
by overheating.
4) Check piston rings and liner for any distortion or reddish burning mark.
5) Check diaphragm and frame near affected part for distortion or cracks.
6) Check guides and guide shoes.
7) Check tension of tie bolts.
Since prevention is always better than cure, a few simple steps would help to ensure that
a scavenge fire never occurs on the ship or at least minimizes the chances of its
development. Here are these simple tips on avoiding scavenge fires.
Section: 9 Page: 4 of 11
EMERGENCIES IN ENGINE ROOM
Revision: 0 Date: 01-04-2011
The initiation of a crankcase explosion is a 'hot spot' or overheated part within or adjacent
to the crank case of an operating engine. Due to the 'hot spot', the lube oil coming in
contact with it gets evaporated. The evaporated oil circulates to the cooler parts of the
crankcase and there it condenses forming a mist of finely divided oil particles well mixed
with air. If this mist having right proportion of air circulates back to the hot spot, it will be
ignited and a primary explosion occurs. The explosion may cause considerable pressure
rise in the crankcase causing secondary explosion and blow off the crankcase doors if
crankcase relief valves are not fitted and the vacuum which follows the primary explosion
will draw the atmospheric air into the crankcase where it will mix with evaporated and
burning oil to cause a catastrophic secondary explosion. The explosion will rupture the
crankcase doors and even cause heavy damage to the inside of the engine.
1) Hot combustion gas or sparks from piston blow past entering crankcase
2) Fires in the adjacent scavenge trunks resulting in heating of diaphragm, piston rod,
etc.
3) In crease in temperature of parts due to frictional heat generated at the crankcase
bearings, piston rod glands, timing chain, etc. due to inadequate or failure of L.O.
supply.
4) Inadequate clearance between bearings and other moving parts.
5) Prolonged overloading of engine.
6) Reduction of flash point of crankcase oil due to contamination with fuel.
It is difficult to read the early signs of crankcase explosions but there are few pre-explosion
signs that can be read by an alert watch keeper in engine room. Crankcase explosion will
lead to:
In case of indication, the crankcase doors should never be opened till the time the system
has totally cooled down. Once the system has cooled down, proper inspection and
maintenance should be carried out.
Emergency Checklist EMCL 7G must be used in case any alarm for Oil mist Detector is
received.
Section: 9 Page: 5 of 11
EMERGENCIES IN ENGINE ROOM
Revision: 0 Date: 01-04-2011
5. After about 30 minutes or more, when the engine is sufficiently cooled down, stop lube
oil pumps and open crank case door.
6. Try to locate the hot spot by observation and feeling over.
7. Once the hot spot is located, permanent repair must be carried out in order to prevent
recurrence.
8. Inspect crankcase thoroughly and record crankshaft deflection.
9. Start lube oil pump and check for proper lubrication of all parts.
10. If everything is normal, inform bridge, start the engine, and gradually increase the
speed.
9.2.3 Prevention
Prevention of crankcase explosion can be done by preventing the generation of hot spots
and other checks as stated below:
Section: 9 Page: 6 of 11
EMERGENCIES IN ENGINE ROOM
Revision: 0 Date: 01-04-2011
Soot-fire accidents in exhaust gas economizers represent a major risk due to the potential
damage. Various factors such as inadequate heat transfer, soot deposit, soot calorific
value, spark load, and flue gas velocity contribute to the start of a soot-fire.
1) The increased number of soot fires in recent times is related to the general poorer fuel
quality and often linked to a specific low-grade bunker.
2) The increasing use of low-grade fuel results in higher soot levels. The growing number
of long-stroke diesel engines, which calls for larger quantities of lubrication oil, also
adds to the soot build-up.
3) Another cause may be that the circulating pump is not operated sufficiently after M/E
operation stop.
4) Inadequate combustion of fuel in the engine can lead to fuel carry over, thus
increasing the calorific value of soot.
5) If the cleaning intervals are not adjusted accordingly this will increase the soot fire risk.
When fire in the economiser is suspected, following should be done to prevent further
damage (Fire level 1):
1) Reduce RPM or stop the main engine (If navigation circumstances permit) to stop
oxygen supply to the fire.
2) Do NOT stop the circulating pumps or you might melt the whole economizer.
4) Never use soot blowers for fire fighting, as air will feed the fire with oxygen, and steam
will involve a risk of high temperature fire. Injecting steam might result in a secondary
hydrogen fire.
5) Stop the air circulation through the engine, and thereby the air supply to the fire, i.e.
keep air pressure on the diesel engine’s exhaust valve closing mechanism (closed
valves), cover the air filter of the turbocharger, stop the auxiliary blower, and any other
appropriate action.
6) Water washing, if fitted, may be used to extinguish the fire. This is normally connected
to the ship’s fire fighting water system.
In a well-run plant any fire that starts will be small, and if the above emergency action
is taken immediately, the fire will be damped down quickly, and water circulated by the
pump will help keep the tubes cool and reduce any heat damage caused by the fire.
If the soot fire has turned into an iron fire, this can be indicated by a loss of water, for
example, if the feed water consumption increases very much and/ or if a low level
alarm in the steam drum is activated. A temperature sensor (normally max. 400°C) will
not normally be able to measure the high temperatures.
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EMERGENCIES IN ENGINE ROOM
Revision: 0 Date: 01-04-2011
DNV warns that, if a soot fire has turned into a high-temperature fire (hydrogen/ iron fire),
care should be taken when using water for extinguishing, otherwise, the fire may become
worse unless large amounts of water are applied directly to the heart of the fire. The main
aim, when one discovers an initial small fire, is to prevent it turning into a high-temperature
fire.
Checks as per Emergency Checklist EMCL 7F must be carried out in case of any
economiser fire in engine room.
