ORAL

PREPARATION
GUIDE

Prepared by-
Rifat Azad

Assisted by-
Rifat Ahmed Rafi, Munif Zarif Shahriar, Ridwan Sazid,
Md. Mahfuzur Rahman, Sahidul Islam, Jakaria Hossain
 REGULATION

WHAT IS SOLAS?

The international convention for safety of life at sea. It was adopted in 1974, 1 st November
and entry into force 1980, 25 May.

In response to the titanic Disaster the first version of SOLAS convention was adopted 1914,
secondly in 1929, thirdly 1948 and the fourth 1960. Following SOLAS 60 it was intension to
keep convention up to date by periodic amendments but it was too slow to entry into force
within a reasonable period of time. For this reason, it was necessary to adopt a new SOLAS
convention in 1974.

Objectives:

The main objective of SOLAS convention is to maintain the minimum standard for the
construction, equipment and operation of ships compatible with their safety.

Certificate under SOLAS

1. Cargo Ship Safety Construction Certificate

2. Cargo Ship Safety Equipment Certificate
3. Cargo Ship Safety Radio Certificate
4. Passenger Ship Safety Certificate

WHAT IS MARPOL?

International convention on prevention of marine pollution by ship 73/78 as amendment. The

MARPOL convention is the main international convention covering prevention of pollution of
the marine environment by ships from operational or accident causes. It is a combination of
two treaties adopted in 1973 and 1978 respectively and updated by amendments through
the yearly.

Objective

Prevent navigable water from any kind of pollution which is related to ship so that we can get
a safe, secure, clean ocean for navigation.

Certificate under MARPOL

1. International Oil Pollution Prevention Certificate (IOPP Certificate) under MARPOL

Annex I
2. Noxious Liquid Substances Certificate (NLS Certificate) under MARPOL Annex II

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 3. Document of Compliance for carriage of packaged Dangerous Goods under
MARPOL Annex III
4. International Sewage Pollution Prevention Certificate (ISPP Certificate) under
MARPOL Annex IV
5. Certificate / Document of Compliance for approved Garbage Management Plan
under MARPOL Annex V
6. International Energy Efficiency Certificate (IEEC) under MARPOL Annex VI
7. International Air Pollution Prevention Certificate (IAPP Certificate) under MARPOL
Annex VI
8. Engine International Air Pollution Prevention Certificate (EIAPP Certificate) under
MARPOL Annex VI and NOx Technical Code for marine diesel engines

HOW MANY ANNEXES OF MARPOL AND WHAT ARE THEY?

Annex-I Regulation for the prevention of pollution by oil.
Annex- II Regulation for the control of pollution by noxious liquid substances in bulk.
Annex- III Regulation for the prevention of pollution by harmful substances carried by
sea in packaged form.
Annex- IV Regulations for the prevention of pollution by sewage from ship.
Annex- V Regulations for the prevention of pollution by garbage.
Annex- VI Regulation for the prevention of air pollution from ship.

DESCRIBE ISPS.
International Ship and Port facility Security Code. The ISPS Code is implemented through
chapter XI-2. Special measures to enhance maritime security in the International Convention
for the Safety of Life at Sea (SOLAS).

Objective

• To established international frame work involving co-operation between government,

shipping and port facilities
• To detect security threats and take preventive action
• To establish respective role for maritime security
• To collect and exchange of security level information

There are 3 security level

MARSEC Level 1

The normal level that the ship or port facility operates on a daily basis. Minimum security
measures are maintained on board and in port.

• Ship and port operation is carried out as per ship and port facility security plan
• Port facility ensures to keep the ‘no access’ areas under surveillance at all times

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 • Ship and port authority mutually supervise loading and unloading operation of cargo
and stores, ensuring access control and other minimum-security criteria.

MARSEC Level 2

Level 2 applies for as long as there is a heightened risk of a security incident. This risk level
indicates that, although there is a heightened risk of a security incident, no specific target has
been identified. Appropriate additional protective security measures will be maintained for a
period of time.

• Assigning additional personnel for patrolling the access areas

• Preventing waterside access to the ship
• Establishing a restricted area on the shore side of the ship
• Increasing the search frequency and detail of the persons due to board or disembark
• Escorting all visitors onboard
• Additional security briefings to the ship’s personnel to with emphasis on the security
level
• Carrying out a full or partial search of the ship

MARSEC Level 3

It means the level for which further specific protective security measures shall be maintained
for a limited period of time when a security incident is probable, imminent, or has occurred,
although it may not be possible to identify the specific target.

Again, the SSP should be adhered to and with strong liaison with the port facility. The
following measures should be put in place with the highest degree of vigilance and detail:

• Suspension of embarkation and disembarkation

• Suspension of cargo operations and stores etc
• Limiting access to a single, controlled access point
• Granting access strictly to authorised personnel or those responding to any security
incident
• If needed, the evacuation of the ship
• Close monitoring of the movement of the people on board
• Preparing for a full or partial search of the ship

DESCRIBE ISM CODE.

The International Safety Management Code (ISM-Code) is a mandatory international

instrument to establish measures for the safe management and operation of ships. The ISM-
Code is part of the International Convention for the Safety of Life at Sea (SOLAS convention
chapter IX)

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 The object of ISM Code is

1. to ensure safety at sea,

2. prevention of human injury or loss of life and
3. avoid damage to the environment and to property.

CERTIFICATES ACCORDING TO THE ISM-CODE

Two certificates are mandatory under the ISM-Code:

Document of Compliance (DOC): The DOC is a certificate issued to a shipping company which
complies with the requirements of the ISM-Code.

Safety Management Certificate (SMC): The SMC is issued for an individual ship to confirm that
the company and its shipboard personnel operate that ship in accordance with the approved
safety management system (SMS).

WHO ISSUES DOC & SMC?

Flag state administration or authorized classification societies on their behalf issues DOC &
SMC and valid up to 5 years and renew every year.

WHAT IS THE MAJOR CONVENTION OF IMO (MARITIME SAFETY)?

Key IMO Conventions
• International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended
• International Convention for the Prevention of Pollution from Ships, 1973, as modified
by the Protocol of 1978 relating thereto and by the Protocol of 1997 (MARPOL)
• International Convention on Standards of Training, Certification and Watchkeeping for
Seafarers ( STCW) as amended, including the 1995 and 2010 Manila Amendments

Other conventions relating to maritime safety and security and ship/port interface
• Convention on the International Regulations for Preventing Collisions at Sea
(COLREG), 1972
• Convention on Facilitation of International Maritime Traffic (FAL), 1965
• International Convention on Load Lines (LL), 1966
• International Convention on Maritime Search and Rescue (SAR), 1979
• Convention for the Suppression of Unlawful Acts Against the Safety of Maritime
Navigation (SUA), 1988, and Protocol for the Suppression of Unlawful Acts Against
the Safety of Fixed Platforms located on the Continental Shelf (and the 2005
Protocols)
• International Convention for Safe Containers (CSC), 1972
• Convention on the International Maritime Satellite Organization (IMSO C), 1976
• The Torremolinos International Convention for the Safety of Fishing Vessels (SFV),
1977, superseded by the The 1993 Torremolinos Protocol; Cape Town Agreement of
2012 on the Implementation of the Provisions of the 1993 Protocol relating to the
Torremolinos International Convention for the Safety of Fishing Vessels

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 • International Convention on Standards of Training, Certification and Watchkeeping
for Fishing Vessel Personnel (STCW-F), 1995
• Special Trade Passenger Ships Agreement (STP), 1971 and Protocol on Space
Requirements for Special Trade Passenger Ships, 1973

Other conventions relating to prevention of marine pollution

• International Convention Relating to Intervention on the High Seas in Cases of Oil
Pollution Casualties (INTERVENTION), 1969
• Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other
Matter (LC), 1972 (and the 1996 London Protocol)
• International Convention on Oil Pollution Preparedness, Response and Co-operation
(OPRC), 1990
• Protocol on Preparedness, Response and Co-operation to pollution Incidents by
Hazardous and Noxious Substances, 2000 (OPRC-HNS Protocol)
• International Convention on the Control of Harmful Anti-fouling Systems on Ships
(AFS), 2001
• International Convention for the Control and Management of Ships' Ballast Water
and Sediments, 2004
• The Hong Kong International Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009

Conventions covering liability and compensation

• International Convention on Civil Liability for Oil Pollution Damage (CLC), 1969
• 1992 Protocol to the International Convention on the Establishment of an
International Fund for Compensation for Oil Pollution Damage (FUND 1992)
• Convention relating to Civil Liability in the Field of Maritime Carriage of Nuclear
Material (NUCLEAR), 1971
• Athens Convention relating to the Carriage of Passengers and their Luggage by Sea
(PAL), 1974
• Convention on Limitation of Liability for Maritime Claims (LLMC), 1976
• International Convention on Liability and Compensation for Damage in Connection
with the Carriage of Hazardous and Noxious Substances by Sea (HNS), 1996 (and its
2010 Protocol)
• International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001
• Nairobi International Convention on the Removal of Wrecks, 2007

Other subjects
• International Convention on Tonnage Measurement of Ships (TONNAGE), 1969
• International Convention on Salvage (SALVAGE), 1989

Convention establishing IMO

• Convention on the International Maritime Organization

CODES

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1) IMDG Code(International Maritime Dangerous Goods): Code for carrying dangerous cargo
through sea transport. This Code is in place to regulate the carriage of international guideline
to the safe transportation or shipment of dangerous goods or hazardous materials by water
on the vessel.

2) IMSBC Code(International Maritime Solid Bulk Cargo Code): is a mandatory regulation for
carrying solid cargo in bulk form. This replaces the BC Code and ensures safe stowage and
shipment of solid bulk cargoes.

3) IGC Code(International code for construction and equipment of ships carrying liquefied
gases in bulk): This code gives guidelines to gas tankers on operational, construction and
safety aspects. As with the other forms of cargo and their respective codes, this code is
specific to the carriage of LPG?

4) International Grain Code: This code is applicable to all ships carrying grain in bulk. The term
“grain” covers wheat, maize (corn), oats, rye, barley, rice, pulses, seeds and processed forms
thereof, whose behavior is similar to that of grain in its natural state.

5) IBC Code(International code for construction and equipment of ships carrying dangerous
chemicals in bulk): This code pertains to the carriage of chemicals in bulk and the design,
construction, equipment with respect to the ship and the cargo

6) ISPS Code(International Ship and Port Facility Security code): Springing from the events
preceding 9/11, this code lays the minimum security measures for ships and ports

7) ISM Code(International Safety Management Code): Perhaps one of the most important
codes, one that is used in the day to day functioning of the ship, it is in place for the safe
operation of the ship for the purposes of pollution prevention.

8) INF Code(International code for Safe Carriage of Packaged Irradiated Nuclear Fuel):
Plutonium and High radioactive waste on board ship is a complete guideline for all ships
including cargo ships of 500GT and above carrying INF listed cargo.

9) IS Code(International Code for Intact Stability): gives the construction guidelines to

vessels to maintain the stability of the ship at all working conditions.

10) TDC Code(Code of safe practices for ships carrying Timber Deck Cargo): gives complete
guidelines for loading, stowage, construction, and equipment. This code came about as a
revision to the code adopted in 1991.

11) Casualty Investigation Code: Shipboard can be hazardous and the nature of the work
can, under unfortunate circumstances, result in a casualty onboard. This code is used to solve
or to study the casualty happened on board with the ship or with its crew.

12) CSS Code(Code of Safe Practice for Cargo Stowage and securing): is a guideline for
onboard staff to store and secure the cargo as per the requirement.

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13) SPS Code(Code for the safety of Special Purpose Ships): which include drilling, cable
laying, Flip ship (survey ship) etc, basically for ships that are of unusual construction as
compared to the conventional merchant ships. This code elaborates all the safety aspects of
such ships from construction to operation.

14) STCW Code(Seafarer’s Standards on training, certification and Watch keeping): code is
a guideline for producing competent seafarers all over the world. This code has recently been
amended in 2010 at Manila and the revised version will enter from 1 st Jan 2012. Read more
about STCW 2010.

15) OSV Code(Code of safe practices for Offshore Supply Vessel): is a complete guideline for
offshore vessels carrying supply cargo and personnel in coastal operations.

16) MODU Code(Mobile Offshore Drilling Unit code): is a requirement for construction and
equipment to be used for safe operation in offshore drilling units. This code updates and
revises the provisions under the 1989 MODU Code.

17) HSC Code(High-Speed Craft code): This code primarily pertains to, among others, air-
cushion vehicles (such as hovercraft) and hydrofoil boats. is used to maintain a safe standard
for construction equipment and operation of high-speed vessels used in maritime industry.

18) LSA Code(International Life Saving Appliances Code): comes under SOLAS which deals
with the safety equipment in terms of construction, operation and other requirements for
well being of crew onboard ship. Note that this code is imperative in the procuring, application
and maintenance of all lifesaving appliances on board.

19) FSS Code(International Fire Safety System Code): also comes under SOLAS. It deals with
all the fire fighting appliances, measures, and system to be used onboard to detect, notify and
extinguish any kind of fire in sea going vessel. Note that this this code is imperative in the
procuring, application and maintenance of all fire fighting equipment on board.

20) FTP Code (Fire Test Procedure code): is the guideline for manufacturers and ship builders
to construct vessels and fire test parts to be used onboard ships. For obvious reasons, the
provisions of this code can be read in conjunction with the FSS Code.

21) Polar Code: This Code came into force on 1st January, 2017. Mandated under SOLAS as
well as MARPOL, this code aims to protect the ships and lives of the personnel on ship from
the harsh conditions at the poles.

22) Code of Safe Working Practices for Merchant Seafarers: Provides guidance for improving
health and safety on board ship which is intended primarily for merchant seafarers.

23) Code of Conduct for the Merchant Navy: This Code aims to provide a system of adherence
with regard to personal conduct onboard a merchant ship.

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TYPES OF SURVEY

Annual survey

All ships are required to be surveyed at intervals of approximately one year (+ / - 3 months).
During this survey the survey has to examine ventilator, hull structure, bulkheads, water tight
doors, firefighting appliances, windlass, rudder, steering gear, all safety items, emergency
machinery.

Docking in survey (2.5 yearly, twice in 5 years but not more than 3 years)

In the drydocking survey particular attention is to be paid to the underwater shell plating.
Stern frame, rudder, propeller, hull fittings and all hull parts.

Special survey (4 years, 12 months are allowed)

These surveys become due at 5 years intervals. The list 5 years from the date of built or date
of special survey. During special surveys, the holds, peaks, deep tanks, DB tank, bilges, tank
tops are inspected. In the way any corroded parts, the thickness of the plating must be
determining during this survey.

Continuous survey (5 years)

This survey is carried out by allowing all compartments of the hull or parts of the machinery
that require a periodic survey are opened for survey and testing. It is carried out 5 years
interval.

Repair survey:

Following repairs, a survey is again conducted in which a surveyor again assesses the status
of the vessel to ascertain if she has been restored to a condition meeting requirement.
Temporary repairs may be permitted by issuance of an appropriate recommendation or
condition of class. Where repairs are carried out at a place where the surveyor services are
not available, survey must be carried out at the earliest opportunity thereafter.
Damage survey:

A damage survey is performed to access the extent of damage sustained, to compile a list of
recommended repairs and estimated cost to return the vessel to its condition before the
incident. A damage survey is required by insurance companies when a claim has been
submitted. It is part of a claim investigation to establish the probable cause and extent of
damage.

SECA
Annex VI- Regulations for the Prevention of Air Pollution from Ships

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Chapter 3 - Requirements for control of emissions from ships
Regulation 14 - Sulphur oxides (SOx)

General requirements

The sulphur content of any fuel oil used on board ships shall not exceed 4.5% m/m.

Requirements within SOx emission control areas

The ECAs established are:

• Baltic Sea area (SOx only);

• North Sea area (SOx only);
• North American area (SOx, NOx and PM); and
• United States Caribbean Sea area (SOx, NOx and PM).

REQUIREMENTS
While ships are within SOx emission control areas, at least one of the following conditions
shall be fulfilled:
(a) the sulphur content of fuel oil used on board ships in a SOx emission control
area does not exceed 1.5% m/m;
(b) an exhaust gas cleaning system, approved by the Administration taking into
account guidelines to be developed by the Organization, is applied to reduce the total
emission of sulphur oxides from ships, including both auxiliary and main propulsion engines,
to 6.0 g SOx/kW·h or less calculated as the total weight of sulphur dioxide emission.
Those ships using separate fuel oils shall allow sufficient time for the fuel oil service system
to be fully flushed of all fuels exceeding 1.5% m/m sulphur content prior to entry into a SOx
emission control area.
The volume of low-sulphur fuel oils (less than or equal to 1.5% sulphur content) in each tank
as well as the date, time, and position of the ship when any fuel-changeover operation is
completed, shall be recorded in such log-book as prescribed by the Administration.

SOPEP
SOPEP: Ship Board oil pollution emergency plan.

Necessity: Every oil tanker of 150 tons gross tonnage and above and every ship of 400 tons
gross tonnage and above shall carry on board a shipboard oil pollution emergency plan
approved by the administration.

Contents of SOPEP

1. The action plan contains the duty of each crew member at the time of the spill, including
emergency muster and actions.

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2. SOPEP contains the general information about the ship and the owner of the ship etc.
3. Steps and procedure to contain the discharge of oil into the sea using SOPEP equipment
4. It contains the inventory of the SOPEP material provided for pollution prevention such as
an oil absorbent pads, sawdust bags, booms etc.
5. Onboard reporting procedure and requirement in case of an oil spill is described
6. Authorities to contact and reporting requirements in case of an oil spill are listed in SOPEP.
Authorities like port state control, oil clean up team etc are to be notified
7. SOPEP includes drawing of various fuel lines, along with other oil lines on board vessel
with the positioning of vents, save all trays etc.
8. The general arrangement of the ship is also listed in SOPEP, which includes the location of
all the oil tanks with capacity, content etc.
9. The location of the SOPEP locker and contents of the locker with a list of inventory
10. Guidance to keep the records of the pollution incident (for liability, compensation and
insurance purpose)
11. Material for Reference from essential organizations (guidelines issued by ICS, OCIMF,
SIGTTO, INTERTANKO, etc.)
12. Procedures for testing various plan described in the SOPEP
13. Procedure to maintain the record as required by the authorities
14. Details of when and how to review the plan

CODE OF SAFE WORKING REQUIREMENTS.

The Code of Safe Working Practices (COSWP) is published by the Maritime and Coastguard
Agency (MCA) of the UK. The code details the regulatory framework for health and safety
onboard ship, safety management and statutory duties underlying to the advice in the code
and the areas that should be covered when introducing a new recruit to safety procedures on
board.
The Code should be supplemented by safety manuals, work instructions and other guidance
issued by shipping Cy6Hujm ompanies for their particular ships, as appropriate

• Candidate should be familiar with code of safe working practice

• Available onboard vessel.
• It is important to identify safety to encounter hazards
• Provide for ship practices in ship operation and safe working environment
• Establish safe guard against all identified risk
• Continuously improve safety management skills
• To prevent loss of life and human injury
• To avoid the damage to the environment

GARBAGE MANAGEMENT.
Garbage regulation (short)
1. Garbage of food waste may be discharge at a distance of more than 3 nautical miles from
the nearest land if it is comminuted or ground.
2. Food waste may be discharge more than 12 nautical miles from the nearest land if it is not
comminuted or ground.

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3. Cargo residues not contained in wash water can be discharged at more than 12 nautical
miles from the nearest land if it is not inside special area. Discharge is prohibited in special
area.
4. Cargo residues contained in wash water can be discharged at more than 12 nautical miles
from the nearest land.
5. Cleaning agents and additives contained in cargo hold wash water can be discharged
outside special area.
6. All other garbage including plastics, synthetic ropes, fishing gear, plastic garbage bags,
incinerator ashes, clinkers, cooking oil, floating dunnage, lining and packing materials,
paper, rags, glass, metal, bottles, crockery are prohibited to discharge into the sea.

Garbage management plan

All ships of 100 gross tonnage and above, every ship certified to carry 15 persons or more
must carry a garbage management plan on board, which includes written procedures for
minimizing, collecting, storing, processing and disposing of garbage.
The garbage management plan must designate the person responsible for the plan and be
written in the working language of the crew.

Garbage Record Book

Regulation 9
All ships of 400 gross tonnage and above and every ship which is certified to carry 15 persons
or more engaged in voyages to ports and offshore terminals to provide a Garbage Record
Book and to record all disposal and incineration operations.
The date, time, position of the ship, description of the garbage and the estimated amount
incinerated or discharged must be logged and signed. The Garbage Record Book must be kept
for a period of two years after the date of the last entry.

CLASSIFICATION SOCIETY.
Classification societies are bodies who lay down standards for the construction and
maintenance of ships.

Classification societies act under the authority delegated to them by the flag administration.

Classification societies publish rules and regulations which are principally concerned with the
strength of the ship, the provision of adequate equipment, and the reliability of the
machinery. Ships may be built in any country to a particular classification society’s rules, and
they are not restricted to classification by the relevant society of the country where they are
built. Classification is not compulsory but the shipowner with an unclassed ship will be
required to satisfy governmental regulating bodies that it has sufficient structural strength for
assignment of a load line and issue of a safety construction certificate.

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The classification process for the vessels comprises:

1) Assessment of the design during and after construction

2) Surveys at the time of construction, entry in to class and modifications to ensure that the
vessel meets the criteria required by the rules
3) Issuance of a ‘Certificate of Classification’ and entering of the vessel’s particulars in to the
society’s Register of Ships
4) Periodical surveys as required by the rules to ensure continued maintenance of conditions
of classifications.
5) Additional surveys as considered necessary in view of damages, reported poor condition
of the vessel by port state control authorities, etc.

Why a ship could lose its class?

1) Ship is not maintained by experience hand.

2) All periodical survey is not carried out in time
3) Any damage or accident is not informed to the authority.

DESCRIBE AIMS AND TITLES OF MLC.

Aims of MLC, 2006
The basic aims of the MLC, 2006 are:
■ to ensure comprehensive worldwide protection of the rights of seafarers (the Convention
is sometimes called the seafarers’ Bill of Rights)
■ to establish a level playing field for countries and ship owners committed to providing
decent working and living conditions for seafarers, protecting them from unfair competition
on the part of substandard ships.

Titles of MLC

• Title 1: Minimum requirements for seafarers to work on a ship

• Title 2: Conditions of employment
• Title 3: Accommodation, recreational facilities, food and catering
• Title 4: Health protection, medical care, welfare and social security protection
• Title 5: Compliance and enforcement

DESCRIBE EEOI, EEDI, SEEMP.

The Energy Efficiency Design Index (EEDI) was made mandatory for new ships and the Ship
Energy Efficiency Management Plan (SEEMP) for all ships at MEPC 62 (July 2011) with the
adoption of amendments to MARPOL Annex VI (resolution MEPC.203(62)), by Parties to
MARPOL Annex VI. This was the first legally binding climate change treaty to be adopted
since the Kyoto Protocol. The new MARPOL Annex VI Chapter 4: Energy Efficiency
requirements Enter into force on 1 January 2013.

Energy Efficiency Operational Indicator (EEOI):

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 • An efficiency indicator for all ships (new and existing) obtained from fuel consumption,
voyage (miles) and cargo data (tonnes)
• In its most simple form the Energy Efficiency Operational Indicator is defined as the
ratio of mass of CO2 (M) emitted per unit of transport work

The EEOI enables operators to measure the fuel efficiency of a ship in operation and to gauge
the effect of any changes in operation, e.g. improved voyage planning and more frequent
propeller cleaning, or the introduction of technical measures such as waste heat recovery
systems or a new propeller

Energy Efficiency Design Index (EEDI):

• It is an index quantifying the amount of carbon dioxide that a ship emits in relation to
the goods transported.
• Indication of energy efficiency by CO2 emission (g) per cargo carry (ton mile) The
actual EEDI of a vessel is called the “attained EEDI” and is calculated based on
guidelines published by IMO. The result must be below the limit “required EEDI”
prescribed in MARPOL.
• For existing vessels, the EEDI is in most cases irrelevant. It will become relevant only if
a ship undergoes a major conversion that is so extensive that the ship is regarded by
the Administration as a newly constructed ship.
• For new ships, a technical file must be created showing the attained EEDI and its
calculation process.
• The EEDI and the technical file will be subject to verification by the flag administration.

Ship Energy Efficiency Management Plan (SEEMP):

The Ship Energy Efficiency Management Plan (SEEMP) is an operational measure that
establishes a mechanism to improve the energy efficiency of a ship in a cost-effective manner.

• The SEEMP also provides an approach for shipping companies to manage ship and
fleet efficiency performance over time using
• The SEEMP seeks to improve a ship’s energy efficiency through four steps; i. Planning,
ii. Implementation, iii. Monitoring & measures, iv. Self-evaluation & improvement.
• All ships must have a SEEMP on board before the issuance of the first IEEC.
• All vessels of ≥ 400 GT, to be provided with a ship-specific SEEMP not later than the
first intermediate or renewal survey (whichever is first) on or after 1 January 2013.

DESCRIBE OIL DISCHARGE PROCEDURE.

According to MARPOL Annex 1, regulation 15 any discharge into the sea of oil or oily mixtures
from ships shall be prohibited.

Discharges outside special areas

Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above
shall be prohibited except when all the following conditions are satisfied:

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 1. the ship is proceeding en route;

2. the oily mixture is processed through an oil filtering equipment, meeting the
requirements of regulation 14 of this Annex;

3. the oil content of the effluent without dilution does not exceed 15 parts per
million;

4. the oily mixture does not originate from cargo pump-room bilges on oil tankers;
and

5. the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

B Discharges in special areas

3 Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and
above shall be prohibited except when all of the following conditions are satisfied:

1. the ship is proceeding en route;

2. the oily mixture is processed through an oil filtering equipment meeting the
requirements of regulation 14.7 of this Annex; that is, it shall be provided with
alarm arrangements to indicate when this level cannot be maintained. The system
shall also be provided with arrangements to ensure that any discharge of oily
mixtures is automatically stopped when the oil content of the effluent exceeds 15
parts per million.

3. the oil content of the effluent without dilution does not exceed 15 parts per
million;

4. the oily mixture does not originate from cargo pump-room bilges on oil tankers;
and

5. the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

4 In respect of the Antarctic area, any discharge into the sea of oil or oily mixtures from any
ship shall be prohibited.

5 Nothing in this regulation shall prohibit a ship on a voyage only part of which is in a special
area from discharging outside a special area in accordance with paragraph 2 of this
regulation.

For Oil Tankers:

Regulation 34 - Control of discharge of oil

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A Discharges outside special areas

1 Subject to the provisions of regulation 4 of this Annex and paragraph 2 of this regulation,
any discharge into the sea of oil or oily mixtures from the cargo area of an oil tanker shall be
prohibited except when all the following conditions are satisfied:
.1 the tanker is not within a special area;
.2 the tanker is more than 50 nautical miles from the nearest land;
.3 the tanker is proceeding en route;
.4 the instantaneous rate of discharge of oil content does not exceed 30 litres per
nautical mile;
.5 the total quantity of oil discharged into the sea does not exceed for tankers
delivered on or before 31 December 1979, 1/15,000 of the total quantity of the particular
cargo of which the residue formed a part, and for tankers delivered after 31 December 1979,
1/30,000 of the total quantity of the particular cargo of which the residue formed a part; and
.6 the tanker has in operation an oil discharge monitoring and control system and
a slop tank arrangement as required by regulations 29 and 31 of this Annex

REGULATION 4 - EXCEPTIONS
Regulations 15 and 34 of this Annex shall not apply to:
.1 the discharge into the sea of oil or oily mixture necessary for the purpose of securing
the safety of a ship or saving life at sea; or
.2 the discharge into the sea of oil or oily mixture resulting from damage to a ship or its
equipment:
.2.1 provided that all reasonable precautions have been taken after the
occurrence of the damage or discovery of the discharge for the purpose of preventing or
minimizing the discharge; and
.2.2 except if the owner or the master acted either with intent to cause damage,
or recklessly and with knowledge that damage would probably result; or
.3 the discharge into the sea of substances containing oil, approved by the
Administration, when being used for the purpose of combating specific pollution incidents
in order to minimize the damage from pollution. Any such discharge shall be subject to the
approval of any Government in whose jurisdiction it is contemplated the discharge will
occur.

DESCRIBE SEWAGE DISCHARGE PROCEDURE.

Regulation 11 - Discharge of sewage

• Subject to the provisions of regulation 3 of this Annex, the discharge of sewage into the
sea is prohibited, except when:

15
 .1 the ship is discharging comminuted and disinfected sewage using a system
approved by the Administration in accordance with this Annex at a distance of more than 3
nautical miles from the nearest land,
sewage which is not comminuted or disinfected at a distance of more than 12 nautical miles
from the nearest land,
the sewage that has been stored in holding tanks shall not be discharged instantaneously but
at a moderate rate when the ship is en route and proceeding at not less than 4 knots;
.2 the ship has in operation an approved sewage treatment plant which has been
certified by the Administration to meet the operational requirements referred to in regulation
9.1.1 of this Annex, and
.2.1 the test results of the plant are laid down in the ship's International Sewage
Pollution Prevention Certificate; and
.2.2 additionally, the effluent shall not produce visible floating solids nor cause
discolouration of the surrounding water.

• When the sewage is mixed with wastes or waste water covered by other Annexes of
MARPOL 73/78, the requirements of those Annexes shall be complied with in addition to
the requirements of this Annex.

OIL RECORD BOOK

Edited
Annex I- Regulations for the Prevention of Pollution by Oil
Chapter 3 - Requirements for machinery spaces of all ships
Part C - Control of operational discharge of oil

Regulation 17 - Oil Record Book, Part I (Machinery space operations)

Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and
above other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery
space operations). The Oil Record Book, whether as a part of the ship’s official log-book or
otherwise, shall be in the form specified in appendix III to this Annex.

The Oil Record Book Part I shall be completed on each occasion, on a tank-to-tank basis if
appropriate, whenever any of the following machinery space operations takes place in the
ship:

.1 ballasting or cleaning of oil fuel tanks;

.2 discharge of dirty ballast or cleaning water from oil fuel tanks;
.3 collection and disposal of oil residues (sludge and other oil residues);
.4 discharge overboard or disposal otherwise of bilge water which has accumulated in
machinery spaces

16
.5 bunkering of fuel or bulk lubricating oil.

Place, date and time of discharge operation is recorded.

Each completed operation shall be signed by the officer or officers in charge of the operations
concerned and each completed page shall be signed by the master of ship.

Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part I

It shall be preserved for a period of three years after the last entry has been made

Regulation 36 - Oil Record Book, Part II - Cargo/ballast operations

Every oil tanker of 150 gross tonnage and above shall be provided with an Oil Record Book
Part II (Cargo/Ballast Operations). The Oil Record Book Part II, whether as a part of the ship's
official log-book or otherwise, shall be in the form specified in appendix III to this Annex.

The Oil Record Book Part II shall be completed on each occasion, on a tank-to-tank basis if
appropriate, whenever any of the following cargo/ ballast operations take place in the ship:

.1 loading of oil cargo;

.2 internal transfer of oil cargo during voyage;

.3 unloading of oil cargo;

.4 ballasting of cargo tanks

.5 cleaning of cargo tanks

.7 discharge of water from slop tanks;

.10 disposal of residues.

Each completed operation shall be signed by the officer or officers in charge of the operations
concerned and each completed page shall be signed by the master of ship.

Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part I

It shall be preserved for a period of three years after the last entry has been made

STATE THE CATEGORIES OF NOXIOUS LIQUID SUBSTANCE (ANNEX-2)?

Ans:

Category X: Major hazard to environment.

17
 Category Y: Hazard to environment.

Category Z: Minor hazard to environment.

Other substances: Recognizable hazard to environment.

STATE THE SPECIAL AREAS.

Special Areas

Annex-I Annex-V

1. Mediterranean Sea 1. Mediterranean Sea

2. Baltic Sea 2. Baltic Sea

3. Black Sea 3. Black Sea

4. Red Sea 4. Red Sea

5. "Gulfs" area 5. "Gulfs" area

6. Gulf of Aden 6. North Sea

7. Antarctic area (south of latitude 60

7. Antarctic area degrees south)

8. Wider Caribbean region including the

8. North West European Waters Gulf of Mexico and the Caribbean Sea

9. Oman area of the Arabian Sea Annex-VI

10. Southern South African waters 1. Baltic Sea (SOx ) (NOx)

Annex-II 2. North Sea (SOx)(NOx)

3. North American ECA

1. Antarctic area (SOx and PM) (NOx)

4. United States
Annex-IV
Caribbean Sea ECA (SOx and PM) (NOx)

1. Baltic Sea

18
 NAVAL ARCHITECTURE AND SHIP CONSTRUCTION

WHAT ARE THE MOTIONS OF SHIP?

All kinds of ship movement may be divided into three types of linear motion and three types

of rotational motion.

1. Linear Motion:

i. Surging: is motion along the longitudinal axis.

ii. Swaying: is motion along the transverse axis.

iii. Heaving: It is motion along the vertical axis.

2. Rotational motion:

i. Rolling: It is motion around the longitudinal axis. The rolling period is defined as the time
taken for a full rolling oscillation from the horizontal to the left, back to horizontal then to the
right and then back to horizontal.

ii. Pitching: It is motion around the transverse axis. Pitching angles vary with the length of
vessel. In relatively short vessels they are 5° - 8° and sometimes more, while in very long
vessels they are usually less than 5°.

iii. Yawing: It is motion around the vertical axis. This occurs due to the impossibility of steering
a ship on an absolutely straight course. Depending upon sea conditions and rudder deflection,
the ship will swing around its projected course.

BASIC STRUCTURAL MEMBERS

1) The hull
2) The keel
3) The deck
4) The bulkheads
Other members:

• Frame
• Girder
• Floor
• Shell Plating
• Stiffener
• Stringer
• Tank Top

19
DISCUSS STABILITY OF SHIPS.
Ship stability is an area of naval architecture and ship design that deals with how a ship
behaves at sea, both in still water and in waves. Stability calculations focus on centre of
gravity, centre of buoyancy, the metacentre of vessels, and on how these interact.

Static stability

1) It is defined as the ability of a ship to regain its upright equilibrium position, after the
removal of external factor which caused the vessel to heel at an angle.
2) It gives the stability information of a vessel under the condition that the outside water is
static.
3) It is expressed in terms of metacentric height. i.e. GM ( for angle of heel up to 10 degree)
and righting lever GZ ( for angle of heel above 10 degree)
4) It’s unit is meter
5) Static stability at two different angle of heel can be the same.

Dynamic stability

1) The dynamical stability of a ship at any inclination is defined as the work done in heeling
the vessel to that inclination.

2) It gives the stability information of a vessel considering dynamic behaviour of the sea.
3) It is expressed in terms of the area under righting moment curve. (or GZ curve multiplied
by displacement of the ship in tons)
4) Its unit is ton-meter-radian
5) The dynamic stability at two different angles of heel cannot be the same.

FACTORS AFFECTING STABILITY OF SHIP:

• Free Surface effect
• Suspended Weight
• Structural Change
• Water on deck
• Listing effect
• Metacentric height
• Righting lever
• Angle of loll
• Centre of buoyancy

ANGLE OF LOLL
Angle of loll is the state of a ship that is unstable when upright (i.e. has a negative metacentric
height) and therefore takes on an angle of heel to either port or starboard. When a vessel has
negative metacentric height (GM) i.e., is in unstable equilibrium, any external force applied
to the vessel will cause it to start heeling. At some angle of heel (say 10°), KM will increase

20
sufficiently equal to KG (distance from the keel to the center of gravity), thus making GM of
vessel equal to zero. When this occurs, the vessel goes to neutral equilibrium, and the angle
of heel at which it happens is called angle of loll. Although a vessel at angle of loll does display
features of stable equilibrium, this is a dangerous situation and rapid remedial action is
required to prevent the vessel from capsizing.

In other words, when an unstable vessel heels over towards a progressively increasing angle
of heel, at a certain angle of heel, the center of buoyancy (B) may fall vertically below the
center of gravity (G). Angle of list should not be confused with angle of loll. Angle of list is
caused by unequal loading on either side of center line of vessel.

FREE SURFACE EFFECT

When a vessel with a full tank is heeled, the liquid within the tank acts like a solid mass. Its
center of gravity remains constant and therefore does not cause any change in the vessel’s
center of gravity (G) or its metacentric height (GM) as the vessel is heeled.

When a vessel with a partially-filled tank is heeled, the liquid will seek to remain parallel with
the waterline. Because of this effect, the centre of gravity of the ship moves away from the
centreline, which reduces the righting lever ‘GZ’ & the height of the metacentre, which
further increases the angle of heel. This effect is known as the free surface effect.

It can be reduced by

• Use of tank divisions

• Fitting Wash Plate in Tanks: They restrict the motion of the water in the tank
• Putting Baffles: They divert the motion of the water, and this will result much longer
time for water to reach other end.

FORCES ACTING ON SHIP

1. Weight or gravitational force
2. Up thrust or buoyancy force
Some other forces are
1. Resistance
2. Propeller thrust
3. Wave force
4. Air drag

Longitudinal is short name for longitudinal stiffeners.

In most cases the longitudinals are beams (mostly L-beams) and runs along the length of the
ship. Double bottom space is the most common space where you can easily identify
longitudinals.

21
Longitudinals are further named depending upon what section these longitudinals are
strengthening. In double bottom ballast tank, longitudinals strengthening the bottom are
called “bottom longitudinals”. Longitudinals strengthening the top of the ballast tank are
called “top longitudinals”.

Girders are one form of longitudinal stiffeners. These are

• Big size steel plate (or sometimes beams) connected to bottom of the ship
• Runs in fore and aft direction
• strengthen the ship against bending moment

Girders are also named according to its location. The girder at the center of the ship is called
center girder. In double bottom tanks, the thick solid metal plate that divides the ballast tanks
into port and starboard tank is the center girder.

Camber (or Round of Beam): Curvature of decks in the transverse direction. Measured as the
height of at centre above the height of deck at side.

Rise of Floor (or Deadrise): The rise of the bottom shell plating line above the base line. This
rise is measured at the line of moulded b eam.

Sheer: Curvature of decks in the longitudinal direction. Measured as the height of deck at side
at any point above the height of deck at side amid- ships.

Tumblehome: The inward curvature of the side shell above the summer load line.

WHICH AREAS OF A BULK CARRIER ARE PRONE TO CRACK?

1. Midship section due to hogging and sagging.
2. Tank side bracket, beam knee due to racking
3. Bulkhead, floor and frame due to water pressure
4. Plating of bows due to panting
5. Bottom plating and girders at one quarter of the ship from stem due to
pounding.

22
 FIRE AND SAFETY

FIRE PRECAUTION FOR PREVENTING ENGINE ROOM FIRE

1. All personnel should be made fully aware of the precautions necessary to prevent fire
in machinery spaces
2. The general standard of cleanliness in the machinery spaces is high;
3. There is no leakage of oil in the machinery spaces of the ship;
4. Suitable metal containers with an integral cover should be provided for the storage of
cotton waste, cleaning rags or similar materials after use. Such containers should be
emptied at frequent intervals and the contents disposed of safely.
5. Wood, paints, solvents, oil and other flammable materials should not be stored in
boiler rooms or machinery spaces including steering gear compartments.
6. All pipes and fittings are in sound condition;
7. All high-pressure fuel oil pipes are properly shielded;
8. Insulation/lagging covers at all hot surfaces;
9. The fire dampers are functioning;
10. All firefighting equipment are in order and in their respective places
11. All fire detectors and alarms are in good operational condition and they are tested at
regular interval
12. Inspection and testing of fire fighting equipment is carried out at regular interval
13. Hot work inside machinery space should be done with utmost care and satisfying the
checklist.
14. Contactors and connections in electrical installations are in sound condition;
15. The engine room fire alarm is working and that the crew is well aware of the
firefighting and emergency procedures.
16. Carry out effective and regular fire patrol during watch
17. Ensure all sounding pipes are covered with suitable plug

HOT WORK
Welding, Gas Cutting

Precautions:

1) Hot work permit to be taken

2) Hot work checklist to be maintained properly
3) The hot work area has been checked with a combustible gas indicator for HC vapours
4) Flammable liquids, dust, and oil deposits removed/cleaned
5) Work to be carried out by qualified person.
6) PPE to be worn. (Welding shields, welding goggles, boiler suit, safety shoe)
7) A bucket of water is to be kept ready.
8) Hot work is to be done only in designated space.