1. Operate the circulating pump sufficiently after M/E operation stops to cool down the
heating tubes. Please refer ERP sec 2.7.17
2. To prevent the soot from adhering and growing up on the tubes, soot blowing must be
carried out two to three times in a day. Soot blowing should be done in proper way to
ensure tubes are being cleaned properly and most of the soot is being removed.
3. Periodic water washing of economizers must be carried out with copious amounts of
water. Normally the quantity of water to be used is specified by the maker. A hose with
a sufficient diameter must be used so that the water quantity is enough and can be
seen reaching the bottom tubes. A high pressure jet is not effective as water flow will
be very small and will not reach and clean the bottom tubes. If the water cleaning is
insufficient, the unburned soot is easily exposed which can catch fire. Further sulphur
in the residual soot reacts to water, and then may cause sulphate corrosion.
4. For soot fire prevention, the most effective measure is to prevent formation of soot.
This means optimum M/E combustion.
However, soot cannot be prevented considering the quality of the fuel used in the
marine diesel engines. Therefore, it is important to remove the adhered soot in the
best possible manner.
Each ship must prepare the contingency plan (ship specific) for the actions to be taken in
case of black out in engine room. All ship staff after joining must familiarise themselves
with the same. Please refer to ECPM Sec 8.5.3 for general guidance.
The emergency checklist EMCL 6B is to be used in engine room after a black out.
Dead ship condition is a condition in which the entire machinery installation, including the
power supply, is out of operation and the auxiliary services such as compressed air,
starting current from batteries etc., for bringing the main propulsion into operation and for
the restoration of the main power supply are not available. Every ship must establish
EXECUTIVE SHIP MANAGEMENT
ENGINE ROOM PROCEDURES
Section: 9 Page: 8 of 11
EMERGENCIES IN ENGINE ROOM
Revision: 0 Date: 01-04-2011
procedures for reviving the vessel from a dead ship condition. Following are guidelines for
your perusal:
The figure (1) below shows the schema of an alternator with a brushless excitation
system.
Figure (1)
Figure (2)
EXECUTIVE SHIP MANAGEMENT
ENGINE ROOM PROCEDURES
Section: 9 Page: 9 of 11
EMERGENCIES IN ENGINE ROOM
Revision: 0 Date: 01-04-2011
When the alternator is running at rated voltage and frequency, the excitation system
receives three voltage signals and three current signals from the alternator output. These
are processed and result in a DC output voltage at terminals F1-F2. An AVR is fitted in the
excitation system which regulates this voltage across F1-F2.
F1-F2 is connected to the 1 phase exciter stator. This magnetizes the poles and thus
induces EMF in the 3 phase exciter rotor. This output is rectified in a 3 phase bridge
rectifier and a DC voltage is input to the 1 phase main rotor. A varistor is fitted across the
rectifier output for protection of the alternator from high voltage. The main rotor poles are
magnetized and induce an EMF in the 3 phase main stator. This forms the output of the
alternator.
At the time of starting, there is no voltage at F1-F2. Hence the residual magnetism in the
exciter stator induces EMF in the exciter rotor. Once some voltage is available at
alternator output, voltage starts at F1-F2 which adds to the magnetizing of the exciter
stator poles increasing the EMF in the exciter rotor. This cycle repeats until rated voltage
is obtained at alternator output.
9.5.3 Troubleshooting
When the alternator is started and running at rated rpm but there is no voltage at the
output, the alternator must be stopped and trouble shooting must be carried out as
follows:-
1) The windings of the following must be checked for continuity and insulation:-
a. Exciter stator
b. Exciter rotor
c. Main rotor
d. Main stator
e. Windings and wiring of the excitation system components
When the alternator is running at no load at rated voltage and frequency, the voltage at
F1-F2 is normally about 18 volts DC. (This will depend on alternator design and will be
available in test records).
With the alternator stopped, the following preparations should be carried out:-
The excitation system may be mounted on the alternator itself or it may be external. In
either case the excitation system cover should be opened.
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EMERGENCIES IN ENGINE ROOM
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Care should be taken as high voltages will be generated in the windings when the
alternator is started. As the atmosphere will be hot and sweat may be generated, care
should be taken to prevent sweat from falling on the wiring.
The voltage signals coming from the alternator output to the excitation system should be
identified. A voltmeter set to 500 V AC should be connected across R & S phases. The
voltmeter should be located such that it can be seen from the location where F1-F2
terminals are located.
A 12 volt battery should be brought and kept at a convenient location near the alternator.
Two long wires should be connected to the battery terminals taking care not to short them.
The + and – wires should be identified.
The alternator should now be started and allowed to reach rated rpm.
The two wires from the battery should be just touched to the F1-F2 terminals taking care to
touch the +ve wire with the +ve terminal. At the same time the voltmeter should be
observed. The moment some voltage (about 20-30 V ac) shows across the voltmeter, the
wires should be removed from the F1-F2 terminals. The voltmeter should be checked to
see whether the voltage is building up or it is dying down.
In case the voltage is dying down, the procedure of flashing should be repeated, this time
allowing the voltage build up to about 50-60 V ac before removing the wires.
Under no circumstance should the battery wires be fixed to the F1-F2 terminals as there
may be a sudden backflow of charging current back to the battery causing damage.
Once voltage has built up, jobs such as removing the voltmeter or putting the cover should
not be carried out as a single slip or dropping of items can cause shorting resulting in
injury and damage.
The alternator should be allowed to run for about 5 minutes and then stopped. This will
allow residual voltage to be rebuilt.
Once the alternator is stopped, the voltmeter should be removed and covers set back to
normal.
The alternator should then be started to see whether voltage is building up as before.