23
 9) Prevention of spark spreading outside.
10) If hot work is carried out in the vicinity of open hatch or tanks, then opening should
be screened to prevent spark admission.
11) Electrical wires should be kept in attention.
12) Firefighting equipment kept ready.
13) Work to be supervised by qualified person.

ENCLOSED SPACE ENTRY

1. Risk assessment to be carried out by a competent officer as enclosed or confined

space is deficient in oxygen, making it a potential life hazard.
2. Potential hazards are to be identified such as presence of toxic gases.
3. A list of work to be done should be made for the ease of assessment for e.g. if welding
to be carried out or some pipe replacement etc. This helps in carrying out the work
quickly and easily.
4. Precaution should be taken to check if the opening of enclosed space is pressurized or
not.
5. The confined space has to be well ventilated before entering.
6. The space has to be checked for oxygen content and other gas content with the help
of oxygen analyzer and gas detector.
7. The oxygen content should read 20% by volume. Percentage less than that is not
acceptable and more time for ventilation should be given in such circumstances.
8. Enough lighting and illumination should be present in the enclosed space before
entering.
9. One person always has to be kept standby to communicate with the person inside the
space.
10. A proper permit to work has to be filled out and checklist to be checked so as to
prevent any accident which can endanger life.
11. All fire hazard possibilities should be minimized if hot work is to be carried out
12. Permit to work has to be checked and permitted by the Master of the ship in order to
work in confined space.
13. The checklist has to be signed by the person involved in entry and also by a competent
officer.
14. Proper signs and Men at work sign boards should be provided at required places so
that person should not start any equipment, machinery or any operation in the
confined space endangering life of the people working.
15. Duty officer has to be informed before entering the enclosed space.
16. The person may also carry a life line with him inside.
17. The person should carry oxygen analyzer with him inside the enclosed space and it
should be on all the time to monitor the oxygen content. As soon as level drops, the
analyzer should sound alarm and the space should be evacuated quickly without any
delay.
18. The rescue and recovery equipment are to be present outside the confined space.
Rescue equipment includes breathing air apparatus and spare charge bottles.
19. After finishing the work and when the person is out of the enclosed space, the after
work checklist has to be filled.

24
DESCRIBE YOUR ACTION IN CASE OF BLACK OUT.
Blackout condition is a scenario on a ship, wherein the main propulsion plant and associate
machinery such as boiler, purifier and other auxiliaries stop operating due to failure of power
generation system of the ship – Generator and alternator.

In case of Blackout following precautions and actions should be taken:

1. Never panic in such situation, be calm and composed. Emergency generator will restore
the power in no time.
2. Inform Officer on bridge briefly about the condition.
3. Call for manpower and inform the chief engineer.
4. If the main propulsion plant is running, bring the fuel lever to zero position.
5. Close the feed of the running purifier to avoid overflow and wastage of fuel.
6. If auxiliary boiler was running, shut the main steam stop valve to maintain the steam
pressure.
7. Find out the problem and reason for blackout and rectify the same.
8. Before starting the generator set, start the pre- lubrication priming pump if the supply for
the same is given from the emergency generator; if not, then use manual priming handle
(provided in some generator).
9. Start the generator and take it on load. Then immediately start the main engine lube oil
pump and main engine jacket water pump.
10. Reset breakers and start all the other required machinery and system. Reset breakers that
are included in preferential tripping sequence. (Non-essential machinery).

DESCRIBE BOILER UPTAKE FIRE.

Engine exhaust gas contains partially burnt fuel and lubricating oil and ash. These particulates
can form deposits on boiler Tubes. Especially during prolonged low load operation, which
reduces exhaust gas velocity, it may lead to higher soot deposition. It may be due to burning
poor quality fuel, poor combustion due to defective injector or inefficient fuel purification.

These deposits on the tubes may get heated and rise above self ignition temperature. Soot
deposits may be ignited by glowing carbon particulates in the exhaust gases. The ignition
temperature of the soot is usually less than 400 C, however if the deposits stick, it could fall
below 200 C. Soot fires can occur after the engine has shut down, therefore it is important to
maintain water circulation after shut down.

Indication of uptake fire:

1) Spark emission from funnel.

2) High steam generating rate.
3) Increase the flue gas temperature and fire alarm.

Action

25
• Inform bridge and C/E.
• If fire does occur the engine should be stopped immediately and the turbocharger air
intake covered to starve the fire off air.
• Ensure full water circulation is maintained for cooling purposes.
• Arrange boundary cooling.
• A small fire may burn itself out as the heat will be conducted away by the circulating water.
• If water washing system is fitted, it can be used to extinguish the fire.

Prevention

Soot Blowers : Soot blowing should be carried out on regular basis to ensure soot and ash
deposits do not build up on tubes. It should be carried out more frequently when the engine
is operating at low loads or when fuel has high ash content. It should be carried out after
water washing of main engine turbocharger (water side).

Water Washing of Exhaust gas Boiler : The combustion of residual fuel results in formation
of slag. These slag gradually build up on the boiler tubes. Soot blowing keeps these deposits
at low levels, however it does not reach all areas of boiler. These slag are soluble in water and
can be removed by hot water washing.

• Regularly inspect boiler flame to ensure correct air fuel ratio is maintained. This makes
complete combustion with clean flue gas.
• Carry out boiler burner maintenances as per PMS.
• Use proper grade of fuel oil for boiler.
• Fuel oil used for boiler to be treated well.
• Avoid low load operation of boiler for long period.
• Running boiler near full load periodically, helps in expelling out carbon deposits adhered
in uptake passages and reduces chances of boiler uptake fire considerably.

STATE THE REGULATIONS AND SAFETY ITEMS FOR LIFE BOAT.

1. Lifeboat should be powered by a compression ignition engine
2. Exhaust pipe arranged as to prevent water entering the engine in normal condition
3. Fuel flash point (43 deg. C minimum)
4. Enough fuel must be provided for at least 24 hours at 6 knots speed
5. Engine must be capable of starting at ambient temperature of -15 deg. C within 2 minutes.
6. Propeller shafting can be disengaged for ahead and astern movement
7. Speed when fully loaded in calm water at least 6 knots and at least 2 knots if towing 25
person’s life raft
8. It should be provided with Manual start system and power starting system
9. Covering to be made in such a way that will protect person from hot or moving parts and
protect engine from weather of sea

26
EMERGENCY FIRE PUMP REGULATION
As per SOLAS Chapter I-2, part A regulation 4
1. Passenger ships of 1000 GRT and upwards and in cargo ships of 2000 GRT and upwards
must have fixed emergency fire pump independently driven by a self-cooled compression
ignition engine or an electric motor driven by electric power.
2. It must be located outside the E/R room, in the steering flat or in forward part of the ship.
3. It must have own suction; total suction head should not exceed 4.5 meters under all
conditions of list or trim.
4. Pump capacity must not be less than 40 % of total required capacity of the fire pumps
25m3/hr and must be able to deliver two ½ inches bore jet of water having a horizontal
throw not less than 40 ft.
5. If the pump is fitted above the water level, priming arrangement must be fitted.
6. If diesel engine driven, (a) Easily started in cold condition (zero-degree C by hand
cranking), (b) Fuel tank for engine shall contain sufficient to run on full load for at least 3
hrs and (c) Sufficient reserve fuel for 15 hrs, store outside the machinery space.
(d) The prime mover engine should be of manual/ battery/ hydraulic start type which can
be started and operated by one man
7. If motor driven: a heating arrangement must be provided which is also supplied from the
emergency switchboard power.

REGULATION OF EMERGENCY GENERATOR

As per SOLAS chapter II- 1, Regulation 44

1. All passenger and cargo vessels shall be provided with emergency sources of electrical
power, for essential services under emergency conditions.
2. Emergency generator and emergency switchboard of the ship should be located above
the uppermost continuous deck, away from machinery space, behind the collision
bulkhead.
3. The main switchboard of the ship should not interface with supply, control, and
distribution of emergency power.
4. Emergency generator should come on load automatically within 45s after the failure of
main power supply.
5. Emergency source of power should be capable of operating with a list of up to 22 ½ ° and
a trim of up to 10 °
6. The generator should have independent fuel supply having flash point not less than 43°C.
7. Emergency generator should be capable of giving power for the period of 18 hours for the
cargo ship and 36 hours for the passenger ship.
8. Emergency generator should start at or below 0°C and if temperature fall below this then
there should be heating arrangement.
9. If the emergency generator fails to come on load the indication should be given to ECR.
10. Emergency generator should have two different starting arrangement

• Primary may be the battery, should be fully charged at all time and capable of
providing 3 consecutive Start.

27
 • Secondary may be pneumatic or hydraulic, capable of providing 3 consecutive starts
within 30 mint, and 1st start within 12 mint.

EMERGENCY GENERATOR SAFETY

1) Emergency generator must be tested weekly
2) Air bottle pressed up or starter battery fully charged, at all-time
3) Changeover the selector switch to local position before starting
4) Make sure breaker switch at ‘off’ position before starting (an interlock between E/R
Main switchboard breaker and emergency switchboard breaker is provided to prevent
simultaneous closure of both breaker)
5) During testing, check frequency, voltage and ampere
6) Fuel tank, always checked to ensure adequate level
7) Quick closing v/v of service tank outlet line which can be operated from outside of the
room
8) Air filter of generator, regularly cleaned
9) Ventilation fan is provided in the emergency generator room
10) Emergency light for this room should be always checked
11) Operational procedure written
12) Required tools and spares kept in a designated container

Check in time of shore supply

▪ Supply voltage
▪ Frequency
▪ Phase sequence
▪ If the shore supply is earthed neutral than the ships body has to be earthed
▪ Check the capacity of the earth breaker
Emergency starting procedure

• Go to the emergency generator room and find the panel for emergency generator.
• Put the switch on the test mode from automatic mode. The generator will start
automatically but will not come on load.
• Check voltage and frequency in the meter.
• Keep the generator running for 10-15 min and check the exhaust temp and other
parameters.
• Check the sump level.
• For stopping the generator, put the switch in manual and then stop the generator.

STATE THE REGULATIONS AND SAFETY ITEMS FOR CO2 ROOM.

Regulation

1. Spaces for storage of cylinders or tanks for extinguishing gas should not be used for other
purposes.

28
2. These spaces should not be located in front of the forward collision bulkhead.
3. Access to these spaces should be possible from the open deck.
4. Spaces situated below the deck should be directly accessible by a stairway or ladder from
the open deck.
5. The space should be located no more than one deck below the open deck.
6. Spaces where entrance from the open deck is not provided or which are located below
deck are to be fitted with mechanical ventilation.
7. The exhaust duct (suction) should be lead to the bottom of the space.
8. Such spaces should be ventilated with at least 6 air changes per hour.

Safety

1. Exhaust fan and suction duct

• Provided at the bottom of the CO2 room.

• Any accumulated CO2 from leakage at the bottom can be exhausted to atmosphere.

2. Relief valve

• In the case of CO2 flooding system, CO2 will accumulate in the manifold when it is released
from the bottle and master valve is closed. Pressure of CO2 is 55 bar at 20 degree Celsius. As
CO2 takes temperature from surroundings, its pressure also increases to dangerous levels.
Since these pipes are pressure tested to 190 bar only, a relief valve is necessary in the
manifold.

• Any pressure accumulate in the manifold may release other CO2 bottles which are intact, if
the non-return valve between bottle and manifold is damaged

3. Check valve

• Fitted on connection pipe between each cylinder discharge valve and manifold, so
that leakage of one cylinder cannot affect other cylinder.

4. Bursting disc

• Each bottle has a combined bursting disc, which will rupture spontaneously at a
pressure of 177 bar at 63°C

1. Pressure gauge and pressure alarm in the manifold

2. Water tight door
3. Adequate lighting
4. Operating procedure over the box
5. Weekly check procedure
6. Temperature should be maintained at less than 55 c

CO2 room maintenance

29
1. All moving parts are free and lubricated
2. Wire tightness checked, pulleys must be greased
3. CO2 piping is to be blown with air
4. CO2 bottle regular check
5. CO2 bottle level checked by radioactive level indicator
6. Alarms to be checked
7. Temperature should be maintained at less than 55 degree Celsius
8. Check emergency light and all other lights.
9. Check exhaust fan / ventilation.
10. Check all bottles overall condition, clamps, valves etc

ADVANTAGES OF CO2
There are several advantages for the CO2 as a fire fighting medium. They are:
• Density is 1.5 times higher than air. So, CO2 settles down and displaces air.
• It can be easily liquefied and bottled.
• 20% – 30% CO2 concentration extinguishes fire by smothering
• Non-corrosive
• Non- conductor of electricity
• No residues left after application
• No deterioration with age
Similarly, there are some disadvantages also, such as:
• CO2 is highly asphyxiating. 9% concentration causes unconsciousness within minutes
• Very little cooling effect. So, there is danger of re-ignition.
• When discharged, solid CO2 particles present and generate sufficient static electricity
to produce spark.

STATE THE REGULATIONS AND SAFETY ITEMS FOR CO2 BOTTLE.

1. All bottles stamped at 52 bar pressure.
2. Bursting disc fitted, operates at 177~193 bar at 63 °C
3. Store in temperature less than 55 °C
4. Recharge if 5 % loss.
5. Clamped against movement and vibration (by wooden plank).
6. Remote and manual operation provided.
7. Hydraulically tested to 228 bar.
8. Level tested (by radioactive level indication).
9. if > 10 years internal and external examination required.

STATE THE REGULATIONS AND SAFETY ITEMS FOR CO2 FLOODING SYSTEM.
1. Discharge requirement is, at least 50% of CO2 discharge to be carried out in 1 minute and
at least 85% discharge in 2 minutes.
2. Capacity of CO2 in the system to be, 1.) 30% of the gross volume of the largest protected
cargo space, 2.) 40% of the gross volume of machinery space excluding engine casings.
Total amount of CO2 cylinders depends on the highest gross volume in a particular ship.
3. Safety procedures must be there against unauthorized use of the system.

30
4. Machinery space to be fitted with audio-visual alarm and ventilation blower trip.
5. Alarm must trigger well before operation of CO2 flooding system.
6. Must have safeguard against accidental use.
7. Permanent piping arrangements should be made.
8. Manifold, distribution piping to be pressure tested at 122 bar.
9. Diameter of associated pipe lines in the system should not be less than 20 mm.
10. Copper and flexible pipes are allowed between CO2 cylinder and common manifold.
11. Distribution pipes to cargo spaces should not pass through engine room.
12. All stop valves to be checked every month to ensure their working and position.
13. The CO2 flooding system installation to be checked monthly for any leakages.
14. All control valves to be tested annually.

Safety

1. Master isolating v/v

2. Relief v/v at each branch line with alarm
3. Pressure transducer and alarm
4. Air purging v/v
5. Bursting disc of each bottle
6. Radioactive level indicator
7. Solid down mild steel pipe
8. Temp should be maintained at less than 55 c

PROCEDURE OF RELEASING CO2 TO THE ENGINE ROOM ON SHIPS

1. Muster and take head count.

2. Master will take decision, depending upon the situation and as per the company policy.
3. If total CO2 flooding of engine room is to be done, master will consult with chief engineer.
4. Nearest coast guard to be informed as soon as possible.
5. Ensure proper sealing of the engine room.
6. Make sure emergency generator is running and on load. Power is required for running
emergency fire pump for boundary cooling.
7. All access doors, vent flaps, blower flaps, skylights, hatches, fire flaps, to be closed.
8. Quick closing valves to be closed.
9. Emergency stops for lube oil pumps, fuel oil pumps to be operated.
10. All machinery in engine room to be stopped.
11. Ensure all personnel vacated engine room.
12. CO2 must be released by competent engineer.
13. Break the glass and take out key for CO2 release cabinet from key box. Using local CO2
release cabinet is preferred.
14. Open the release cabinet. Audio visual alarms will sound and ventilation blower trips will
activate.
15. In the CO2 release cabinet, open pilot cylinder valve first. Now open valve 1 for master
valve first. Then open valve 2 for CO2 releasing mechanism. Co2 will be released after 60-
90 seconds of time delay.
16. Now the system pressure can be checked from the pressure gauge on the manifold.

31
17. If CO2 is not released, then follow emergency releasing procedure. Open master valve
manually and open each CO2 main bottle by manual actuation lever.

STATE THE SAFETY ITEMS FOR INCINERATOR.

1. Flue gas high temperature alarm and shutdown
2. Combustion chamber high temperature alarm and shut down
3. Flame safeguard control, alarm and shutdown
4. Visual and audible alarm system
5. Power loss alarm and automatic shutdown
6. Low fuel oil pressure alarm and shut down
7. Emergency stop switch
8. Electrically isolating arrangement
9. Limit switch

32
 ELECTRICAL

FARADAY’S LAW

Faraday’s First Law:

Faraday’s First Law of Electromagnetic Induction states that whenever a conductor is placed
in varying magnetic field, electromagnetic fields are induced known as induced emf. If the
conductor circuit is closed, a current is also induced which are called induced current.

Faraday’s Second Law:

Faraday’s Second Law of Electromagnetic Induction states that the induced emf in a coil is
equal to the rate of change of flux linkage. Here the flux is nothing but the product of
number of turns in the coil and flux connected with the coil.
Faraday’s law is represented as;
ε=−N.Δϕ/Δt
The negative sign represents the direction of the induced current in the conductor will be
such that magnetic field produced by it will oppose the cause to produce it.

WHAT ARE THE REQUIREMENTS OF THE EQUIPMENT USED IN THE

ELECTRICALLY HAZARDOUS AREA?

Intrinsically safe

Intrinsic safety (IS) is a protection technique for safe operation of electrical equipment in
hazardous areas by limiting the electrical and thermal energy available for ignition. In signal
and control circuits that can operate with low currents and voltages.

Flameproof enclosure

An enclosure for electrical apparatus that will withstand any explosion of the flammable gas
that may occur within it under normal conditions of operation without any injury and will
prevent the transmission of flame that will ignite the flammable gas that may be present in
the surrounding atmosphere.

Ignition source isolation

Electrical equipment must be designed, manufactured and operated in such a way that if they
are operated in any hazardous area they will not contribute to any ignition in several ways.

33
Energy release limitation

Extended safety

Design is such that any sparking of contacts will be eliminated

Pressurized equipment (Immersed in oil or sand, Immersed in inert gas)

WHAT ARE THE SAFETY TO WORK IN THE ELECTRICALLY HAZARDOUS AREA?

1. Take permit to carry out the electrical job
2. De-energize the equipment by using appropriate circuit breaker.
3. Put notice on the switchboard and Control Room
4. Use Personal Protective Equipment (Rubber gloves, Safety Shoe)
5. Use insulating mat to stand on while working
6. Use insulated tools
7. Strictly maintain safe clearance distance from electrical equipment
8. By voltage measuring equipment be sure that no electrical energy is present
9. Do not use cords that have exposed wiring
10. Know where the emergency switch is situated.
11. Never work in wet condition.
12. Never work alone

BATTERY ROOM SAFETY

1) The battery room must be properly ventilated and in dry condition
2) Ventilation fan material should be non- spark material
3) Inlet duct should be below battery level, and outlet at top of the compartment
4) Alkaline and lead acid batteries must not be installed in the same room
5) Use externally fitted light or flameproof light
6) Prevent usage of naked lamps and avoiding smoking in the battery room
7) “NO SMOKING” and “NO NAKED LIGHT” notice must be posted
8) Emergency switchboard must not be fitted in the battery room because of possibility of
spark generation due to arcing of the circuit breakers.
9) Cable must be well insulated and well connected
10) The cell must be fitted to prevent any movement arising from the ship motion.
11) Use insulated material to prevent spark production.
12) Always use insulated rubber gloves, safety goggles while working.
13) The paint used in the battery room and materials for ducting should be corrosion
resistant. No metal jugs should be used for filling distilled water inside the batteries.