Usually this should be sufficient. If not, the procedure must be repeated to build up the
residual voltage.
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EMERGENCIES IN ENGINE ROOM
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The actions to be carried out in case of fire in engine room are given in ECPM sec 4.3.
Necessary actions must be taken immediately for safety of life and property.
In case the fire is very big and fixed fire fighting system is to be used. Emergency
checklist EMCL 7D (Fixed fire fighting medium discharge in Engine Room) must be filled
before discharging.
In case of any grounding incident engine room staff must carry out and take precautions
as per the checklist EMCL 8B.
Note: These are general guidance regarding the various emergencies in engine room.
Kindly use these to prepare ship specific procedures for taking immediate actions once
any of such emergencies are experienced.
177
» Total capacity of air receivers must be sufficient to give at least 12 starts for reversible
engine, and at least 6 starts for non-reversible engine, without refilling the receivers.
» There must be two identical main air receivers and one emergency bottle for every
vessel.
Mountings:
Graphite suspension in water, Linseed oil, Copal vanish or Epoxy coating having basic
properties of anti-corrosive, anti-toxic or anti-oxidation.
1. Fusible plug.
2. Pressure Relief Valve
3. Atmospheric Relief Valve.
4. Low Air Pressure alarm.
5. Automatic or remote control Moisture Drain Valve.
Air Compressor:
Causes:
1. HP suction valve leaking.
2. Intercooler choked.
3. Relief valve, jammed by foreign particles, in open position.
178
Causes:
1. HP discharge valve, in closed position.
2. After cooler choked.
3. Relief valve, jammed by foreign particles, or spring sticking in open position.
[Relief Valves opening pressure are set at 10% above stage pressure.]
1. Reduce air temperature and volume, and increase air density for next stage.
2. Increase Compressor Capacity and Volumetric Efficiency.
3. Better lubrication for cylinder and rings.
4. Water and excess oil can be drained out, preventing fouling of Intercooler and
pipes, Air Bottle corrosion, and starting airline explosion.
5. Work done is saved.
6. Metal stresses reduced, due to control of temperature.
Volumetric Efficiency:
Volume of Air drawn into Cylinder
VE =
Stroke Volume of LP Piston
{LP discharge pressure 4 bars: HP discharge pressure 30 bars: Intercooler inlet air 130°C
Intercooler outlet air 35°C: Aftercooler inlet air 130°C: Aftercooler outlet air 35°C:
Intercooler is single pass type: Aftercooler, double pass U-tube type:}
Air Filter:
» Cylinders, cylinder cover, Inter & After coolers are hydraulically tested to:
Refrigeration:
Main Functions:
1. Automatic and prompt response of Refrigerant Flow to match Evaporator Load.
2. Prevention of Liquid flow into Compressor.
3. Appropriate amount of Refrigerant, maintained at HP and LP sides.
TEV construction:
Operation:
1. Refrigerant Liquid from Condenser enters into TEV via Dryer, it expands to
Evaporation Pressure, and some flash gas is formed.
2. Flash Gas amount varies between 25 – 35%, depending on refrigerant type, plant
capacity and ambient temperature.
3. Mixture of this expanded gases and some part of liquid, passed into Evaporator,
where complete Evaporation takes place.
4. Evaporator outlet pressure plus Spring pressure tends to close the valve, and is
opposed by the pressure above the Bellow, trying to open it.
5. This pressure above the Bellow is in relation to temperature in Compressor suction
pipe.
6. Equilibrium condition is reached, when Superheat is correct at phial attachment
point.
7. Starved condition in Evaporator will result greater Superheat, so expansion of
Vapour Refrigerant in phial will tend to open the valve further, to increase the flow.
181
System errors:
1. Air in the system:
Indication:
1. Abnormal and shaking of Compressor discharge pressure gauge reading.
2. Sight glass shows small air bubbles.
Remedy:
1. Close liquid stop valve at Condenser outlet.
2. Pump down the entire charge into Condenser, until suction pressure is just above
zero, and then stop Compressor.
3. Shut Compressor discharge valve.
4. Cool down the Condenser content, by running cooling water for some period.
5. Then purge air at the top of Condenser, through purging valve until refrigerant gas
appear at the valve.
182
4. Overcharge:
Indication:
1. Very high Condenser pressure gauge reading, and full sight glass.
2. Liquid may flow back to Compressor suction.
Remedy:
1. Pump down system charges into reservoir and purge out excessive refrigerant from
vent valve.
5. Undercharge:
Indication:
1. Low Condenser pressure gauge reading.
2. Appearance of large bubbles in sight glass.
3. Hot Compressor discharge pipe.
Remedy:
1. Test leak points by: Halide torch, Soap bubble solution, Dye refrigerant,
Electronic detector, Sulphur candles, which gives off white dense smokes
when contact with Ammonia.
2. After rectification of leak points, recharging is necessary.
6. Short cycling:
Repeated running and stopping of Compressor due to L.P. cut-out. There may be high
leak points in the system.
CFC: Chlorofluorocarbon
~ Due to damaging effects on OZONE layer and causing Global Warming, most CFCs are
now replaced by HFCs, Hydrofluorocarbon.
~ HFC 134a has Ozone Depletion Potential, ODP ‘0’ and
Global Warming Potential, GWP ‘0.28’.
Defrosting:
A method of removal of frost, built-up on Evaporator coils. Defrosting should be done before
snow thickness exceeds ¼".
Defrosting Systems:
1. Water wash defrosting
2. Hot gas defrosting
3. Electric defrosting
4. Manual shut down defrosting
5. Warm brine defrosting
184
1. Hot brine thawing: Best and fastest method, used powerful brine heater with separate
thawing system. Watertight trays under the pipes, collected the dripping water.
2. Hot air from atmosphere: It is important that isolating doors in air trunks are perfectly
tight, so as to prevent hot air going into cargo spaces.
3. By shutting off brine : Allow the snows to be melted by the heat of the air in circulation.
Very slow operation and tends to throw back great deal of moisture into cargo space.
Notes:
Direct expansion grid system: Hot gas defrosting.
Battery cooling system: Water spray, electrical or steam heater.
Brine cooling: Hot brine thawing.
Refrigerant Charging:
Air Conditioning:
Objectives:
Relative Humidity:
Ratio of amount of water vapour in given volume of air, to maximum amount of water
vapour that can be present before precipitation occurs.
185
Control of temperature:
Comfortable temperature range is about 22°C and RH about 60%, (usually 40 ~ 70%).
Evaporator:
1. Main object is to produce FW, essentially free of salts [for boiler feed water and domestic
use] by bringing SW to its boiling point under vacuum and drawing off the vapour,
leaving the salts and other solids in the liquid.
2. Principle types onboard are Single effect and Double effect plants.
Single effect: Evaporation takes place at one pressure system only. Performance ratio: 0.9
Double effect: Evaporation takes place at two pressure system. Performance ratio: 1.5
3. Salinity of distillate < 4.0 ppm. [ Salinity of good boiler feed water is 2.5 ppm.]
4. Seawater contains 30,000 – 42,000 ppm of TDS.
1. Waste heat from ME JC system at 65°C and flow rate of about 40 kg/hr is used to
partially evaporate feed SW, at about 48°C boiling temperature, and at 0.11 bar [over
90%] vacuum .
2. SW feed is filtered and controlled by fixed orifice plate, before entering evaporator.
3. Feed enters evaporation section under vacuum, ascends through battery of horizontal
plates, surrounded by jacket hot water, vaporising as it goes to condensing section,
through demister.
4. Vapour pass through baffles onto SW cooled condenser plates, and fall as FW.
5. FW is discharged by condensate pump via Salinometer to FW tanks.
Performance Ratio:
1. Since distillate water contains no dissolved solids and very little dissolved air, it
remains flat and tasteless.
2. Palatability of distilled water and hardness can be improved by injecting little
CO into the water from a cylinder, before passing the water through limestone
bed ( CaCO ).
Salinometer:
1. If 2 electrodes are placed, some distance apart in FW, the water will offer
sufficient electrical resistance to prevent current flow between electrodes.
2. If salt (Sodium Chloride) is added to the water, sufficient current will flow.
3. Strength of current depends on amount of salt added.
4. Salinometer instrument measures the degree of salinity, by measuring the current
flow across electrodes and marking the galvanometer in grains of chloride per
gallon of water with an orange glow of a lamp, or in ppm.
5. Most instruments have temperature correction circuits, due to water temperature
effecting the resistance.
6. Used in pipe lines of condensate and feed circuits to boiler, and in any pipe lines,
where there is danger of saltwater contaminating fresh or distilled water.
187
Sterilisation of distillate:
Reverse Osmosis:
Types of Membrane:
» Air Cond. controls Humidity, Temperature and Flow Rate of fresh air.
» Fridge cools down the provisions.
5. Compression given to the spring controls the amount of opening of the valve.
6. If the opening increases, the higher pressure obtained on other side, acts to close
down the valve to normal lift, and hence correct reduced pressure maintained.
7. A Relief Valve is fitted on low-pressure side to prevent excessive pressure rise on
reduced air system.
Air Compressor:
Effects of leaking valves:
» Total no. of Air Compressors must be sufficient to fill the empty Air Bottle to
maximum pressure within 1 hour.
» Must be sufficient to start at least 12 times for Reversible Engine, and at least 6
times for Non-Reversible Engine.
190
Bursting Disc:
Secondary Refrigerant:
1. Stop condition; Tight shut both inlet and outlet valves of compressor.
Open filling plug and fill to required level.
Air purge to be done when plant resume.
2. During running; Make vacuum pressure in crankcase and suck oil itself.
Ensure oil pipe immersed in oil to prevent air ingress.
Ozone Depletion:
1. Ozone gas layer is a region of the atmosphere, 12 – 30 miles above Earth’s surface.
2. This layer moderates the climate, and protects life on Earth from ultraviolet
radiation.
3. Release of industrial waste and other process breakdown ozone layer and so disturb
natural balance.
4. Chlorofluorocarbons, CFCs, at ground level, rise and broken down by sunlight,
whereupon chlorine reacts with and destroys ozone molecules.
5. Single chlorine atom may destroy 10 – 100,0000 ozone molecules.
Naval Architecture:
Camber: A curvature given to a deck transversely. A difference between the heights of deck
at side and centre. Camber amidship = 1/50 of breadth of ship. Purpose is to drive water to
sides of the ship.
Rise of floor: (Dead rise) Bottom shell, sloping up from keel to bilge, to facilitate drainage
of bilge. Rise of floor is usually 150mm.
Bilge radius: Radius of the curve, connecting the side of ship to bottom, at midship portion.
Tumble home: The slant inward, from vertical of transverse section of hull, above the
designated water line. Purpose is to improve the ship’s appearance.
Floor: They are transverse vertical plate, across the bottom of the ship from the centre
girder to bilge. Watertight floors or oil tight floors are used to divide the bottom spaces into
suitable tank.
Margin Plate:
1. The outboard strake of the inner bottom.
2. Knuckle down to the shell by means of Margin Plate at angle of 45 to tank top, meeting
the shell almost at right angle.
3. It can form a bilge space.
Keel plate: Keel is a horizontal plating of increased thickness, which runs along
the centre line, for complete length of bottom shell plating.
Types of keel: (1) Bar keel (2) Flat plate keel (3) Duct keel.