SWITCHBOARD SAFETY

1) Reverse power trip

34
2) Over current trip
3) Preferential trip
4) Under voltage time delay
5) Manual tripping device
6) Fuses
7) Earth fault indicator
8) Insulated rubber matt (6mm for 440 volt, 10 mm for 1000volt)
9) Ventilation grid
10) Reverse current trip
11) Low insulation indicator
12) Dead front insulation handle
13) Synchroscope
14) Voltmeter
15) Ammeter
16) Wattmeter
17) Phase sequence indicator
18) ACB

WHAT ARE THE EQUIPMENT USED IN THE ELECTRICALLY HAZARDOUS

AREA?
1. ACB
2. Switch float
3. Level float
4. Thermocouple
5. LED
6. Resistance lamp detectors
7. Transmitter
8. Strain gauze
9. Potentiometer
10. IP concert
11. IS solenoid

AC DC CHARACTERISTICS
1. AC current change its direction and magnitude over time.
2. Its characteristic graph is sinusoidal.
3. It changes its direction 60 times if the frequency is 60 Hz
4. DC current flows only in one direction.
5. DC current characteristic diagram is straight line or straight line with small ripple.
6. AC can be transformed into DC using rectifier.
7. AC current is used for machinery space power supply, lighting, galley equipments etc.
8. DC current is used for emergency radio equipment’s, emergency lights etc.
9. AC Current is normally produced from generator.
10. DC current is produced from battery or rectifier.

35
11. AC normally cannot be stored but DC normally can be stored.

PREFERANTIAL TRIP
Preferential trips are designed to disconnect the non-essential circuits (breakers controlling
air conditioning, ventilation fans, galley equipment’s) in the event of overload or partial
failure of power supply, with the aim of preventing operation of the main breaker trip and
loss of power on essential trip. The relays will disconnect the non-essential circuit at 5(galley
exhaust fan, vent fans, air conditioning etc.) and 10 seconds (refrigerating panel) time delay
and if the overload persists will trip the main circuit breaker at 15 seconds interval.

REVERSE POWER RELAY

Alternators intended for parallel operation are required to have a protective device which
will release the breaker and prevent motoring effect of a generator if a reversal of power
occurs.
The relay monitors the power supply from the generator and in case the generator output
falls below a pre-set value, it quickly activates the trip and disconnects the generator. Such a
device would prevent damage to a prime mover which is shut down automatically due to a
failure of generator.

Causes:

• When the prime mover of a generator is not supplying sufficient torque to keep the
generator rotor spinning at the same frequency as the bus goes to which the generator is
supposed to be connected, the generator will start behaving like a motor and instead of
supplying power it will draw power from bus bar.
• During synchronization, it might be possible to have the synchroscope rotates slow
(anticlockwise direction) and then close the breakup. under this condition. The generator
would then be drawing current from the bus for instead of supplying current through the
bus (which occurs when the breaker is closed with the synchroscope rotates in the fast
anticlockwise direction).
• Faulty Governor of the prime mover.
• Loss of excitation in the alternator.

DIRECT ON-LINE STARTING

The device for direct on-line starting consists essentially of three contacts, which are closed
to connect the three-phase supply from the switchboard to the stator windings of the motor.
However, rapid operation is beneficial and to achieve this a closing coil is used, which is
energised from a low-voltage d.c. control circuit. Closing the isolating switch makes main
power available to the main contacts and, via the transformer and rectifier, to the operating
circuit.
When the start button is pushed the closing coil is energised, and as the main contacts close
so also does the contact (S). Release of the start button will not interrupt the closing coil
circuit because continuity is maintained through the retaining contact (S). The main contacts
are closed against a spring and de-energising of the closing coil by opening the control circuit
with the top button, or operation of safety trips, will cause the contacts to open and the motor

36
to stop. The closing coil acts as a no-volts trip to prevent, involuntary restarting of the motor
after a power loss (except for steering gear motors).

Disadvantages

Simple direct on-line start, squirrel-cage induction motors have three disadvantages: (1)
high starting current, (2) low starting torque, and (3) single-speed operation (apart from
slight slip with increase of torque).

STAR-DELTA STARTING
The three sets of stator windings have end connections which are brought out to a starter
box. Changeover contacts in the starter enable the six ends to be star-connected for starting
and then, as the rotor comes up to speed, to be reconnected in delta.
Star starting has the effect of reducing the voltage per phase to 57.7% of the line voltage.
Starting current and torque are only a third of what they would be with direct on-line starting.
The low-current start is obtained at the expense of torque and star-delta motors can only be
used with light starting loads.
Automatic switching to the delta running condition is preferred to manual changeover which
may be made too soon or too slowly and cause a current surge. In the delta running condition,
phase voltage is equal to line voltage and the motor behaves as a straightforward squirrel-
cage type.
Built-in interlocks or double-throw switches prevent star and delta contacts from being closed
together. The starter is also designed so that star contacts have to be made before it is
possible to change to the run position.

37
 MECHANICAL

State advantages and disadvantages of plate and tube type cooler.

Tube type cooler: Advantages

1. Less expensive as compared to Plate type coolers

2. Can be used in systems with higher operating temperatures and pressures
3. Pressure drop across a tube cooler is less
4. Tube leaks are easily located and plugged since pressure test is comparatively easy
5. Tubular coolers in refrigeration system can act as receiver also.
6. Using sacrificial anodes protects the whole cooling system against corrosion
7. Tube coolers may be preferred for lubricating oil cooling because of the less pressure
differential

Disadvantages

1. Heat transfer efficiency is less compared to plate type cooler.

2. Cleaning and maintenance is difficult because cleaning surface isn’t visible.
3. Capacity of tube cooler cannot be increased.
4. Requires more space in comparison to plate coolers.

Plate type cooler: Advantages

1. Simple and compact in size.

2. Heat transfer efficiency is more.
3. Can be easily dismantled for cleaning.
4. No extra space is required for dismantling.
5. Capacity can be increased by introducing plates in pairs.
6. Leaking plates can be removed in pairs, if necessary without replacement.
7. Maintenance – cleaning is easier as surface is visible.
8. Turbulent flow helps to reduce deposits which would interfere with heat transfer.

Disadvantages

1. Initial cost is high since Titanium plates are expensive.

2. Finding leakage is difficult since pressure test is not as easy as tube coolers.
3. Bonding material between plates limits operating temperature of the cooler.
4. Pressure drop caused by plate cooler is higher than tube cooler.
5. Careful dismantling and assembling to be done.
6. Over tightening of the clamping bolts result in increased pressure drop across the cooler.
7. Joints may be deteriorated according to the operating conditions.
8. Since Titanium is a noble metal, other parts of the cooling system are prone to corrosion

38
 OILY WATER SEPARATOR

DESCRIBE THE PRINCIPLE OF OILY WATER SEPARATOR.

OWS works on the basis of difference in the specific gravity between oil and water.

• In oily water mixtures, oil exists as a collection of globules of various sizes.

• Force acting on these globules, causing it to move upwards in the water is proportional
to the difference between the weights of oil particle and water particles.
• Resistance to the movement of globule, can be given by Stoke's law.
• Now, separating force is equal to resistance to movement.
• Above equation shows, separation of oil depends on various factors.
Alternative:

• Dirty bilge water enters the separator and because of the difference in density
between oil and water oil will start to separate in the top part.
• Further separation takes place in the lower chamber where the liquid has to pass
through a stack of inverted conical plates before leaving the separator.
• Oil droplets from these plates tend to travel upwards on the underside of the plates
joining with other oil droplets to form larger droplets.
• These larger droplets are then able to rise through the water to the top of the unit.
• So as the Oil collects at the top of the separator a probe will detect the oil and through
the control system opens an electrically operated dump valve allowing the oil to be
dumped to the dirty oil tank.
• As the oil is dumped the probe will now sense water and close the dump valve.
The water which has had nearly all the oil removed exits the separator at the bottom on its
journey to the 2nd stage or coalescer filter.

Coalescence is the process by which two or more droplets merge to form a single larger
droplet.

• So as mentioned the water outlet from the separator is fed into the bottom of
Coalescer.
• The water flows through the first and second stage coalesces removing the final traces
of oil.
• The oil from the coalesces floats to the top of their respective chambers where Oil
sensors indicate a rise in Oil content.
• The oil can then be drawn off manually oil or automatic valves can open to dump the
oil.
• The water outlet of the Coalescer is then directed to an Oil Content Monitor for final
analysis.
Oily water separator safety devices
1. Test cock

39
 2. Vent cock
3. Drain cock
4. Automatic shut down valve
5. Relief valve
6. Heating coil
7. Sensing probe
8. Coalescer filter
9. 15 PPM alarm safety
10. Pressure gauge
11. Thermometer
12. Inspection glass on the O/B discharge line

Operational management of OWS

1. Before operation separator must be filled clean water
2. 15 PPM alarm and automatic shut down checked and should be in good working order
3. Monitoring and control equipment should be cleaned otherwise it may cause false alarm
4. Purge off air from the top of the separator through vent cock at the start up and at
regular interval to ensure that oil-water interface is present at the top of the separator
5. Heat up the effluent for better separation
6. Oil from the collecting space should be drained periodically
7. Check test cock to observe bilge condition
8. Check pump pressure
9. Check differential pressure between two stages for checking filter efficiency
10. Continuous supervision of OWS performance is carried out
11. In case when the OWS is run for a long time, keep a track on the heater for overheating
of coils. If the separator is overheated to high extent, there may be some production of
inflammable gases inside.
12. After operation clean with F.W
Regular maintenance of oily water separator
1. Routine attention is needed to maintain satisfactory performance.
2. Alarm, function of 3-way valve, automatic shutdown must be checked every week
3. Pumps and valves should be in good working condition
4. Automatic air release valve should be in good order
5. Carry out inspection for corrosion and pitting
6. Check condition and renew anti- corrosive coating
7. Heating coil must be checked at regular interval
8. Remove internal contaminants
9. Dish plate, baffles and filter should be cleaned
10. Clean oil sensing probe
11. Clean syphonic breaker, it can’t be chocked
12. Regular maintenance of pump to be carried out
13. OWS performance test must be carried out once a month at least

40
14. The accuracy of the 15 ppm Bilge Alarms should be checked at IOPP Certificate renewal
surveys according to the manufacturer’s instructions. Alternatively, the unit may be
replaced by a calibrated 15 ppm Bilge Alarm. The calibration certificate for the 15 ppm
Bilge Alarm, certifying date of last calibration check, should be retained onboard for
inspection purposes. The accuracy checks can only be done by the manufacturer or
persons authorized by the manufacturer.

OWS REQUIREMENT
1. As per the MARPOL 73/78 Annex 1, regulation 14, Oil tankers of 150 GRT or above and
ships of 400 GRT or above must have an oil filtering equipment.
2. According to MEPC 16, automatic stop of bilge pump when 15 ppm alarm is sound.
3. According to MEPC 107, the pump will bypass the delivery to the bilge holding tank
when 15 ppm alarm is sound.
4. The OCM provided with the oily water separator must be tamper proof
5. The OCM must activate and sound an alarm whenever fresh water is used for cleaning or
zeroing purposes
6. Separator capable of achieving 15 ppm on type C (oil and water) effluent

How will you check automatic shut down?

▪ Power on for Oil Discharge Monitoring unit
▪ Open control air valve
▪ Open bilge pump sea suction valve, delivery valve, OWS inlet valve
▪ Run bilge pump,
▪ If it is digital control panel then by pressing push button increase the ppm of when the
ppm cross 15ppm then bilge pump will shut down automatically with an alarm
▪ If it is not digital then by creating a obstruction between light source and photo electric
cell by putting a plate supplied by the manufacturer

WHY VENT VALVE IS FITTED?

Vent valve is the automatic float-controlled release valve.
1. To purge off air from the top of the separator at the start up and at regular interval to
ensure that oil-water interface is present at the top of the separator
2. If air is present in top of the separator the function of sensing probe will be affected.

WHY BAFFLES ARE FITTED?

1. They collect oil droplets from dish plates and funnel up to the oil separation space
2. They provide definite path for the oily water coming from the upper chamber thus
they prevent mixing up.
3. They are arranged to make separation between 1st stage upper and lower chamber

WHY TEST COCK IS FITTED?

1. In case of malfunction of sensing probe test cock is fitted below the sensing probe which
will help to identify any abnormalities and allow to rectify them during operation.

41
2. To purge off air from top of the separator in case of malfunction of the automatic air
release valve.
3. To detect performance of separator in different stages
4. To drain oil from 1st and 2nd stage if oil level is increased
5. To check presence of sea water while flushing
6. To collect the sample for visual inspection

What is coalescer?
• It is a filter element fitted at the oily water separator system made of steel wire mesh or
nylon fibres
• They are generally incorporated in the 2nd stage for bilge separation towards the 15 ppm
equipment
• When small droplets of oil come into contact with coalescer surface they coagulate and
form large oil droplets. They remain in coalescer surface until they grow large enough to
achieve buoyancy forces required to float away.
Why we fill OWS with clean water before start OWS
• To make interface with oil that will come up

• To wet the catch plate and coalescer otherwise oil may stack in that position

Which pump used for oily water separator?

1. Positive displacement pump
2. Slow running double vane
3. Screw reciprocating
4. Gear pump are switchable for OWS
Why centrifugal pump is not suitable for OWS?
1. Centrifugal pump produce large quantity of small droplets of oil and it mixes up oil and
water which is difficult to separate
2. Cannot deal with high viscous fluid
Why we use positive displacement pump
1. To handle with high viscous liquid
2. Positive and confirm discharge
3. Does not churn the water into an emulsification
Syphonic breaker
1. Increases staying time of oil water to OWS
2. Allow slow discharge
3. When 15 alarm is activated that time it works as a vacuum breaker

42
 FRESH WATER GENERATOR

FWG principle
Sea water is boiled by the heat energy supplied by the jacket water, where low pressure
condition below atmosphere is maintained. Steam produced by boiling water passes over the
condenser through demister as a result fresh water is produced of that time boiling
temperature is maintained around 45 deg. Celsius. The combined air and brine ejector creates
evaporator chamber vacuum condition by driving seawater pass through air and brine ejector,
and seawater supplied by the ejector pump to be delivered to ejector for taking out the brine
(concentrated seawater) and air.

FWG starting procedure

1. Check the jacket cooling water temperature outlet from the main engine – it should be
constant
2. Make sure seawater ejector pump suction, discharge and overboard valves are open.
3. Close the vacuum breaker valve
4. Start the ejector pump. Seawater pressure at the air ejector must be 3 bar or more.
5. Wait for the vacuum to build up inside fresh water generator shell. (About 92 % vacuum).
6. Open the feed water valve to feed seawater to the evaporator. Check the seawater level
inside the shell through the sight glass and adjust this water level using the feed inlet
valve.
7. Open main engine jacket cooling water inlet and outlet to the evaporator gradually.
8. Switch on the salinity alarm panel for measuring the purity of the freshwater produced.
9. Divert the processed water to the bilges or return it to the feed system again till the
salinity level comes to the required set value of 5-10 ppm (Parts per million)
10. There will be a sight glass provided at the suction line for the distillate pump. Make sure
condensed water is coming to the suction line. Now start the distillate pump and open
discharge valve to lead generated water to specified storage tanks.
11. Do checks While Running Freshwater Generator
▪ Through the sight glass provided in the evaporator shell, observe flashing of water.
▪ Also, check for the brine level inside. It should not be too high or too low.
▪ Shell temperature must be around 50 deg cel.
▪ Make sure shell vacuum is more than 90% from the vacuum gauge.
▪ Check seawater inlet and outlet temperature to the condenser.
▪ Ensure seawater pressure at air ejector inlet more than 3 bars.
▪ Check for distillate pump pressure and water flow meter.
▪ Check salinity of fresh water produced.
▪ Check ampere of ejector pump and distillate pump motor.
Fresh water generator safety items
1. Vacuum breaker
2. Demister
3. Salinometer

43
4. Thermometer
5. Pressure / vacuum gauge
6. Inspection glass
7. Sight glass at distillate pump suction

8. Drain valve
9. Orifice
10. Non-return valve
Limitation of fresh water generator
1. It cannot be used between 20 to 50 nautical miles from the nearest land
2. Low operating temperature is not sufficient to sterilize the product
3. Any small leakage of air cause efficiency loss
4. When vessel stops it cannot operate
Less output
1. Insufficient vacuum
2. Insufficient feed water
3. Insufficient heat transfers due to scale formation and less temperature of heating
medium
4. Dirty condenser
5. High sea water temperature
6. Scale formation in demister

Fresh water generator regulation

1. Must not be used within (20-50) nm of the nearest land
2. Not use in shallow water
3. Maintain salinity up to 4 ppm
4. Clean fresh water tank every after 6 months
5. Clean and recoat F.W tank every after 1 year
6. Sterilizing chlorine content 0.2 ppm
Cause of vacuum is not building up in FWG
1. Air leaks into the evaporator shell in large quantities and air ejector cannot cope.
2. Malfunctioning of the air ejector.
3. SW pressure from ejector pump is less
4. Failure of ejector nozzle
5. Defective vacuum breaker valve

6. The cooling water flow through the condenser is reduced or cooling water temperature is
high. This cause saturation temperature and hence saturation pressure within the
condenser to rise.
7. The flow rate of the heating medium increased and excess water vapour produced.
Since this excess vapour cannot be condensed, shell pressure increases or vacuum falls.

44
Increase in Salinity of Freshwater
1. Brine level inside shell too high.
2. Leaking condenser tubes or plates.
3. Excessive feed water rate.
4. Less temperature of heating medium.
5. Less vacuum
6. Increased solubility of CO2 generated from the salt water due to reduced seawater
temperature. This dissolved CO2 makes water acidic and conductivity of water increases.
Hence salinometer shows increased salinity, which is a measure of conductivity and not
the presence of salt.
Treatments for drinking purpose
1. Sterilization method
2. Chlorinization
3. Ultra – volt light
4. Use of ionizing silver
5. Boiling distilate
How to Minimize Scale Formation

Scale formation in the freshwater generator can be controlled and minimized by continuous
chemical treatment. Polysulphate compounds (like sodium polysulphate) with anti foam is
preferred by marine engineers and is extensively used on ships. Their trade name is different,
like:

• Vaptreat (by “UNITOR”)

• Ameroyal (by “DREW CHEMICALS”)

These chemicals minimize calcium carbonate scale formation and the possibility of foaming.
the compound is non-toxic, no-acidic, and can be used in freshwater generator producing
water for drinking purposes.

If would be continuously fed into the feed line using a metering pump or by gravity. Amount
of chemical to be dosed depends on the capacity of fresh water produced. Important thing is
that this chemical is effective only on low-pressure fresh water generators.

Demister
Demister is a mesh type knitted molten metal to improve the purity of distilled water.