Bar keel: The first type, used from wood to iron ship building.
Do not provide sufficient strength for larger ship.
No direct connection between the keel and floor.
Flat plate keel: A keel of welded ship. The centre girder is attached to the keel and
inner bottom plating by continuous welds.
Keel plate width is about 1 to 2 meter.
It must be full thickness, for 3/5 of length amidship and then thickness may
reduce towards the ends of ship.
Duct keel:
1. An internal passage of watertight construction, running same distance along the
length of ship, often from fore peak to forward machinery space bulkhead.
2. It is to carry pipeworks, and entrance is at forward machinery space bulkhead
through a watertight manhole.
Class A bulkhead:
1. Constructed to prevent passage of flame for 1 hour standard fire test at 927°C.
2. It must be insulated so that the unexposed sides will not rise more than 139°C
above the original temperature within the time, as follows.
Class A- 60 , 1 hour: Class A- 30 , 30 minutes.
193
Class B bulkhead:
Class C bulkhead:
1. They are constructed of non-combustible material.
Collision Bulkhead:
2. Foremost major watertight bulkhead, which extends from bottom to main deck
(upper deck).
3. It is at a distance of L/20 from forward perpendicular.
Non-watertight bulkhead: Any bulkhead, which does not form, part of a tank or part of a
watertight subdivision of a ship, may be non-watertight.
Wash bulkhead: A perforated bulkhead fitted into a cargo tank or deep tank, to reduce
sloshing or movement of liquid through the tank.
Functions of bulkhead:
Construction of bulkhead:
1. In the events of collision and grounding, standard of subdivision has to give good
chance, that the ship remains afloat under such emergencies.
2. Longitudinal Bulkheads are avoided, as far as possible, as they might cause dangerous
angles of heel, in the event of flooding of large compartment through damage.
3. Transverse Bulkheads are reliable in this case, and Classification Society requires a
watertight Collision Bulkhead within reasonable distance from forward.
4. If the ship is supposed to have wave trough amidships, there will be excess weight
amidships and excess buoyancy at the ends, hence the ship will be sagging. (Assuming
wave length = length of ship)
5. If the ship is supposed to have wave crest amidships, there will be excess weight at the
ends, and excess buoyancy amidships; hence the ship will be hogging.
6. By “Trochoidal Theory”, wave height from trough to crest is 1/20 of the wave length,
therefore maximum shearing force usually occurs at about L/20 of ship from each end.
7. For this reason, Collision Bulkhead is located at L/20 of the ship, so that it is not so far
forward, as to be damaged on impact. Neither should it be too far aft, so that the
compartment flooded forward causes excessive trim by bow.
Panting:
1. As wave passes along the ship, they cause water pressure fluctuation, which tends
to create in and out movement of the shell plating, especially at forward end.
2. This in and out movement is called panting.
3. Resisting structures against panting are beams, brackets, stringer plates, etc.
Racking:
1. When a ship rolls, there is a tendency for the ship to distort transversely.
2. This is known as racking.
3. Resisting structures are beam knee, tank side bracket, and especially transverse
bulkhead.
Slamming or Pounding:
1. When ship is heaving and pitching, the fore end emerges from water and re-enter
with a slamming effect.
2. It is called pounding.
3. Resisting structure: extra stiffening at the fore end.
Hogging:
» When buoyancy amidships exceeds the weight due to loading, or when the wave
crest is amidships, the ship will hog.
195
Sagging:
» When the weight amidships exceeds the buoyancy, or when the wave trough is
amidships the ship will sag.
Function of port hole: 1) For light 2) For ventilation 3) For escape for emergency.
Transverse stresses:
1. Transverse section of a ship is subjected to transverse stresses, i.e. static pressure
due to surrounding water, as well as internal loading due to weight of structure,
cargo, etc.
2. Structures or parts, that resist transverse stresses:
a) Transverse bulkhead
b) Floors in double bottom
c) Brackets between deck beams and side frame
d) Brackets between side frame and tank top plating
e) Margin plates
f) Pillars in holds and tween deck.
Local stresses:
Causes:
1. Heavy concentrated loads like engine, boiler.
2. Deck cargo such as timber.
3. Hull vibration.
4. Ship, resting on blocks in dry dock.
Dynamic forces:
Bulbous Bow:
It is a bulb shaped underwater bow.
1. Reduce wave making resistance, and pitching motion of the ship
2. Increase buoyancy forward, and hence reduce pitching of the ship
3. Outer plating of bulbous bow is thicker than normal shell plating, to resist
high water pressure and possible damage cause by anchor and cables.
4. Due to reduction in wave making resistance, it can reduce SFOC under full
speed and loaded condition.
Bow Thruster:
1. Lateral Bow Thrusters are particularly useful, for manoeuvring in confined water at
low speed.
2. For large vessel, used at channel crossing, and docking.
3. For research vessels and drilling platform, etc. very accurate positioning maintained.
4. Bow Thruster consists of: (As a Rule)
a) A controllable pitch or reversible impeller, in athwartship watertight tunnels.
b) Bridge controlled and driven by motor.
c) Thrust provided is a low thrust, about 16 tons.
d) Greatest thrust is obtained, when ship speed is zero.
e) Less effective, when ship gets underway.
f) Athwartship tunnels appreciably increases hull resistance.
g) Close the tunnels at either end, when not in use, by butterfly valve or hydraulic
valve.
Cofferdam:
1. A narrow void space between two bulkheads or floors that prevents leakage
between the adjoining compartments.
2. In tankers, between cargo tanks: In ER, between DB LO tank (sump tank) and
adjacent tanks. Maximum width = 760 mm.
Double Bottom:
The double bottom consists of outer shell and inner skin, 1m and 1.5 m above the
keel and internally supported by floors.
Wing Tank:
Purpose:
1. To carry water ballast or liquid cargo.
2. Protection of shell in the events of damage to side shell.
3. To locate oil cargo tank inboard.
4. To correct list of the ship.
197
Deep Tank:
1. When ship is underway in light condition, it is necessary to carry certain amount of water
ballast.
2. If DB tanks alone are used for this purpose, the ship might be unduly “stiff”.
3. So it becomes a practice to arrange one of the lower holds, so that it can be filled with
water when necessary.
4. This permits a large amount of ballast to be carried without unduly lowering
the Centre of Gravity of the ship.
5. Such a hold is called a Deep Tank.
6. This tank is usually designed to carry dry cargo, and in some cases may carry vegetable
oil or oil fuel as cargo.
7. If the tank extends full breadth of the ship, a middle line bulkhead, called Wash Plate
must be fitted to reduce free surface effect.
8. Strength of Deep Tank structure is greater than that required for dry cargo hold bulkhead.
Freeboard:
1. Vertical distance from water load line, up to the main deck [freeboard deck],
measured at the shipside amidships.
2. Main deck is the highest deck that is water sealed. Water falling on upper decks
may run down companion ways, but it cannot go any further down into the ship
than the main deck.
3. Freeboard has considerable influence on seaworthiness of the ship. The greater the
freeboard, the larger is the above water volume of the ship and this provides
reserved buoyancy, assisting the ship to remain afloat in the event of damage.
Freeboard deck: (Superstructure deck): The uppermost complete deck, exposed to weather.
It must have permanent means of closure of all opening on and below it.
Reserved buoyancy:
» Watertight volume of a ship above the water line is called the reserved buoyancy.
» It can be defined as the buoyancy, a ship can call upon, to meet losses of buoyancy in
case of damage to main hull. [Water plane area, multiplied by freeboard.]
Purpose:
1. To meet loss of buoyancy, in case of hull damage.
2. To provide sufficiency of freeboard, to make the vessel seaworthy.
Marking of freeboard:
Tonnage: Tonnage is a measure of cubic capacity, where one ton represents 100 ft³
or 2.83 m³. It is a measure of the ship’s internal capacity.
Gross Tonnage:
» Gross tonnage is the total of the Underdeck tonnage & the tonnage of the following
spaces:
1. Any Tweendeck space , between second and upper deck.
Certain closed-in spaces, on or above the upper deck are not included in gross tonnage, and
these are known as Exempted Spaces.
Exempted spaces:
Dry cargo space.
Space fitted with machinery or condensers.
Wheelhouse, chartroom and radio room.
Galley and bakery.
Washing and sanitary spaces in crew accommodation.
Light and air spaces.
Water ballast tanks not appropriated for any other use.
Tonnage Deck: The tonnage deck is the second deck, except in single deck ships.
Light displacement: It is the weight of hull, engine, spare parts, boiler and condenser with
working water level.
Loaded displacement: It is the weight of hull, and everything onboard, when floating at the
designed summer draught.
Dead weight: A difference between light and loaded displacements, and is the weight of
cargo, stores, ballast, fresh water, fuel oil, crew, passengers and personal effects onboard.
Displacement: A ship floating freely, displaces a mass of water, equal to its own mass and it
is called displacement.
Rubber jointing is used, and the hatch being pulled down by cleats and cross joint wedges.
Cleats are placed about 2 m apart with minimum of two cleats per panel. Cross joint wedges
should be 1.5 m apart.
Naval Architecture:
Supplementary:
DB Tank
» Being double hull, prevent SW ingress when grounding.
» Can be used as storage tank for FO and Ballasting.
Displacement:
» The Mass of ship and everything it contains.
» Has different value at different Draught
Bilge strake
» Course of shell plating at Bilge.
Garboard strake
» Bottom shell plating adjacent to keel plate.
Docking plug
» Brass plug fitted in garboard strake for DB Tank drain.
Margin Line
» An imaginary line 75 mm below the Bulkhead Deck at shipside.
» It is highest permissible location for any damaged water plane in the final condition
of sinking, trim and heel.
Margin Plate
» The outboard strake of inner bottom, connecting to bilge with shell plating.
Solid Floor:
1. In ship less than 120 meters in length, bottom shell and tank top are supported at
intervals of not more than 3 meters, with transverse plate known as solid floors.
2. Solid floors have manholes, air release and drain holes are cut at top and bottom,
for access and ventilation.
3. Solid floor is usually fitted as continuous plate, from centre girder to margin plate.
4. The side girder is therefore broken on each side of the floor plate and it is said to be
intercoastal.
5. Vessel of up to 20 meters in breadth, must have one intercoastal side girder on each
side.
6. Vessel of over 20 meters in breadth, must have two such girders on each side.
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Load Line:
» Load line marks are located amidships on both side of the ship, showing maximum
draught to which the vessel may be loaded in summer and winter and in salt and fresh
water.
Purposes:
1. Storage of cargo, ballast etc. are such as to assure sufficient stability.
2. To avoid excessive structural stresses.
Note 1: Oil Tanker is well divided into oil-tight compartments. So it is reasonable to allow
smaller volume of Reserved Buoyancy and thus smaller minimum freeboard.
Note 2: The grid 540mm (21in) aft of the load line mark is used only by Timber Deck Cargo
Carriers; it is omitted on General Cargo and Oil Carriers. All lines are 25 mm wide.
Deck Line
12 in
Minimum Summer Freeboard TF 9 in
F T
L R S
W
18 in WNA
9 in
21 in Forward
» S, Summer Load Line: Upper edge passes through the centre of the ring and indicated
by letter S. This line marks the maximum draught to which a ship maybe loaded during
recognised summer period for that region, in sea water for voyages.