45
 SEWAGE TREATMENT PLANT

Safety of sewage
1. High level float switch
2. Low level float switch
3. Tank high level alarm
4. Automatic start and shut off of the discharge pump

5. Blower oil level

6. Vent cock
7. Drain valve
8. Overflow arrangement
Maintenance
Operational
1. Plant should be running at all time
2. Observe that the treatment unit is operating normally and there are no alarms displayed

3. O2 supplied with by air blower and flow of air should be maintain

4. Air blower pressure checked
5. Air blower oil level checked

6. Check sludge return line transparent hose to check the flow

7. Maintain correct temperature of tank. Too low a temperature will slow down the
digestion rate

8. Oil and grease entering have to be prevented otherwise bacteria may get killed
9. Metallic objects, rubber substances, absorbent cottons must not be disposed in the
sanitary system
WEAKLY

1. The bio-pac is added every week to the plant to increase efficiency. The bio-pac contains
aerobic bacteria which gets activated when mixed with hot water.
2. The chlorination of the sample should be between 1-5 ppm and accordingly the dosing
has to be increased or decreased.
3. High and low level limit switches should be checked for auto cut-in and cut-out of the
discharge pump
4. The level of biological oxygen demand (BOD) is also checked and it should not be above
50 mg/litre.
MONTHLY

1. Check discharge pump condition

46
2. Check discharge pump motor body temperature
3. IR test of the motor carried out
4. Chlorinator pipe checked whether it is blocked or not
5. Test of suspended solids to be carried out
3 MONTHLIES

1. Air compressor gear oil change

2. Air compressor bearing greasing
3. Settling tank sludge condition checked (solid or not)
4. Aeration chamber checked (excessive sludge or not)
YEARLY

1. Pump overhaul
2. Air compressor overhaul
3. All tank cleaning carried out
4. Tank internal coating checked for corrosion and blistering.
State 3 reason operational circumstances
▪ Too low a temperature will slow down the digestion rate
▪ Flow rate too high and the bacteria will not cope up to fully digest he sewage
▪ Flow rate too low and the bacteria will die due to lack of nutrients

47
 MAIN ENGINE

M/E safety devices

1. Turning gear interlock
2. Reversing interlock

3. Crankcase relief door

4. Cylinder head relief valve
5. Scavenge manifold relief valve

6. OMD
7. Emergency stop button
8. Starting air line safety including bursting disc, flame trap, relief valve and N/R valves
9. Alarms, shut down, slow down devices

M/E SHUT DOWN

1. Low LO inlet pressure to camshaft and piston cooling
2. Low LO pressure to main bearing and thrust bearing
3. T/C LO inlet pressure low

4. Thrust bearing very high temperature

5. Over speed of the engine which activates shut down at 107 % MCR (maximum
continuous rating)
6. Exhaust valve spring air low pressure
M/E slow down

1. High LO inlet temperature

2. No flow of Cylinder lube oil
3. High piston cooling outlet temperature
4. Piston cooling oil non flow

5. High main bearing temperature

6. High crank pin bearing temperature
7. High cross-head bearing temperature
8. High thrust bearing temperature
9. High T/C bearing oil temperature

10. High JCW outlet temperature

11. Low JCW inlet pressure

12. High scavenge air receiver temperature

13. High exhaust gas temperature after cylinder
14. Control air low pressure

48
15. Exhaust gas economizer high temperature
16. Low fuel oil pressure

17. OMD alarm

Safety of crankcase
▪ Oil mist detector
▪ C/C oil must be of high flashpoint
▪ C/C door should be of robust construction
▪ Crankcase breather
▪ Smothering gas connection
▪ Crankcase relief valve
Knocking reason:
1. Early ignition causes an abnormally high peak pressure in the cylinder at about the top of
the piston stroke. A heavy shock load will be transmitted to the running gear and bearings
with a corresponding knocking sound. It may cause due to
Incorrect fuel pump timing, broken or wrongly set injector springs, incorrect fuel condition
and overheating of parts inside the cylinder.
2. Overload or unbalanced engine
3. If fuel oil has lesser cetane number the fuel will have very long ignition delay period. When
the ignition delay period is high the fuel injected will not have undergone combustion and
by this time the fuel-air mixture starts to accumulate and it will undergo combustion after
a long delay and there will be a huge shock wave as all the fuel droplet will undergo
combustion at the same time.
4. Cold start of engine. Because low working temperature doesnot allow vaporization of fuel
in time and promotes long delay period.
5. Piston cooling oil temp. high or insufficient cooling
6. Excessive bearing clearance of running gear
7. Clearance between piston and liner increased
Action
1. Correct fuel timing
2. Correct fuel rack position
3. Injector overhauling or renewed
4. Use good quality fuel
5. Maintain correct working temperature of engine. Before starting warm up the engine.
Single unit
1. Excessive bearing clearance of running gear
2. Clearance between piston and liner increased

3. Piston may be striking cylinder head at TDC

4. Piston ring may be striking against the worn ridge at cylinder liner top

49
5. Early ignition: This will cause an abnormally high peak pressure in the cylinder at about
the top of the piston stroke. A heavy shock load will be transmitted to the running gear
and bearings with a corresponding knocking sound.
6. Incorrect fuel pump timing, broken or wrongly set injector springs, incorrect fuel condition
and overheating of parts inside the cylinder.

State reasons and actions for all unit and single unit exhaust temperature
high and low.

Exhaust temp. Low in all unit

▪ Low load of engine

▪ High scavenge air pressure and low scavenge air temperature allows more supply of
scavenge air which promotes optimum combustion of fuel oil and no unburnt fuel
remains
▪ Early ignition results high thermal efficiency and reduced exhaust temperature
▪ Fuel timing has been advanced due to wrongly set fuel pump, incorrect fuel injector
timing.
▪ Fuel oil booster pump pressure low
▪ Fuel regulating shaft stuck at minimum position
▪ Fuel oil filter chocked or dirty
▪ Water content in fuel
Exhaust temp. Low in one unit

▪ Faulty pyrometer.
▪ Scavenge air pressure high.
▪ Scavenge air temperature low.

▪ Fuel oil high pressure pipe leaking

▪ Faulty fuel injector, needle stuck up in the injector
▪ Fuel timing has been advanced due to wrongly set fuel pump, incorrect fuel injector
timing.
▪ Fuel regulating shaft stuck at minimum position
Action
▪ Inform bridge
▪ If possible, increase the rpm
▪ Check scavenge air temperature, if it is too low adjust by opening SW recirculating valve
▪ Check fuel oil for water content
▪ Check fuel oil filter if differential pressure high then change over to stand by filter and
clean dirty one
▪ Check pressure regulating valve
▪ Check fuel rack position
▪ Check fuel oil injector and check whether the needle is stuck up or not

50
▪ Check for any steam leakage from heater
Exhaust temp. high in all unit

▪ Insufficient supply of scavenge air

▪ High scavenge air temperature due to faulty air cooler
▪ In case of late ignition, power is lost since the fuel is not burned correctly to transmit
power at the most effective part of the stroke. Combustion may continue during the
expansion stroke and may be incomplete, giving loss in energy produced, high exhaust
temperature and smoke.
✓ excessive injector spring setting,
✓ poor atomisation,
✓ high viscosity or poor quality fuel,
✓ incorrectly timed fuel pump,
✓ low compression pressure due to chocked scavenge port, air is escaping past
piston during compression

▪ Engine overload due to hull fouling, propeller obstacle or bad weather

▪ Scavenge fire
▪ Early opening of exhaust valve
▪ Fouling of T/C
▪ Poor quality of fuel used and improper purification
▪ Fuel regulating shaft stuck at maximum position
Exhaust temp. high in one unit

▪ Faulty pyrometer
▪ Leaky exhaust valve
▪ Early opening of exhaust valve will cause a loss in power since pressure is released too
soon (due to loss of heat energy in the combustion chamber, this energy will increase
exhaust temperature).
▪ Specific unit’s scavenge port dirty, so less amount of scavenge air is delivered thus
scavenge pressure low
▪ Scavenge fire in specific unit
▪ In case of late ignition, power is lost since the fuel is not burned correctly to transmit
power at the most effective part of the stroke. Combustion may continue during the
expansion stroke and may be incomplete, giving loss in energy produced, high exhaust
temperature and smoke.
✓ excessive injector spring setting,
✓ poor atomisation,
✓ high viscosity or poor quality fuel,
✓ incorrectly timed fuel pump,
✓ low compression pressure due to chocked scavenge port, air is escaping past
piston during compression

51
Action
1. Inform bridge
2. Check and adjust scavenge air pressure and temperature
3. Check and adjust fuel viscosity, injector, pump.
4. Check fuel regulating shaft position
5. Reduce RPM if bad weather exists.
Smoke in exhaust
▪ Overloaded running condition
▪ Scavenge fire
▪ Increase fuel temperature or fuel viscosity
▪ After burning
▪ Contaminated fuel
▪ Too low turbo charge RPM
▪ Injector fuel not atomizing the fuel completely
▪ Compression pressure too low due to leaky piston ring or exhaust valve

EXHAUST VALVE LEAKING

1. Deposit on valve and valve seat
2. Mechanical impact
3. Incorrect valve seat material
4. Hot corrosion (accelerated oxidation at high temperature) and cold corrosion (sulphuric
acid condensation)
5. Damage of spring
6. Insufficient tappet clearance
7. Presence of sodium and vanadium in fuel in high extent

INDICATION OF PISTON RUNNING HOT:

• Piston coolant temperature will be high.
• Knocking sound due to early ignition.
• Jacket temperature will be high of the affected unit.

REASONS OF PISTON RUNNING HOT:

• Over loading the engine
• Poor circulation of piston cool oil.
• Due to high piston coolant temperature.
• Fuel impingement which causes local overheating of crown.
• Insufficient scavenge air supply
• Poor cylinder lubrication

52
Cause of exhaust valve burning
When burning of HFO of high viscosity which contain sodium and vanadium, deposits on the
valve seat, which at high temperature becomes strongly corrosive, strictly compounds as a
result valve will be burn and wear down

Causes of jacket water temperature high

▪ Cooler malfunctioning
▪ Air getting entry into cooling water system
▪ Piston running hot
▪ Overload engine
▪ Crack in liner and cylinder head
▪ Insufficient venting of expansion tank
▪ Clogging of cooling water pipe system

▪ Trouble of cooling water pump

▪ Cooler bypass valve more open
Causes of jacket water temperature low
▪ Engine running on low load
▪ Low SW temperature
▪ High SW pressure
▪ Leakage of cooling water system
▪ Water leakage of pump joint
▪ Cooler bypass opened minimum
Causes of turbocharger surging
▪ Scavenge space fire
▪ Exhaust trunking fire
▪ Suddenly load change by heavy sea
▪ Poor power balance
▪ Faulty turbine nozzle, blade or diffuser
▪ Individual cylinder misfire
▪ Chocked scavenge ports
▪ Governor shut the fuel off almost instantaneously

PURPOSE OF NOZZLE RING:

• Expand the exhaust gas.
• Direct exhaust gas to turbine blade.
• Convert the pressure energy of gas to kinetic energy giving a high velocity.

53
FUNCTION OF LABYRINTH SEALS.

Two labyrinth type seals are fitted to the shaft, one between thrust bearing and air
compressor and the other between turbine and bearing. They are sealed with air under
pressure from the compressor discharge through internal passages and restriction plugs. Air
from the glands then passes to the atmosphere or assists cooling of the turbine disc. The seals
prevent possible oil leakage into the turbine or compressor, or exhaust gas into the
corresponding bearing oil.

Causes of Black Smoke

The air-related problems in marine diesel engines may be due to the following reasons:

1. The turbocharger air filter is choked.

2. The turbocharger turbine blades are fouled and damaged; therefore it is giving
insufficient air to the engine.
3. The turbocharger inlet grid in the exhaust manifold is choked, and therefore the
turbocharger is running at low speed.
4. The compressor blades are dirty or damaged.
5. The scavenge ports of the engine may be dirty and choked.
6. The scavenge valves may be faulty or damaged.
7. The nozzle ring of the turbocharger is soiled.
8. The engine room blowers are not supplying sufficient air as the filters are choked.

The fuel-related problems that could cause black smoke are as follows:

1. Low temperature of the fuel causing poor atomization and penetration.

2. The fuel injectors may be dripping causing after-burning.
3. The timing of the fuel pumps may be wrong.
4. The holes of the fuel injectors may have become large by wear.
5. Incorrect spring pressure of the fuel injectors.
6. Wrong grade of fuel or low fuel quality.
7. Incorrect valve lift of the fuel injection valves.
8. Unbalanced engine. Thermal and power balancing needs to be done.
9. Overloaded engine due to governor malfunction.
10. Some units may not be firing leading to overloading of the other units.
11. Scavenge fire has taken place

Finding the Source of Black Smoke

1. The engine must be checked for overloading and the exhaust temperatures of the
individual units must be checked. The difference in temperature of the individual unit
and the average temperature must not exceed 50 degrees C.
2. The engine must be checked for scavenge fire and the under-piston temperature must
be checked of all the units.
3. The fuel racks of all the fuel pumps must be checked and must be within limits.

54
 4. The air filter of the turbocharger blower must be checked for choking.
5. The turbocharger speed must be checked and the temperature drop across the
turbocharger must be checked.
6. The fuel temperature must be checked and it must be within the range 120 to 140
degrees C for heavy fuel oil.
7. In the case the problem is only due to a particular cylinder, the units must be cut off
one by one and for about two three minutes any change in exhaust must be observed.

Colours of Smoke

• A white colour indicates presence of water vapor in fuel.

• Blue coloured smoke indicates the presence of lubricating oil in the smoke.
• Dark black colour indicates inefficient combustion or the lack or air. It could also be
due to scavenge fire or economizer fire or boiler problems.

Fuel injector
▪ First screw slacken the compression nut, check nut
▪ Remove spring and spindle
▪ Unscrew the cap nut
▪ Take out the nozzle, needle valve and dowel pin
▪ Cleaned, inspect and renewed if necessary
▪ Lapped the nozzle holder surface and nozzle
▪ Checked the dowel pin
▪ Inspected spring for distortion
▪ Cleaned atomized hole
▪ Box up back
Injector check after O/H
▪ Atomizing hole cleaning
▪ Nozzle and needle valve lapping
▪ Nozzle holder and nozzle contact surface lapping
▪ Spring inspected
▪ Adjust needle valve opening pressure

FUNCTION OF TIE BOLT

• To keep the whole engine structure under compression.
• Reduce the bending stress being transmitted to the transverse girder.
• To provide proper alignment of running gear, which prevents fretting.
• Provide fatigue strength.
• The firing pre. force directly transmitted to the main bearing and engine frame through
tie rod.
• Transmit the gas forces which act on the cyl. Liner.
• To prevent unbalanced loads being transmitted to the welds.

55
EFFECT OF RUNNING ENGINE WITH LOOSE TIE-BOLT:
• Misalignment of main bearing and other sliding surface
• Other tie-bolt will be overloaded to leading to failure
• There is a possibility of fatigue failure
• Fretting corrosion will occur.
• Noise and vibration level will increase.
• The cyl. Beam would flex and lift at the location.

BROKEN OF TIE-BOLT:
• Overstressed bedplate of cyl. block.
• Misalignment.
• Over tightened.
• Vibration.
• Compression in the locality of the missing bolt.
• Overload.
• Very high gas load transmitted to tie-bolt.

56
 BUNKERING

Bunker line safety

1. Pressure gauge
2. Thermometer
3. Relief valve
4. Sampling cock
5. Overflow arrangement
6. Drip tray
7. Containment tray
8. Filter
9. Isolating valve
10. Interconnection between DO and FO
11. Surrounded wall

BUNKER SAFETY/ CHECKLIST

1. The barge has obtained the necessary permissions to go alongside receiving vessel.
2. The fenders have been checked, are in good order and there is no possibility of metal
to metal contact.
3. The barge is securely moored.
4. There is a safe means of access between the ship and barge
5. Adequate electrical insulating means are in place in the barge and ship connection.
6. Effective communications have been established between responsible officers.
7. Emergency shut down procedure agreed.
8. There is an effective watch on board the barge and ship receiving bunkers.
9. Fire hoses and foam type firefighting equipment on board the barge and ship are ready
for immediate use.
10. All scuppers are effectively plugged. Drip trays are in position on decks around
connections and bunker tank vents.
11. Check and ensure the valves to be in order.
12. Unused bunker connections are blanked and fully bolted.
13. All bunker hoses are in good condition and are appropriate for the service intended.
14. The transfer hose is properly rigged and fully bolted and secured to manifolds on ship
and barge.
15. Overboard valves connected to the cargo system, engine room bilge's and bunker lines
are closed and sealed.
16. Pumping and transfer rate agreed
17. Bunker tank contents will be monitored at regular intervals.
18. SOPEP plan to be kept ready and there is a supply of oil spill clean-up material readily
available for immediate use.
19. Smoking rooms have been identified and smoking restrictions are being observed.
20. Naked Light regulations are being observed.
21. All external doors and ports in the accommodation are closed.

57
SOPEP locker items
1. Oil Spill Dispersant (OSD)
2. Portable pneumatic pump
3. Absorbent roll
4. Absorbent pads
5. Absorbent granules
6. Absorbent materials
7. Brooms
8. Mops
9. Scoops
10. Empty receptacles each 200 litres capacity
11. Oil boom
12. Sawdust
13. Bucket
Bunkering procedure
The bunkering operation procedure on a ship can be divided into three important stages:

Before Bunkering

1.The chief engineer should calculate and check which bunker oil tanks are to be filled after
he/she receives confirmation from the shore office about the amount of fuel to be accepted.

2. It might be required to empty some tanks and transfer the oil from one tank to other. This
is required to prevent mixing of two grade of oils and prevent incompatibility between the
previous oil and the new oil.

3. The sounding of other fuel storage tank (not be used in bunkering operation) should also
be taken to keep a record of fuel already present onboard. This will help the ship’s officer in
case any valve is leaking, and the bunker oil is being transferred to the unwanted tank.

4. A pre bunkering meeting should be held between the members that will take part in the
bunkering process, and they should be explained about the following:-

• Which tanks are to be filled

• Sequence order of tanks to be filled

• How much bunker oil is to be taken

• Bunkering safety procedures

• Emergency procedure in case oil spill occurs

• Responsibilities of each officer are explained

5. Sounding is taken before bunkering and record is made

6. A checklist is to be filled so that nothing is missed

58
7. All deck scuppers and save all trays are plugged

8. An overflow tank is provided in the engine room which is connected to the bunker tank and
bunker line. Ensure the overflow tank is kept empty to transfer excess fuel from the bunker
tanks

9. Adequate lighting at the bunker and sounding position are to be provided

10. No smoking notice should be positioned near the bunkering station

11. Onboard communication, signs, and signals to stop the operation between the people
involved in bunkering are to be understood by all the crew involved in the operation.

12. Red flag/light is presented on the masthead

13. Opposite side bunker manifold valves are closed and appropriately blanked

14. Vessel draught and trim is recorded before bunkering

15. All equipment in SOPEP locker are checked and kept near the bunkering station

16. When bunker ship or barge is secured to the ship side, the person in charge on the barge
is also explained about the bunker plan

17. Bunker supplier’s paperwork is checked for the oil’s grade and the density if they are as
per the specification

18. The pumping rate of the bunker fuel is agreed with the bunker barge/ bunker truck

19. The hose is then connected to the manifold. The condition of the hose must be checked
properly by the ship staff and if it is not satisfactory, same to be notified to the chief engineer

20. Most of the bunker supplier send their crew to connect the bunker oil pipeline coming
from bunker ship/ barge. The ship staff must recheck the flange connection to eliminate the
doubt of any leakage

21. Once the connection is made, the chief engineer will ensure all the line valves which will
lead the bunker fuel to the selected bunker tanks are open, keeping the main manifold valve
shut

22. Proper communication between the barge and the ship is to be established

23. Sign and signals are to be followed as discussed in case of communication during an
emergency

24. Most bunkering facilities (ship/ barge/ terminal/ truck etc.) provide an emergency stop
switch which controls the bunkering supply pump. Ensure to check its working before
commencing the operation

25. Once all the checks are done, the manifold valve is open for bunkering

59
During Bunkering

1. During the start of the bunker, the pumping rate is kept low; this is done to check that the
oil is coming to the tank to which the valve is opened

2. The ship staff must track the sounding of selected bunkering tank and other tanks which
are not involved in the operation to ensure oil is only going to the selected tank

3. After confirming the oil is coming to the proper tank, the pumping rate is increased as
agreed before

4. Generally, only one tank filling is preferred because gauging of more than one tank at a
time increases the chances of overflow

5. The max allowable to which tank is filled is 90 %, and when the tank level reaches about to
maximum level, the barge is told to pump at low pumping rate to top up the tank, and then
the valve of another tank is opened

6. During bunkering, sounding is taken regularly and the frequency of sounding is more when
the tank is near to full. Many vessels have tank gauges which show tank level in control room,
but this is only to be relied upon if the system is working correctly.