The freeboard to the centre of the ring, gives the base line from which the other marks
are measured.
» W, Winter Load line: Placed below Summer Line at a distance, according to the
Rules, equal to 1/48th of Summer Draught of the ship. This line marks the draught to
which a ship maybe loaded during recognised winter period for that region, in sea water
for voyages.
» WNA, Winter North Atlantic Load Line: Marked only on ships 100 metres and above
in length, providing additional safety in ships of moderate dimensions. Placed 50 mm
below Winter Line.
» T, Tropical Load Line: Show maximum draught in sea water for voyages during fine
weather season, in certain zones of the tropics. Tropical Load Line allows a deduction of
freeboard from summer freeboard and placed at same distance above the centre of the
ring, as the Winter Line is below.
202
» F, Fresh Water Line: To allow for the rise of ship, when passing from fresh to salt
water. Distance above Summer Load Line to Fresh Water Line may be calculated by
dividing the displacement (metric tons) in sea water at Summer Load Line, by 4 times the
metric tons per centimetre immersion. ( / 4 TPC )
» TF, Tropical Fresh Water Line: The Fresh Water Freeboard, placed above Fresh
Water Line, at a distance equal to 1/48th of Summer Draught of the ship.
Deck Line:
» A horizontal line marked at amidships on each side of the ship, and its upper edge passes
through the point where the continuation outwards of the ship of upper surface of
freeboard deck intersects the outer surface of the shell.
Tonnage Mark:
L R
21 in Aft
9 in
12 in
15 in
» Tonnage Mark is an inverted triangle and must be cut in on each side of the ship
whenever modified or alternative tonnage have been assigned.
» Marked at 540 mm aft the centre of Load Line Disc, which is the same distance away as
Timber Load Line.
» But a vessel which is assigned Timber Load Lines is not permitted to have a modified
tonnage.
Freeboard:
» Minimum Summer Freeboard may be defined as the height of the freeboard deck at side
at midships above normal Summer Load Water Line.
Every ship needs adequate amount of freeboard for the following reasons:
Free Board
» Vertical distance from Summer Load Line to the top of Freeboard Deck measured at
shipside amidships.
Purpose of Freeboard
Electro-technology:
Switch Board Safety Devices:
1. Preferential trip.
2. Low frequency trip.
3. Over voltage trip.
4. Under voltage trip.
5. No voltage trip.
6. Reverse current trip.
7. Over current trip.
8. Fuses.
9. Automatic circuit breaker, ACB.
10. Earth lamp.
11. Meters.
12. Synchroscope.
13. Emergency synchronising lamp.
14. Ebonite handrail and Rubber footstep.
Preferential trip:
Earth lamps:
A set of lamps, which show the presence of earth fault in distribution system.
Location of fault can be traced, by switching off the branch circuit, one at a time.
When branch circuit with fault is switched off, dark lamp will become normal glow
and all 3 lamps burn with equal brightness.
Synchroscope:
1. An instrument, which indicates that, two electrical supplies are in synchronism
and can be paralleled. [OR]
2. An instrument, which indicates that, voltages, frequencies and phase angle of two
electrical supplies of running machine and incoming machine, are in synchronism
and can be paralleled.
3. Synchroscope should not be left in circuit for more than 20 minutes, as it cannot
continuously rotate.
Synchronising method:
~ Synchroscope is the main method.
~ Back-up methods are: 1) Lamp dark method 2) Lamp bright method
3) Rotating lamp method or Sequence method [preferable].
Sequence method:
1. One of the lamps known as key lamp is connected in one phase.
2. Other two lamps are cross-connected.
3. If two frequencies differ, lamps will bright up in rotation. Clockwise indicates
incoming machine is fast, and counter-clockwise indicates it is slow.
4. Synchronising moment is when key lamp is dark and other two lamps equally
bright.
5. If phase rotation is wrong, all lamps will become bright and dark together.
Remedy is to interchange any two phase-connections.
Intrinsically Safe:
1. An electrical circuit or part of a circuit is intrinsically safe, if any spark or thermal
effect produced normally (e.g. by breaking or closing the circuit) or accidentally
(e.g. by short circuit or earth fault), is incapable of igniting a prescribed gas
mixture, under prescribed test condition.
2. An equipment, which cannot released sufficient electrical or thermal energy, under
any condition to ignite a particular flammable vapour in its vicinity.
All passenger and cargo vessels shall be provided with emergency sources of
electrical power, for essential services under emergency conditions.
Emergency source may be generator or batteries, but must be complied with the
rules.
Emergency sources must be installed in position such that they are unlikely to be
damaged or affected by any incident, which has caused to main power.
Emergency source of power should be capable of operating with a list of up to
22 ½ and a trim of up to 10 .
206
Batteries: The above same rules applied, but must not be fitted in the same place as
emergency switchboard.
Cargo Ship:
» Emergency power source, Emergency generator must be sufficient to operate certain
essential services at least for the period of 18 hours.
1. Emergency lighting [at alleyways, stairways and exits, muster and embarkation
stations, machinery space, control room, main and emergency switchboard,
firemen’s outfits storage positions, steering gear room, fire pump, emergency bilge
pump starting positions]
2. Navigation lights,
3. Internal communication equipment,
4. Fire detection and fire alarm system,
5. Daylight signalling lamp, Ship’s whistle,
6. Navigation equipment,
7. Radio installations, [VHF, MF, MF/HF].
8. One of the fire pump, Emergency bilge pump.
207
1. Emergency Lighting.
2. Navigation Lights.
3. Communication Equipment.
4. Fire Detection and Fire Alarm.
5. Daylight Signalling Lamp and Ship’s Whistle.
6. Navigation Aids.
7. Emergency Fire Pump.
8. General Alarm.
9. Manual Fire Alarm.
10. Steering Gear.
11. Watertight Doors.
Maintenance:
1. Every Saturday, Emergency generator must be tested-run.
2. Air bottle pressed-up or starter battery fully charged, at all times.
3. Changeover the selector switch to local position before starting.
4. Make sure breaker switch at ‘off’ position before starting [an interlock between ER
Main Switchboard breaker and Emergency Switchboard breaker is provided to
prevent simultaneous closure of both breakers].