7. The temperature of the bunker oil is also to be checked; generally, the barge or supplier
will provide the bunker temperature. Temperature is a critical parameter, especially for
bunker fuel such as heavy fuel oil, and any deviation in the provided temperature value may
lead to a shortfall in bunker supply

8. A continuous sample is taken during bunkering with the help of sampling cock at the
manifold

9. The crew needs to switch (open and close the valves) the internal storage tanks to
accommodate the quantity of the bunker oil being supplied. Utmost precaution needs to be
taken when opening the other storage tank valve and closing the valve of the tank which is
reaching the maximum fill limit.

After Bunkering

1. Once the bunker is finished, it is a general practice to air blow the bunkering supply line for
discharging all the oil trapped in the pipelines. At this stage, ensure all sounding pipe caps are
closed and keep a watch on those storage tank vents which are at its maximum limit.

2. Avoid opening the bunkering supply line connecting between bunker ship and receiving
manifold. In case of any discrepancy, the supplier may agree to compensate the shortfall and
may resume bunkering operation

3. Draught and trim of the ship is checked

4. Take sounding of all the tanks bunkered

60
5. The volume bunkered should be corrected for trim, heel and temperature correction

6. In general, for each degree of increase in temperature the density should be reduced by
0.64 kg/m3.

7. Four samples are taken during bunkering. One is kept onboard, one for the bunker ship or
barge, one for analysis, one for port state or IMO

8. The chief engineer will sign the bunker receipt (BDN) and the amount of bunker received

9. If there is any shortfall of bunker received the chief engineer can issue a note of protest
against the barge/supplier (in case the deficit is not agreed by the bunker supplier)

10. After everything is settled, the hose connection is removed

11. The sample is sent for laboratory analysis

12. The chief engineer will make the entry of the operation in oil record book along with
received BDN

12. The new bunker should not be used until the report from the lab

During bunker entry in oil record book

1. Place of bunkering.
2. Date and Time of bunkering.

3. Type and quantity of fuel oil and identification of tank(s)

a. State quantity added in tonnes, and total content of tank(s)

4. Type and quantity of lubricating oil and identification of tank(s)

a. State quantity added in tonnes, and total content of tank(s)

What is MSDS?
Material safety data sheet. The items are provided in MSDS are:
1. Chemical product name and company identification
2. Physical and chemical properties which includes
a. Appearance
b. Odour
c. Viscosity
d. Density
e. Vapour pressure
f. Density of vapour
g. Boiling point
h. Stability and radio activity

3. Toxicological information

61
 4. Handling and storage

5. Personal protection measures

6. First aid measure
7. Accidental release measure
8. Hazards identification
9. Fire- fighting measure

10. Ecological information

11. Transport information
12. Disposal consideration

Purpose of MSDS
1. MSDS is carried onboard for ensuring the safety of marine environment and sea farers.
2. MSDS provides useful and accessible information on the product carried on board, either
as a cargo or for operational purposes.
3. MSDS is to be carried out for all individual hazardous material carried on board along with
proper personal protective equipment (PPE) so that in the time of emergency, appropriate
procedures and swift response can be achieved in that situation
Discuss about bunker samples.
Bunker sample is kept on board for 1 year and 4 bottles of sample.
▪ 1 for bunker supplier barge
▪ 1 for port state/IMO/MARPOL
▪ 1 for ship sample
▪ 1 for testing lab

Bunker management
1. Make a plan, consulting with C/E
2. About the grade, amount and the tank in which bunker will be taken
3. Consult with C/O about filling sequence
4. Ensure designated duty
5. Prepare the tanks, take sounding and add bunker chemical
6. Arrange firefighting equipment
7. Arrange appropriate spanner
8. Arrange SOPEP equipment
9. Arrange no smoking signal and BRAVO flag. In night time RED light.
10. Ensure communication
11. Port state authority and local fire station to be informed
12. Stop ICCP in both ship
13. No oil transfer, purification
How will collect bunker sample?
Bunker sample can be collected from bunker station / manifold by sampling cock during
total bunkering period as droplets, this method is called continuous dripping method.

62
How to calculate fuel oil?

• Take sounding/ullage of all the bunker tanks and note down the tank temperature.
• Note down trim or heel if available
• Calculate the actual volume with trim correction from sounding table booklet.

The density of fuel oil (in kg/m3) at a standard reference temperature of 15⁰C is always
provided by the supplier in Bunker Delivery Note. With this, the density of fuel oil at tank
temperature can be determined with the following formula:

The Temperature Corrected Density is:

= (Density of Fuel Oil @ 15⁰C) x [1- {(T-15) x 0.00064}]

Since the bunker oil is normally supplied to the vessel at a temperature higher than 15⁰C,
the formula used for calculating the bunker quantity will be:

Metric Tonnes = (Actual Sounder Volume) X (Temperature Corrected Density)

Items in BDN
A bunker delivery note shall be provided to the receiving vessel by the fuel oil supplier
according to MARPOL 73/78, Annex VI, Regulation 18/3. The note is to be retained on the
vessel, for inspection purposes, for a period of three years after the fuel has been delivered.
ITEMS:
1) Name and IMO number of receiving vessel
2) Port of bunkering
3) Date of commencement of delivery
4) Name, address and telephone number of the supplier
5) Delivered product name
6) Quantity in metric tons
7) Specification of fuel
8) Density at 15 degrees Celsius
9) Temperature of fuel oil
10) Sulphur content
Procedure to be Followed After Oil Spill During Bunkering

Procedure adopted during bunker spill will be as follows:

1) Sound the emergency alarm.

2) Initiate emergency shutdown, stop all transfer and bunkering operations, close all
valves and inform the barge or terminal.
3) Inform the master and initiate the emergency response procedures.
4) Inform the port or local state authority.

63
Follow up Actions on oil spill during bunkering:

1) Identify the source of spill or leak and initiate measures to stop or minimize the
overflow.
2) Drain or transfer the oil from affected area of the pipeline into empty tanks taking
into account stress and stability of the vessel at all times.
3) If there is a possibility of release of flammable vapors or its entry to the
accommodation, engine room or cargo holds, ventilations to these areas must be
shut off.
4) Clean up operations must be started using the equipment available onboard.
5) All spilled oil that is collected must be carefully stored onboard till it can safely be
disposed off.
6) No chemical or dispersant to be used if there is a possibility of them going into the
water unless prior permission has been obtained from the port authority.
7) Oil gone overboard should be contained so that it will not spread and oil dispersants
to be used after getting permission from local authorities.
8) After the spill has been completely brought under control, oil spilled overboard and
onboard ship has been removed and the cause of spill ascertained and corrective
actions taken, the vessel can resume bunkering operation.
9) The chances of recurrences must be completely eliminated before starting
bunkering.
10) Before resuming bunkering, permission from port or local authorities must be taken.
11) All incidents and corresponding actions to be recorded as it is required for further
litigation purposes.
Bunker specification
1. Density at 15 deg. Celsius
2. Viscosity at 40 deg. Celsius
3. Flashpoint
4. Pour point
5. % Of Sulphur
6. % Of Carbon
7. % Of Ash
8. % Of Water
9. Ignition quality/ Cetane number
10. Metal content in ppm
11. Vanadium content
12. Aluminium content

64
 LUB OIL

a) Pour Point:
Pour point is the minimum temperature at which lub oil remains flowing. Below
this temperature it stops flowing.
1) Indicates flow characteristics at low temperature.
2) Depends on the wax content of the oil.
3) It is essential to maintain correct pour point of lub oil especially when the ship is in cold
region otherwise the whole pumping system will be affected if the lub oil temperature falls
below pour point.

b) Flash Point:
It is the minimum temperature at which oil gives off flammable vapor which will readily
burn when exposed to an external ignition or heat source. It is an important
consideration of the fire hazard of a fuel.

c) Auto ignition point:

It is the temperature at which oil vapor will ignite readily without any external source of
ignition.

d) Cracking point:
It is the temperature at which complex organic molecules such as long chain hydro-
carbons break down into simpler molecules such as light hydrocarbons by breaking the
carbon-carbon bonds.

If LO is contaminated with SW
In port or while M/E is stopped, transfer contaminated oil through purifier or transfer pump
in to the renovating tank, settled for at least 24 hours, and water and sludge drained out
periodically.

Water washing
We remove acids, salts and other impurities from the oil.
Water should be injected the oil before purifying at a state of between ( 3 to 5 ) % of oil flow
that is also continuously renewed the water seal in the purifier bowl.
The oil temperature should be around 75 c and water temperature about 5 c higher than oil

LO properties
1. Viscosity

65
2. Viscosity index
3. Pour point
4. Flash point
5. Carbon residues
6. TAN ( total acid number )
7. TBN ( total base number )
8. Cloud point
9. Anti-oxidation
10. Neutralization value
LO test
1. Alkalinity test
2. Suspended solid test
3. Dispersiveness
4. Contamination and water test
5. Viscosity test
6. Crackle test
How to carry out the following tests?

i) water content:

crackle test
• In this test, a sample of oil is taken in a test tube and then it is heated.
• If any water droplet is present in that sample it will cause a cracking noise due to the
formation of steam bubbles.
• This test gives indication of small amounts of water being present.
• A simple settling test would be sufficient to detect large quantities of water in the oil
ii) Viscosity:

The test is usually known as Mobil Flostick Test. In this test we need to take 4 equal sized
drops of oil to an equal capacity of reservoirs. They are-
▪ Used
▪ Same grade unused
▪ High viscosity unused
▪ Low viscosity unused
After reaching the room temperature all drops are placed in a line along the edge of an
Aluminium plate. The plate is inclined from the horizontal and when one of the oil drops has
run down about 7.5cm (generally reference mark) the plate is returned to horizontal.
By comparing the distance travelled by the used oil with the unused oil we can get a
measure of viscosity

66
LO additive
1. Anti oxidant
2. Anti foaming agent
3. Anti wear agent
4. Corrosion inhibitor (the additive will increase TBN)
5. Detergents
6. Pour point dispersant
7. Viscosity improver
8. Extreme pressure additives
9. Friction modifier
10. Metal deactivators
11. Alkaline additives
12. Wax crystal modifier
LO specification
1. Density
2. Viscosity
3. Viscosity index
4. Carbon residue
5. Flash point
6. Pour point
7. Octane number
8. Specific gravity
FO treatment chemical
1. Fuel care
2. Combustion improper
3. Ash modifier
LO management
1. Onboard LO test is carried out regularly
2. Regular testing by shore laboratory to be carried out every 3-6 month as per company
procedure.
3. LO line filter regular cleaned
4. LO purifier should be running during ship at sea
5. Maintain LO purifier performance
6. Periodic batch purification must be carried out and cleaned LO sump tank once a year
7. Maintain correct LO temperature
8. Maintain LO cooler efficiency by cleaning the cooler at regular interval.

67
 PURIFIER

Working principle
Purifier works on the basis of centrifugal force and difference in specific gravity between dirty
oil and water.
Through a system of gears, a centrifuge bowl is rotated at high speeds. Oil to be purified is
allowed to enter the bowl while it is rotating. The heavier components in the oil are thus
forced outwards. The solid particles that are too fine to be removed by filtration are forced
towards the circumference of the bowl.
The oil is also heated so as to reduce the SG of the oil. The difference in SG's between the oil
and the water will thus be widening. This will enable a better separation between the oil and
the water.
Oil purifiers usually maintain a layer of water inside the bowl to act as a seal for the oil.
Without the water layer to act as seal, the oil can flow out together with the particles and be
lost.

Purifier safety
1. Over flow alarm
2. Low and high temperature alarm
3. Sludge tank high level alarm
4. Motor over load trip

5. Emergency stop push button

6. Hand brake

7. Suction filter
8. Inspection glass in the over flow line
9. Sight glass in sump level

10. Flow control valve

11. Pneumatic 3-way valve
12. Relief valve in the heater
13. De sludge valve
14. Solenoid valve block

15. Pressure gauge

16. Temperature gauge

Maintenance of purifier
Operational
1. Maintain correct temperature of fuel

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2. Maintain proper feed rate of fuel
3. Maintain back pressure of fuel
4. Use correct size of gravity disc
5. Amount of water and sludge accumulated in the sludge tank checked
6. Check for any abnormal vibration and noise
7. Check for any leakage
Mechanical
1. Clean bowl disc at regular interval
2. Check main seal ring and other O ring
3. Gear case inspection carried out and gear oil must be changed at regular interval.
4. Check and change friction block
5. Clean suction filter
6. Clean water and sludge port
7. Bearing condition checked
Electrical
1. Insulation Resistance of motor is checked at regular interval
2. Motor normal load marked and checked for any deviation regularly
3. All panel board indication lamps are in order
4. Correct operation of solenoid valves according to timer cycle.

Causes of purifier vibration/ noise

1. Improper bowl assembly
2. Disc stack is moving because of using insufficient number of discs
3. Parts form other bowls have been used
4. Excessive sludge inside the bowl

5. Loose or broken foundation bolts

6. Foundation damper and spring failure
7. Bearing failure

8. Uneven wear of frictional clutch

9. Motor speed too high or too low

10. Improper meshing of gears

11. Worn gear
Purifier vibration action
1. Clean bowl
2. Check bowl assembly
3. Check foundation bolt tightness and condition
4. Check motor load
5. Check and change friction pad

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6. Replace bearing
7. Replace gear

Cause of purifier over flow

1. Incorrect temperature
If the temperature is high it will boil off the sealing water.
If the temperature is low the viscosity of fuel oil will increase and interface will move
outwards and clean oil will come off the water port.

2. Too large gravity disc

If gravity disc is of large diameter it will bring the interface outwards.

3. Feed rate is too high

• The increased feed rate will increase the mass of fuel.
• This will cause the water-oil interface to move towards periphery and cause
overflow.

4. Operating water pressure low/ tank empty

Sliding bowl will remain unclosed. Clean oil will come out of the de-sludge port

5. Sealing water failure

6. Low speed of bowl rotation
7. Excessive sludge inside the bowl
8. High back pressure
9. Worn out main sealing ring

Purifier over flow action

1. Close the feed valve and steam supply to the heater
2. De-sludge purifier and again put feed in the purifier
3. If again overflows then start other stand by purifier
4. First check through put, if feed rate is high adjust it.
5. Then check temperature, may be it is low and fuel viscosity high. Operate the
temperature control to adjust it
6. If it is ok then check the operating water pressure, if it is low then the bowl will remain
open, check the expansion tank water level
7. If everything is ok, then the problem is inside the bowl
8. Stop the faulty purifier
9. Find out the fault and rectify it
10. Check the through put, fuel temperature, operating water pressure, gravity disc size
according to monogram, bowl disc, all O rings

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Purifier de-sludge mechanism, procedure
1. Stop steam supply to the purifier heater
2. By pass or recirculate the feed
3. Open the sealing water
4. Wait till water comes out of the overflow line
5. Close the sealing water
6. Close the operating water
7. Open and close the de-sludging water
Causes of acceleration time too long in purifier
1. Too much gear oil
2. Viscosity of gear oil is too high
3. The supply voltage is not appropriate
4. Friction block broken
5. Clearance between two gear is high
Purifier not taking suction
1. Tank empty
2. Suction valve shut
3. Feed by pass valve fully open
4. Filter chocked
5. Back lash clearance of meshing gear increased
6. Wear down of gear teeth
7. High viscosity fuel
8. Low speed of bowl rotation

STARTING A FUEL OIL PURIFIER

1. Check Oil Level in the Purifier Gear Case

Don’t forget to check the level of the oil in the purifier gear case before starting the purifier.
If the oil is not up to the required level, insufficient lubrication will damage the the gears and
other rotating parts (shaft, bearings etc.) in the purifier gear case.

2. Ensure Break is in Release Position

The purifier break, which is provided near the gear at the bottom of the purifier, must be in
release position. If the break is not released, the purifier will not reach its required speed and
the motor current will increase. Moreover, this will also cause wear down of brakes.

3. Open Inlet and Outlet Valves

Ensure that both inlet and outlet valves of the purifier are in open position. If the discharge
valve is not open, the purifier will overflow resulting in oil in the sludge side. Similarly, if the
suction valve is not open, the purifier will not get the necessary oil supply.

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4. Open the Tank Valves

Check the valves of the specific tank (service or settling) where the discharge from the purifier
is to be sent. If the tank valve is not open, the back pressure in the line will increase leading
to overflowing of the purifier.

5. Check the Level of Operating Water

If there is a separate operating water tank provided, check the water level in the same. If the
operating water is not sufficient, the purifier bowl will not lift, resulting in the sludge ports to
remain in open position.

6. Check Feed Pump

Check that the purifier feed pump is running properly, along with oil pressure and
temperature. Some purifiers are provided with attached gear pumps for supplying fuel to the
purifier. In such cases, ensure that the oil temperature is enough to ensure smooth running
of the gear pump attached (via shaft and key) . If the temperature is low, the oil viscosity will
be high, which may lead to breaking of the key that connects the shaft and the gear pump,
thus stopping the oil supply.

7. Ensure Heater Valves are Open

Ensure that the fuel oil valves to the steam heater are opened before opening the the steam
line valve near the heater. If the steam is opened first, the tubes can get damaged, leading to
ingress of water in the oil.

8. Increase the temperature

Increase temperature of the fuel oil to the limit provided in the digital control panel of the
purifier. In all automated purifiers, the control panel is provided with a pre-set minimum
temperature limit. The purifier will not start until the fuel oil reaches this temperature.

9. Check for any abnormal sound or vibration

If you know your machinery extremely well, you will be able to tell if there is any abnormal
vibration or sound during starting. Shut the purifier immediately in such conditions and rectify
the fault completely before starting it again.
How to check? – Take a screw driver, touch the metal end to the purifier body, and the second
end to your ear. You will be able to hear the smooth running of the inside parts more clearly.

10. Check Solenoid Valves

Check all solenoid valves are operating properly by checking the lights on the solenoid valves.
If the lights are not working properly, take a screw driver and bring it near to the top surface

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of the solenoid valves. When the solenoid starts working, the screw driver will be attracted
to the valve body due to magnetic effect.
If solenoid valves are not working properly, the purifier will also stop operating. For e.g. if the
operating water line solenoid valve is not working properly, the bowl will not lift, or if the high
pressure water line solenoid is not working, then the purifier will not de-sludge

Operational sequence:
• Gain rpm of the motor and purifier.
• Bowl close: Low pressure operating water will push the main bowl up and make seal
with top hood.
• Sealing water: From the top via the inlet line sealing water will be supplied to fill up
the full chamber. At this stage full chamber is filled with water.
• Sludge discharge: High pressure operating water will push the pilot valve or spring
loaded valve plate to drain the water that used to make the seal with top hood. The seal will
break and sludge will be thrown out of the main bowl.
• Again main bowl closes by low pressure water.
• Sealing water supplied to fill the chamber.
• Fuel oil is supplied inlet via inlet pipe through distributor.
• By centrifugal force impurities and water will be thrown outside and purified light oil
will get its way through the drilled hole. The light oil will be guided by top disc to the
centripetal pump to the service tank.

Why lub oil needs to be continuous purification?

The same lub oil is used for long time in main engine. The lub oil used in engine contaminated
by wear particles combustion products and water which is harmful for engine. Operation as
lub oil is very costly. The same used L.O is taken from the Engine Sump, Purified then again
used for lubrication of different parts. As the same oil is being used continuously, the
continuous purification is necessary.

Purpose of sealing water

▪ To form a liquid seal
▪ To prevent oil passing out from the water outlet
Purpose of operating water
To raise the sliding bowl and close the discharge parts

How to choose correct size of gravity disc?

It can be chosen by,
1. Separation temperature

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 2. Density of oil at this temperature.
3. Desired through put of oil by using of nomogram.

What about water washing?