5. During testing, check frequency, voltage and ampere.
6. Fuel tank, always checked to ensure adequate level.
7. Air filter of generator, regularly cleaned.
8. Required tools and spares kept in a container.
9. Emergency light for this room should be always checked.
Proper ventilation
Prevention of heat source for ignition.
Ventilation:
1. Independent exhaust fan provided.
2. Inlet duct should be below battery level, and outlet at top of the compartment.
Secondary Cells:
» Secondary cell or accumulator is an apparatus, which utilises chemical action to
store up electrical energy.
» Secondary cells are: 1) Nickel Cadmium storage battery. 2) Lead-acid battery.
Depolarisation:
Liberation of H at – ve electrode [cathode] and that will decrease the current flow.
Static Electricity:
1. Electricity at rest instead of in motion
2. Electric charges may be induced by friction or atmosphere effect.
Single phasing:
Residual Magnetism:
Excitation:
1. Production of an electromagnetic field of a generator by supplying exciting current
for magnetising the field magnet.
2. For excitation, DC is used, because DC produces constant rate of magnetic flux.
3. AC generator sometimes lost excitation due to reverse current.
Exciters: The source, which generates the field current for excitation of field magnets.
Equalising bar:
1. Equaliser is a low resistance circuit, connected across armature ends of series coils
of parallel compound generators, via a special bar in switchboard.
2. Equaliser is fitted to stabilise parallel operation of compound DC generators.
AVR: Automatic Voltage Regulators are used in conjunction with generator for controlling
the terminal voltage to give a steady voltage under varying load.
Types of AVR:
1. Carbon pile
2. Rotating sector
3. Vibrating contact
4. Multi contact
5. Magnetic amplifier
6. Electronic amplifier
Megger testing:
1. Megger tester [generally a 500V set] is used for measuring high resistance, like
insulation resistance of cable, electrical equipment and wire installation,
in million ohms.
2. To get more accurate results, using the larger instrument, it is important that the
terminal marked earth, which is the + ve pole, shall be connected to the earth.
Slipping Clutch:
Why fitted?
1. In windlass, undue stresses must not be applied to chain cable and machinery.
213
Winch brake adjustment: Adjust the distance between pressure plate and friction plate.
Shore connection box is provided at convenient position, to receive shore power supply, so
that ship’s generators can be shut down, in port or Dry Docking.
Lloyd’s Requirements:
Diode:
1. A thermionic tube consisting of cathode and anode and heating elements.
2. Electric current can pass the diode in only one direction.
3. It is used as a half wave rectifier in electronic circuit, because electronic current
cannot flow back to cathode.
Transistor: A small electronic device used for rectification and amplification of the current.
Dash pot:
1. Dashpots are fitted for overload trips to get time delay action, so that breaker will not
be opened, due to momentary current surge.
2. When load current is in excess, it attracts plunger of the solenoid.
3. Plunger or piston moves up against the displacement of viscose oil or silicone fluid,
through a small hole on the piston.
4. Time lag depends upon hole size, and viscosity of oil.
5. Load current setting for trip is about 25% above maximum, but should not exceed
50%.
215
Electro-technology:
Supplementary:
Sparking at Brushes:
1. Wrong brush position.
2. Dirty commutators.
3. Brushes not properly bedded.
4. Incorrect spring pressure on brushes.
5. Wrong grade of brush.
6. Overloading.
Overheating:
1. Overloading
2. Blocking up of ventilation passages with dirt.
Excitation Loss:
1. Energize with Battery.
2. Tap with hammer to field coil core of Excitation Motor.
Rotary Converter:
1. Convert AC to DC.
2. Synchronous motor and generator combined unit.
3. Field and armature coils are similar to DC generator, except that slip rings are
located on the end of the shaft opposite to commutator.
4. AC turns the converter (as synchronous motor) and DC is taken from commutator
brush.
216
Fuse, to order:
Battery, to order:
1. Voltage
2. Ampere/hour
3. Size
4. Type ( Lead Acid or Alkaline )
1. Used for fine control of shunt motor speed from zero to full in either direction.
2. Able to give the motor a robust torque characteristic.
3. Can be used for motors of electric steering gears of ships with DC power.
4. Used today on ships with AC power for deck machinery such as windlass, mooring
winch etc.
5. Working motor, which powers the steering gear, windlass or other equipment is a
DC machine, because speed control of these is easy.
Method:
3. Speed and direction of working motor varies with magnitude and direction of
applied voltage.
4. Output voltage of DC generator is increased or decreased by Potentiometer, as
magnetic field strength is altered by changing the field current to field windings of
the generator.
5. As output voltage of the generator varies, speed of the working motor also varies.
6. Change of current flow direction, also by Potentiometer, through the field poles of
the generator will cause the change in direction of generated current, supplied to
the working motor and thereby also the running direction of the motor.
Surveyor approved IR (m
» 1m
Navigation lights:
Emergency Lighting:
1. Engine room lighting
2. Bridge lighting
3. Passage way lighting
4. Embarkation light
1. Shore Power Supply Connection Box shows Phase Sequence of shore power
generator with bright and dark lights.
2. Frequency can be check at Main Switchboard, after shore supply is ‘on’ through
link switch or circuit breaker.