Water washing is a widely used technique to remove acids, salt and other impurities from
the oil.
That oil must be straight mineral oil or without dispersant additive oils.
Water should be injected into the oil before purifying at a rate of between 3 to 5% of oil
flow that is also continuously renews the water seal in the purifier bowl.
The oil temperature should be around 75 c and water temperature about 5c higher than oil.
It can be done continuously or intermittently.

What is paring disc?

▪ It is a stationary impeller mounted in a chamber at the neck of the bowl
▪ It function is convert the rotating energy into a pressure head
How to change purifier HFO to DO
1. Replace the gravity disc which is smaller than the heavy oil
2. Open heater bypass valve
3. Close the FO heater steam in / Out valves
4. Open heater drain valve

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 STEERING GEAR

Purpose of buffer ring

To prevent the damage of the control system

Emergency steering gear operation

1. In case of telemotor failure, switching the change over pin can carry out emergency
steering
2. Isolating the recover cylinder and directly controlling the connecting rod of the steering
pump lever
3. Emergency rudder angle indicator and communication system to bridge provided at the
emergency position
In case of electric failure
1. Disconnect the pilot system
2. Take out the change over pin from the attachment with telemotor receiver, fit to the hand
gear from the poop deck
3. When problem in pump, bearing, motor, hunting gear then open the bypass. Direct
steering from poop deck
4. Communication with telephone or walkie talkie
Regulations of steering gear
1. Ship must have a main and auxiliary steering gear system.
2. Main steering gear must be able to move full port (35 degree) to full starboard (35 degree)
in about 30 seconds with vessel at full speed.
3. The auxiliary steering gear must be capable to move the rudder from 15 degree one side
to 15 degree on the other side in 60 second at full drafts.
4. The emergency supply is to be automatically connected within 45 seconds of main supply
failure. And must be capable of continuous operation for at least 30 minutes.
5. Main steering gear must be able to steer the ship at maximum ahead service speed.
6. Hydraulic system should employ non- freezing fluid.
7. If working tiller is not of special design and strength then two tiller or their equivalents
are required.
8. Moving parts of steering gear must be guarded.
9. Power operated gear must be fitted with a device to relieve shock.
10. Electrical loads and fuses are to allow 100% overload.
11. Steering compartment easily accessible and separated from machinery spaces.
12. A clear view from the steering position is required.

Steering gear safety

1. Low level alarm and level gauge in the tank.
2. Vent cock and drain cock.
3. Relief valve in hydraulic pressure system.
4. Non-reversible locking gear for the pump.
5. Arrangement of supply to at least one motor from the emergency switch board.

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6. Auto start of a motor after a failure when power is resumed within 45 seconds.
7. Alarm for motor overload, remote failure, steering failure.
8. 100% overload arrangement for the motor.
9. Emergency operation.
10. Emergency communication system.
11. Local and bridge rudder indication.
12. Safety Valve block.
13. Two completely independently system or auxiliary steering system.
14. Automatic isolation.
15. Shock absorber
16. Stopper.
17. Data plate about the emergency steering.

Test of steering gear

1. Operation of main steering gear. (35 degree port to 35 degree starboard
2. Operation of auxiliary steering gear (15 degree port to 15 degree starboard).
3. Operation of remote control system.
4. Operation of steering gear using the emergency power supply.
5. Automatic isolating arrangement.
6. Rudder angle indicator’s performance.
7. All alarm fitted to steering gear system.
8. Communication between steering room and navigating bridge.
9. Visually inspection oil level, damage or wear etc

Maintenance of steering gear

Operational maintenance
1. Tank oil level and temperature.
2. Pump pressure.
3. Load of running pump.
4. Temperature of motor body.
5. All moving parts and greasing points to be well lubricated and greased
6. Any leakage in the system.
7. Steering gear room bilge and cleanliness.
8. Exhaust fan of steering gear room to be in running condition.
9. Water tight door.
10. Fire extinguishers.
11. Abnormal sound and vibration
12. Two-way communication
Regular maintenance

1. Motor overload, steering failure, telemotor failure alarms tested

2. Low oil level alarm and shut down
3. Tank level to be checked and filling to be done

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4. Check and clean line filter
5. LO analysis to be carried out onboard and periodic testing by lab are also done
6. Emergency operation tested
7. Chock and bolt are visually inspected and tightness to be checked out according to the
manufacturer
Hunting gear
It is feedback mechanism of steering gear, which reposition the floating lever of hydraulic
pump as the tiller moves to the desired position.

SINGLE FAILURE CONCEPT

This implies either two complete and independent hydraulic steering gears or two
interconnected circuits with automatic isolation of one from the other should there be a loss
of hydraulic fluid.

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 PUMPS

Positive displacement pump safety

1. Relief valve
2. Air purging cock
3. Strainer on suction side
4. Air vessel
5. Mechanical seal
6. Wear ring
7. Drip tray
8. Gear lock
9. Pressure gauge on delivery side
10. Vacuum gauge on suction side

SCREW PUMP

Screw pump overhaul procedure?

1. Put off breaker and remove fuse from motor starter box
2. Close suction and discharge valve
3. Remove suction and discharge pipe flange bolt and nut, coupling bolt of motor coupling
4. Remove pump foundation bolts and take out pump from motor
5. Remove cover from both side and remove driver screw and driven screw with bearing and
mechanical seal
6. Inspect internal parts carefully while overhauling. Internal clearances in the pump, which
are vital for its proper function, may have been affected by wear
7. Check the condition of the mechanical seal especially the mating faces and o-rings. Discard
the seal if mating face is damaged or o-rings hardened.
8. Gaskets and o-rings of the pump to be renewed while overhauling.
9. Inspect for any scratches inside.
10. Check shaft bearing for damages and renew if necessary.
11. Relief valve, valve seat, springs to checked.
12. Clean all parts and assemble back.
What are the check points in screw pumps?
1. Mechanical seal
2. Bearing and its lubrication
3. Coupling
4. Pressure relief valve
5. Driver screw and driven screw wear and tear
6. Pump casing internal surface wear
7. Clearance between driver and driven screw
8. Clearance between driven screw and casing.
9. Clearance between driver screw and casing.

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Safety of mono screw pump
▪ Pressure gauge arrangement
▪ Pressure relief valve
▪ Shear pin
▪ Suction side filter
Advantage
1. The pump fluid is moving axially without turbulence which prevents foaming in viscous
fluid
2. It can pump high viscous fluid
3. Self-priming with good suction characteristics
4. High tolerance for entrained air and other gases
5. Low mechanical vibration, pulsation-free flow
6. Reliability
7. Simple design, open structure, slow rotation speed makes if a heavy-duty pump
8. Easy maintenance
9. High efficiency with variable capacity
It is used in fuel injection, oil burner, lubrication system, fuel oil circulating system, hydraulic
system etc.

Clearances of screw pump

Peripheral Clearance: Clearance between outer face of screw and the pump cover.
Flank Clearance: The clearance between the helical flights of the driver and driven screws
when meshed.
Radial Clearance: Clearance between one screw outer face to another screw shaft at meshing
point.

How to check clearance of a screw pump.

CENTRIFUGAL PUMP

What is cavitation, causes and remedies?

Cavitation can occur when the pump suction contains air or when the pump is running
faster than the designed speed.
Low pressure regions occur in the flow at points where high local velocities exist. If
vaporisation occurs due to these low-pressure areas then bubbles produce, these expand as
they move with the flow and collapse when they reach a high-pressure region. Such formation
and collapse of bubbles is very rapid and collapse near a surface can generate very high-
pressure hammer blows which results in pitting, noise, vibration, and fall off in the pump
efficiency.
1. Pump should be run at designed speed

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2. Install an impeller inducer
3. If possible, reduce the temperature of your pump, liquid, and other components.
4. Increase liquid level around the suction area.
5. Throttling of the suction valve should be avoided
Describe Centrifugal pump overhauling procedure.
1. Take permission from C/E
2. Pre-planning and tool box meeting should be carried out
3. Stop main circuit breaker. Put on notice MAN AT WORK
4. Disconnect the fuse and motor connection box.
5. Close suction and discharge valve
6. Drain suction valve ensure water not coming
7. Remove suction and discharge pipe flange bolt and nut
8. Marking of coupling bolt of motor coupling
9. Remove pump foundation bolts and take out pump from motor
10. Remove impeller lock nut and take out the impeller
11. Remove mechanical seal
12. Remove bearing cover and take out the shaft with ball bearing
13. Renew mechanical seal and bearings if required.
14. Clean and inspect all parts specially impeller, wear ring, neck bush, ball bearing and shaft
15. Assemble back
Centrifugal pump cannot deliver at rated delivery
1. Air locked in suction side
2. Pump not primed properly
3. Impeller is assembled in wrong way
4. Impeller is chocked or damaged
5. Wear down of wear ring
6. Wrong rotational direction of motor
7. Low rpm of motor
8. NPSH low
9. Viscosity is high at suction side
10. Suction valve is not sufficiently open
11. Suction filter is chocked
12. Delivery valve not opened properly
13. Delivery head high
14. Friction loss high
Centrifugal pump maintenance check
1. Clean the pump, motor and other accessories
2. The mechanical seals should show no signs of visible leakage. Some packing leaking is
normal, but this should not exceed a rate of about 40 to 60 drops per minute.
3. Check for noise and vibration. Imminent bearing failure, a change in pump alignment,
cavitation, damage in its foundation, or the valves located in the suction and/or discharge
lines may cause vibration.

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4. Check pump discharge and suction pressure.
5. Monitor the motor temperature and load.
6. Check free movement of the shaft
7. Monitor bearing temperature. Excessive temperature indicates immediate seizure.
Yearly
8. Verify the integrity of the pump’s foundation and check the hold-down bolts for
tightness.
9. For oil-lubricated pumps, change the oil after every three months. For grease-lubricated
pumps, bearings should be greased every three months.

GEAR PUMP

Overhauling of gear pump

▪ Stop main switch and electrical circuit breaker
▪ Close all valve
▪ Lock out device
▪ Remove non-drive side cover and bearing housing
▪ Remove top ideal gear, pull by hand
▪ Remove drive gear, take care during shaft removing not to damage seal
▪ Remove drive gear side cover and bearing housing
▪ Check backlash clearance
▪ Shaft clearance
▪ Check out the condition of relief valve and its spring condition of its satisfactory
Gear pump delivery pressure low
1. Backlash clearance increased
2. Relief valve set pressure low
3. Delivery valve closed
4. Line jammed
Gear pump maintenance check
1. Backlash clearance
2. Radial clearance
3. Axial clearance
4. Wear down of teeth
5. Wear down of shaft
6. Locking nut and washer
7. Key of pinion
8. Internal seal
9. Metal chips
10. Any hammering evidence
Gear pump not taking suction
1. Backlash clearance is high
2. Gear teeth broken

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3. Filter chocked
4. Suction line chocked
Gear pump safety
1. Relief valve
2. Air vessel
3. Filter in suction side
4. Pressure gauge
Use of gear pump
▪ Engine lubricated oil pump
▪ Package boiler fuel oil pump
▪ Fuel oil transfer pump
Clearance of gear pump
1. Backlash clearance: clearance between mating gear teeth
2. Radial clearance: clearance between teeth and casing
3. Axial clearance: clearance between teeth and cover

How to check clearance of a gear pump.

1. Clean all oil pump parts in dry cleaning solvent. Dry with compressed air.
2. Visually inspect all oil pump components for excessive wear
3. Using straight edge and feeler gauge, check axial clearance between gear and pump cover
Clearance standard is 0.05 to 0.017 mm. Maximum permissible axial clearance is 0.22
mm.
4. Using feeler gauge, check radial clearance between gear and pump housing
Clearance standard is 0.10 to 0.16 mm. Maximum permissible radial clearance is 0.20 mm.

BALLAST PUMP

Ballast pump survey

1. Impeller can be check for corrosion, wear and damage
2. Check wear ring clearance using feller gauge
3. Check pump shaft and internal volute casing for corrosion
4. Check mechanical seal or gland packing
5. Shaft bearing and sleeve
6. Check impeller, shaft key and key ways to damage and under wear
7. Inspection casing for cavitation / erosion
What are the reasons for ballast pump not delivering water?
1. Incomplete priming
2. Too high suction lift

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3. Low net positive suction head
4. Air leaks in suction line
5. Gas or air lock
6. Suction filter choke

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 AUX. ENGINE

Tappet clearance.
Tappet clearance is the clearance between the top of the valve stem and the rocker arm.
Its purpose is to allow for some mechanical expansion and lengthening of the valve stem
and push rods as the engine warms up.

HOW TO CHECK TAPPET CLEARANCE

1. Taking all safety precautions.
2. Make sure the piston is on TDC.
i. From the marking on the flywheel.
ii. From the fuel cam.
iii. Push rod should be free. (both the valve should be close at this stage ie at the end of
compression stroke)
3. Make sure the engine has cooled down.
4. Loosen the lock nut of the rocker arm.
5. Now adjust the tappet clearance between the rocker arm and valve stem by tightening or
loosing the nut below the lock nut.
6. Use feeler gauge to adjust the suction valve clearance as .35mm an exhaust valve
clearance as .45mm
What will happen if tappet clearance is less:
i. Valve will open early and close late
ii. Air induced through inlet valve may leak out. So, less air for combustion.
iii. Power will be reduced.
iv. Fuel consumption will increase, engine may become unbalanced, exhaust temp. will be
very high.
v. In worst condition, valve may remain open, resulting in loss of compression pressure,
burning of exhaust valve, T/C fouling will increase.
What will happen if tappet clearance is more:
i. Valve will open late and close early.
ii. Lesser heat energy to T/C, so reduction in scavenge air and hence power.
iii. No proper removal of gases.
iv. Hammering of valve stem-may cause damage to valve stem

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 BOILER

Boiler safety device

▪ Two safety valves are provided
▪ High water level alarm
▪ Low water level alarm
▪ Too low water level alarm and shut down
▪ Two gauge glass
▪ Pressure gauge
▪ FO low pressure alarm and shut down
▪ FO low temperature alarm and shut down
▪ FO high temperature alarm
▪ Smoke density alarm
▪ Flame failure alarm
▪ Air vent valve
▪ Force draught from stop and shut down valve
▪ High salinity alarm
▪ Man hole door
▪ Mud hole door
▪ Burner trip
Steam line safety
▪ Drain line
▪ Steam trap
▪ Lagging
▪ Relief valve
▪ Silver colour
Maintenance of auxiliary boiler
1. Check all alarms and safety cut out
2. Check the operation of safety valve
3. Carry out blowdown of gauge glass

4. Clean main burner, pilot burner and nozzle tip, nozzle

5. Remove carbon deposit and adjust electrode clearance
6. Remove carbon deposit from flame eye glass cover

7. Clean furnace
8. Clean FO filter
9. Maintain correct fuel oil pressure and temperature
10. Clean fuel oil heater at regular interval
11. Adjust fuel and air ratio
12. Check float chamber

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13. Maintain boiler water temperature

14. Scum blow down

15. Blow down
16. Carry out boiler water test regularly
17. Add chemical regularly according to the boiler water test result
18. Manhole door leaking or not
19. Cascade tank water level and temperature

What are the markings on safety valve ?

▪ Manufacturer’s name
▪ Serial number
▪ Inlet diameter
▪ Operating pressure
▪ Discharge capacity
▪ Safe working pressure
▪ Blow off pressure
Safety valve adjustment /overhauling
▪ Open pad lock
▪ Screw back the compression screw
▪ Take out the compression ring and take necessary personal safety as per caution and
arrange tool ( gagging tool )
▪ Screw down compression screws
▪ Raise boiler pressure to the required blow off pressure
▪ Screw back compression screw until valve blows
▪ Then screw down the compression screw carefully ¼ turns
▪ Tap the valve spindle by small rubber hammer until the valve return to its seat and
remain close
▪ We set, split compression rings have to be fitted then hood keys, pad locks and easing
gear
▪ Finally check and operate easing gear to ensure it is in good working condition
Safety valve safety
1. At least two safety valves are provided
2. Easing gear is fitted to allow manual operation of safety valve
3. Diameter more than 38 mm
4. Lift ¼ of the dia
5. They may both be from same valve chest but they must be separated from each other
6. Drain line without any valve
7. Pad lock on collar
8. Should not accumulate more than 10 % excess pressure

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Materials
Materials used for the valves, valve seats, spindles, compression screws and bushes must be
non - corrodible metal, since corrosion of any of these components could result in the valve
not operating correctly. Often the materials used are: Bronze, stainless steel or monel metal,
depending upon conditions. The valve chest is normally made of cast steel.

Types of boiler safety valve

1. Improved high lift safety valve
For low pressure water tube boilers and fire tube boilers
Hence the improvements to the high lift safety valve are
▪ Removal of valve wings, this improves waste steam flow and reduces risk of seizure
▪ Floating ring or cylinder which reduces risk of seizure.
2. Full Lift Safety Valve
3. Full Bore Safety Valve; for high pressure boiler
Boiler gauge glass safety
1. Every boiler must have at least two independent means of indicating the water level.
These indicators must be placed in a position where they can be easily and clearly seen by
the operator.
2. A protective glass arrangement should be provided which partly surrounds the gauge glass
to prevent injury to personnel in the event of gauge glass breakage under steam.
3. A steam restrictor orifice and water shut off ball valve are incorporated with the fitting to
reduce the severity of breakage.
4. When any gauge glass fitting is in operation the cock handles should be vertical. If they
were arranged horizontally and the gauge is in operation, vibration effects may cause the
cock handle to gradually tend to take up a vertical position thereby closing the cock in the
case of steam and water cocks, and opening in the case of the drain.
5. Plugs are fitted in the gun-metal bodies to allow for the renewal of the glass tube, and for
cleaning the various passages.
6. Difficulty is often experienced with this type of glass in ascertaining whether it shows
completely empty or completely full of water. It is good practice to place a board, painted
with diagonal black and white stripes, behind the glass. If it is full of water, refraction will
cause the stripes to appear bent to the opposite angle. If no board is fitted, a pencil, or
similar object can be used to the same effect.
7. A drain cock fitted at the lower end allows for blowing through the glass to test it.
8. Extended controls for the cocks are fitted so that the gauge can be blown through from a
remote and safe position.
Hydraulic pressure test
When repairs have been carried out it is customary to subject the boiler to a hydraulic test.
Before testing the boiler must be prepared. All equipment and foreign matter must be
removed from the water space of the boiler and the repairs have to be carefully examined.

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Hydraulic pressure test is carried out at 1.5 times the working pressure, applied for 30
minutes.
▪ The boiler safety valves have to be gagged and close all openings of the boiler
▪ Open air vent cock and boiler feed check valve
▪ Fill up boiler fully with clean fresh water and purge off the air
▪ Close the air vent cock when the water is coming out from it
▪ Using a hydraulic pump unit connected by a small bore pipe to the boiler by feed water
line, pressure can be gradually applied.
▪ Fit standard pressure gauge
▪ Apply hydraulic pressure 1.5 times of working pressure and maintain 30 minutes
▪ Thus it can be examined for leakage and faults
What is accumulation pressure?
This test is carried out on new boiler or new safety valve to ensure safety valve can release
steam fast enough to prevent the pressure rising by 10%. It is a requirement of the
classification society.
▪ Shut off feed water
▪ Close main steam stop valve
▪ Arrange the boiler fire rate to maximum
▪ Safety valve will be lifting during test
▪ Accumulation pressure must not exceed 10 % of working pressure
▪ The test is carried out as long as the water permits in the boiler
▪ Duration of the test is 15 min for a cylindrical boiler and 7 minutes for the water tube
boiler
Why boiler water will be tested?
▪ To prevent scale formation in the boiler and feed water system
▪ To prevent corrosion in the boiler and feed water system
▪ To control sludge formation and prevention of carry out with steam
▪ To get better efficiency of boiler
▪ To maintain clean and scale free heat transfer
▪ To reduce the total dissolves solids
▪ To prevent formation of deposits in steam condenser system
▪ To prevent metal loss due to corrosion
Boiler not taking fire
▪ Flame failure
▪ Carbon deposit on photocell

▪ Electrode clearance too high

▪ Carbon deposit on electrode
▪ Pilot burner not firing
▪ DO tank empty

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▪ Water contamination with FO
▪ FO low temperature
▪ Low FO pressure
▪ Incorrect fuel and air ratio
▪ FD fan failure
▪ Filter chocked

▪ Defective burner
▪ Nozzle chocked
Boiler water level low show the reasons
▪ Evaporation and consumption rate high than feed rate
▪ Cascade tank empty
▪ Defective feed pump
▪ Feed water regulator not functioning properly
▪ Safety valve blowing
▪ Blow down valve leaking
▪ Boiler tubes leaking
▪ One of the gauge glass is defective
Action to be taken
At port:

1. Stop firing.
2. Blow through the gauge glass to check the water level.
3. If the water level is low then
4. Inform C/E
5. Stop feed pump if running.
6. Shut main steam stop valve
7. Stop purifier if running
8. Change over the generator from HFO to DO.
9. Go for a check.
At sea:

If water level is below the gauge glass, it is unsafe to put water.

1. Inform C/E
2. Open EGE by-pass valve.
3. Inform bridge and reduce engine RPM.
4. Stop feed pump if running.
5. Shut main steam stop valve.
6. Stop purifier if running.
7. Change over FO system from HFO to DO.
8. Go for a check.

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Safety of blow down valve
▪ N/R valve
▪ Double VALVE
▪ VALVE gland is arranged with a slot which ensures that the valve is closed where handle
is removed
Boiler black smoke cause
▪ Burner not atomizing fuel completely
▪ Low temperature fuel
▪ Dirty fuel
▪ Contaminate of fuel
▪ Air damper faulty
▪ Less air supply
Action in case of Black smoke of boiler
▪ Burner should be cleaned
▪ FO temperature maintained
▪ FO should be purified
▪ Correct position of air damper
▪ Sufficient air supply
Boiler test
▪ PH test
▪ p alkalinity
▪ T alkalinity
▪ chloride test
▪ phosphate test
▪ hydrazine test
▪ dissolved solid test
What is PH value ?
Logarithm of reciprocal of hydrogen ion concentration
PH- The hydrogen ion concentration of a solution expressed in a manner which gives a scale
value of 7 for pure

Ogee ring
Connecting the bottom of the furnace to the boiler shell plating is a seamless Ogee ring. This
ring is pressed out of thicker plating than the furnace; the greater thickness is necessary since
circulation in its vicinity is not as good as elsewhere in the boiler and deposits can accumulate
between it and the boiler shell plating.

Boiler water maintenance

▪ Feed temperature should be maintained
▪ Feed temperature less than 90 degree Celsius ( dissolve oxygen, scale formation )
▪ Feed temperature greater than 90 degree Celsius ( pitting corrosion )

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Air register
It ensures the good mixing of air with fuel by their swirling devices if they are damaged
mechanically or by corrosion than the air flow will be affected

Type of burner
▪ Steam jet burner
▪ Ultrasonic burner / pressure jet burner
▪ Rotary cup burner
Rotary cup burner
A boiler burner which atomizes and swirls the fuel by throwing it from the edge of a rotating
tappered cup.

Advantage of rotary cap burner

▪ Turn down ratio high
▪ Can deal with viscous liquid
▪ Ensure good combustion of fuel
Maintenance of rotary cup burner
▪ Clean the rotating cup
▪ Check and adjust the belt tension between the motor and rotating shaft
▪ Clean carbon deposited on the electrode ignite and adjusts the gap
▪ Clean pilot burner nozzle and filter
▪ Check the fuel valve and air register ( leakage in joints )
▪ Check and clean the flame eye glass cover
▪ Check and clean inspection peep hole glass cover
▪ Adjust the fuel and air ratio, clean the fuel oil filter
▪ Check the fuel oil pressure
Indication of SW present in boiler
▪ Cascade tank level increase without adding
▪ Chlorine level abnormally increases
▪ Phosphate ion greatly decreased
▪ PH value decrease
▪ Hardness increase
Reason of boiler explosion
▪ Back fire of boiler
▪ Fall of furnace bricks
▪ Steam leakage from boiler
▪ Extremely decreasing of boiler water
Foaming
Foaming is the thick layer of steam bubbles on top of water surface inside boiler.
1. High concentration of impurities.

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2. By the animal or vegetable fats in feed water carry over from the oil heaters.
3. Increase in level of dissolved and suspended solid TDS level.
4. Increase in water level.
To prevent foaming, surface or scum blow down should done frequently to expel any
floating impurities for the boiler and no lube oil should be allowed to enter the boiler.

Priming
It is the rapid carryover of large amount of water in steam as it leaves the boiler.
1. Excessive foaming
2. Improper amount of steam space
3. By a sudden rush of steam such as is produced when steam stop valve is suddenly
opened.
To prevent priming, never keep the water level too high. Open steam stop valve slowly.

What action do you made take in case of foaming and priming?

1. Scum blow down

2. Reduce boiler fire rate
3. Check whether boiler chemical added are in excess
4. Detect the source of contamination
5. In case of bad priming the boiler may have to be taken out of service, shut down.

Carry over

It is the rapid carryover of small amount of water in steam as it leaves the boiler.

Cause of Boiler furnace Blow Back

Main cause of boiler furnace blow back is accumulation of hydrocarbons inside the furnace.
Hydrocarbons may exist as vapours or liquid form inside the boiler furnace. Accumulated fuel
vapours inside furnace catches fire and develops high pressure inside the furnace thereby
resulting in dangerous explosion. It is a usual practice that when there is frequent flame
failure, operator try to fire the boiler in manual mode. In manual mode pre purging is not
automatically controlled. Hence an attempt is made to fire boiler with insufficient pre purging
time and eventuality may be catastrophic explosion.

Preventive Actions

• Allow sufficient time for pre purging the furnace with dampers full open to ensure all the
accumulated vapours are expelled out.
• Purging to be carried out 5-6 times the furnace volume for effective expelling.
• Never try to reduce purging time or bypass it.
• Carry out boiler burner and swirler routine as per planned maintenance system.
• Do not fire boiler with heavy fuel oil or sludge if it is not designed for the same.

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• Air fuel ratio of oil compound regulator to be adjusted correctly to maintain proper and
complete combustion.
• Pilot burner to be maintained in good condition so that flame failure while starting does
not occur.
• Igniter or ignition transformer, its leads, etc. to be properly insulated and tightened.
• Fuel oil fed to the boiler to be properly treated as per manufacturer’s recommendations.
• If an economizer or pre heater is fitted in the boiler exhaust, same to be water washed
and inspected regularly to avoid back pressure of gases.
• Conduct furnace inspections periodically to inspect conditions inside.
• When a flame failure is experienced find and rectify the root cause. Do not try to fire again
and again.

Which chemical are used for boiler feed water?

▪ Sodium phosphate (Na3PO4) – to prevent scale formation
▪ Calcium hydroxide / sodium carbonate (Ca(OH)2, Na2CO3) – to give alkalinity and
minimize acidic corrosion
▪ Sodium sulphite / hydrazine (Na2SO3 / N2H4) – to remove oxygen
▪ Antifoam – to reduce foaming
▪ Sodium aluminate – to conditioning sludge
What is easing gear?
It is fitted to allow for manual operation of safety valve in case of failure to open when the
boiler has been over pressurized. The easing gear also allows for regular testing of safety
valves at sea to ensure correct operation.

Feathering
The release of small amount of steam by a safety valve at a pressure below blow off valve

Blow down procedure

1. Take proper personal safety precaution
2. Close steam and water cock, then open the drain cock
3. Open and close water cock to check that the water cock connection to the boiler is clear
or not
4. Open and close steam cock to check that the steam cock connection to the boiler is clear
or not
5. Close drain cock
6. Open water cock, water should than gradually rise up to the top of the gauge glass
7. Open steam cock and water in the glass should fall to the level of the water in the boiler
Describe the procedure followed to raise steam from a cold boiler.
After taking permission from C/E to raise steam from a cold boiler we have to
1. Wear proper clothing.
2. Ensure all piping involving water, steam and fuel are in order.
3. Make sure that uptake cover is removed
4. Safety valves are in order.

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5. Ensure boiler plant in operational order.
6. Shut main steam stop valve.
7. Take water to the boiler at 1/4 th of the gauge glass.
8. Blow down the gauge glass to check it.
9. Check the F. O. tank temp and system.
10. Make sure that air vent of steam drum and super heaters are open.
11. Start the blower to make the combustion chamber gas free.
12. Start the boiler F.O. circulating pump/ booster pump.
13. Inject the fuel and light up the burner.
14. According to the manufacturer warm up the boiler by continue firing for 5 minutes every
half an hour.
15. Take personal safety from back fire.
16. Shut the vent of steam drum when white steam come out.
17. Ensure the sufficient quantity of water is available in boiler.
18. Take normally 18-24 hours for complete operation.
19. Thus the boiler is ready for work.
Describe the correct procedure of blowing down boiler water (partial blow
down).
1. Put notice
2. Take permission from the port authority if the ship at port
3. At first close all the steam requirement valve to purifier, F.O tanks etc.
4. Wear proper clothing.
5. Carryout the soot blow.
6. Blow down the gauge glass by taking feed water in the boiler.
7. Stop the water pump and keep it to normal mode.
8. Maintain sufficient pressure (3 kg) in the boiler.
9. Stop firing of the boiler.
10. Cut off the F.O system of the boiler.
11. Keep one person standby near the gauge glass.
12. Ensure that the ship side valve outside of the ship nobody is working or no fishing boat is
there.
13. Vent cock open for not creating vacuum.
14. First open the shipside valve fully.
15. Remove the scum by opening scum blow down valve.
16. Finally crack open the boiler blow down valve to avoid thermal shock and water
hammering.
17. Keep eye on gauge glass.
18. Close the blow down valve and then shipside valve before low water level of the boiler.
How do you understand that tube is leaking?
1. White smoke.
2. Boiler water low level alarm due to excessive leakage, if the feed pump cannot make up
the leaked water.

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3. Cascade tank water level low.
4. Feed pump running continuously.
5. Change flame shape.
6. Noise.
Boiler feed pump running continuously but water level not increasing
• Tube leaking
• Suction valve shut
• Cascade tank empty
• Line jammed or ruptured
• Air leakage from pump gland joint
• Wrong rotation of pump
What is caustic embitterment? How to prevent it?
It is an inter crystalline fracture. High concentration of caustic soda NaOH and the
material under stress cause it. The stress corrosion cracks follow the grain or crystal
boundaries of the material land failure of the affected part could result.

• Sodium sulphate or sodium nitrate is used for the prevention of caustic

embrittlement.
It can be found in high stress area in boiler tube and tube plate connection, riveted head,
seam and boiler mountings.

If chloride is found too much in your boiler water what you will do?
1. I will blow down frequently.
2. Reduce the boiler load to minimum.
3. If high contaminate shut down completely and wash out.
4. Trace and find out the fault and remedies.

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 AIR COMPRESSOR

Air compressor relief valve testing procedure

The air compressor relief valve setting pressure to reduced by unwinding the compression
nut by one turn keeping it in the manual position. Then the compressor to be started and the
compressor will blow at a pressure below the previously setting pressure.
Or, Increase the set value of the high pressure cut out value from pressure switch above the
pressure relief valve set pressure and start the compressor, after reaching the set value of the
relief valve it will blow.

Air compressor safety

1. LO low pressure alarm and trip
2. Jacket water high temperature alarm and trip
3. Discharge air high temperature alarm and trip
4. Motor overload and overheated alarm and shut down
5. Expansion tank low water level alarm

6. 1st stage suction filter

7. Relief valve in all stage discharge
8. Bursting disc for cooler
9. Auto drain
10. Unloader

11. Pressure gauge

12. Thermo meter
13. NR delivery valve
14. LO level indicator gauge glass
15. Flow indicator in jacket cooling water outlet line
Air bottle safety
▪ High pressure relief valve
▪ Fusible plug
▪ Discharge from safety valve and fusible plug is led to the deck
▪ Isolating valve
▪ Drain valve
▪ Pressure gauge
▪ Man hole door
▪ Low air pressure alarm
▪ Differential pressure switch
Starting air line safety
▪ Relief valve
▪ Bursting disc
▪ NR valve

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▪ Starting air inter lock
▪ Drain line in the manifold
▪ Drain cock before the shut off valve
▪ Flame trap
▪ Fusible plug
▪ Temperature and pressure sensor gauge
Why use multistage air compressor?
▪ Increase volumetric efficiency
▪ Get high pressure air by small size air compressor
▪ Save work done
▪ Reduce filling time
▪ Temperature control easy
▪ Easy maintenance
▪ Reduce moisture by cooling
▪ Reduce temperature but no pressure change

COMPRESSOR CAN’T PRODUCE AIR PRESSURE EFFICIENTLY/ RUNNING LONG

TIME CAUSE-
▪ Greater bumping clearance
▪ Sluggish opening and closing of suction and delivery valves.
▪ Suction or delivery valves are leaking.
▪ Leakage through compressor piston rings.
▪ Leakage through cylinder head gasket
▪ Insufficient cooling water circulation
▪ Dirty or partially chocked suction air filter.
▪ Inlet temperature of the air to the L.P. stage is too high.
▪ Leakage of air from compressor parts and joints such as drain valve, pressure gauge
connection.

Crankcase inspection of air compressor

▪ Take permission from C/E
▪ Put notice and stop the circuit breaker
▪ Let the compressor be cooled
▪ Open the crankcase door
▪ Ventilate it and arrange sufficient lighting (naked light should not use)
▪ Take personal safety
▪ Check connecting rod bottom end bearing free movement by using screw driver
▪ Check the main bearing and its clearance
▪ Nut and bolt tightness
▪ Presence of any metal chips in LO
▪ Lo suction strainer
▪ LO quality, sludge formation, colour and viscosity
▪ Check liner O ring

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EFFECT OF INSUFFICIENT LUBRICATION:
1. Causes poor sealing between liner & piston ring.
2. Excessive wear of cylinder liner & piston ring.
3. Overheating and seizure
4. Improper compression of air
5. Causes breakdown of piston ring.
6. Reduce volumetric efficiency

EFFECT OF EXCESS LUBRICATION:

1. Valve may be stuck up due to carbon deposit which cause later compression explosion.
2. loss of compressor efficiency due to sluggish action of valve.
3. loss of cooler efficiency due to deposition of oil on the cooling surface
4. Piston and piston ring will be carbonized
5. To prevent air bottle corrosion
6. Carbon may deposit on the main engine starting airline.
7. May cause explosion of starting airline.
8. Deposition of lubricants on the piston head reduces clearance volume

Discharged air hot actions

▪ Check any restriction in inter stage or after stage cooler
▪ Check the coolant flow
▪ The water in expansion tank
▪ Check the JCW pump
▪ Check the filter
▪ Check any air lock
▪ Check HP and LP valve
How can you understand that water is in crankcase
▪ Level will increase
▪ LO colour will be changed
Starting airline hot, what will be your action
▪ Inform C/E and bridge
▪ Slow down the engine
▪ Drain the air starting line
▪ Check air admission pipe to identify which valve is leaking
▪ Cut off the fuel of that unit
▪ Open the indicator cock
▪ Open air admission pipe and blank off
▪ Close the indicator valve and cut on fuel
For prevention of starting air line explosion following measures to be
performed:
▪ Draining of the air bottle is carried out every watch

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▪ Auto drain to be checked for proper functioning
▪ Excessive lubrication is avoided to avoid oil carry over
▪ The oil separator at discharge of the compressor is working efficiently
▪ The starting air manifold pipe to be cleaned and checked for paint deformation which
will indicate overheating of the pipe
▪ Starting air valve to be overhauled regularly to avoid leakage
▪ Starting air valve seat to be inspected and lapped
Main air compressor lube oil low pressure alarm test
▪ Close the connection valve to the LO pressure gauge
▪ Open the drain valve
▪ When the desired pressure reached as indicated on the gauge, alarm should be sound
Main compressor lube oil high pressure alarm test
▪ Close the connection valve
▪ Couple a hydraulic pump to the drain connection
▪ Pump out oil and raise the pressure
▪ When the desired pressure reached as indicated on the gauge, alarm should be sound
PMS air compressor

250 hours

▪ Clean suction air filter

▪ Check and clean up the un-loader
▪ Check the belt tension
500 hours

▪ Check lube oil and clean sump

▪ Clean lube oil filter
▪ Check and renew suction and discharge valves with overhauled one
1000 hours

▪ Crankcase inspection, main and big end bearing, inspection

▪ Relief valve overhauling
▪ Inter cooler cleaning
4000 hours

▪ Piston and big end bearing overhauling

▪ Piston ring renew
▪ Motor overhauling
Bursting disc
In air compressor bursting disc is fitted to the jacket water system. If high pressure air leak
to the cooling water then the bursting disc break the pressure and save the system.

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Fusible plug
When the temperature is high above 105 c pressure is release by melting metal. It cannot
used next time. It release the entire pressure of the air bottle
Fusible plug is fitted with air receiver which is isolated by the pipe work, in case of fire, air
should not release/ drain out in engine room.

Bumping clearance
Clearance between the piston and cylinder cover, when piston is at TDC is known as
bumping clearance

Main air compressor bumping clearance taking procedure

▪ Stop the compressor and take out the fuse
▪ Drain the cooling water
▪ Remove the cylinder cover
▪ Clean the cylinder head face and piton crown
▪ Place the led metal piece on the top of the piston
▪ Cylinder cover is placed on the cylinder with correct joint thickness and tightness the
head
▪ Turn the compressor slowly by hand over the engine and head impression
▪ Then remove cylinder cover again
▪ Remove the compressed lead metal
▪ Take the measurement of lead wire thickness by using micro meter

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 REFRIGERATION

Properties of refrigerant
1. Low boiling point
2. Low condensing pressure
3. Low specific heat
4. High specific enthalpy of vaporization
5. High critical temperature
6. Non corrosive and non solvent
7. Non toxic and no action with oil
8. East to leak detection
9. Non flammable and non corrosive
10. Stable under working condition
11. Cheap, easily started and obtained
Ref safety
1. Man locked alarm
2. Gas leakage detector
3. Low LO pressure
4. Low JW pressure
5. High condensing pressure and trip
6. Low suction pressure and trip
7. Auto start and stop

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 MISC.

IMPORTANCE OF LOG BOOK

1. Ship position and route
2. Parameters reading
3. Comparing the performance of the machinery
4. Engine running hour for PMS maintenances
5. FO, DO, LO and other oil consumption.
6. Bunker calculation and adjustment.
7. Maintenance job done during watch
8. Noon report details.
9. Special instruction by the Chief Engineer
10. Survey item in case of any accident.

DISCUSS WATCH HANDOVER PROCEDURE.

Handing over of the watch should be carried out according to the instructions provided by
the chief engineer and company’s standing orders. It should be done in such a way that the
watch keeping becomes smoother and continuation of any kind of work is not affected on the
ship.
It is to note that if the engineer officer feels that the reliving officer is not in a condition to
carry out the watch duties efficiently, the former should not hand over the watch and inform
the same to the chief engineer.

The following things need to be informed to the relieving officer:

• Special orders related to any ship operation, control system, or maintenance work.
• Standing orders from the chief engineer or the company
• Level of important tanks such as bilges, ballast tank, sewage tank, reserve tank, slop
tank, fuel tank, or any other tank which requires attention
• Special mode of operation in case of emergency situation, damage, icy, or shallow
water etc
• In case there is any kind of maintenance work being carried out in the engine room by
other engineer officer and crew members, then their work location, details of
machinery under maintenance, and information of authorized person and crew
members should be provided. Any potential hazard because of the ongoing
maintenance work should also be informed.
• In case there is an equipment failure, details of the same should be informed
• All the checks already made when the ship leaves the port should be noted. In case
any check is pending, it should be conveyed to the reliving officer
• All the checks that are made when the ship enters the port should be noted and
informed in case any is missing.

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 • Condition and important information regarding mode of operation of main engine,
boiler, and auxiliary engines should be informed
• In case an equipment needs to be monitored manually, details of the same should be
provided, along with the condition of monitoring and control equipment
• Information on the condition and modes of all the important auxiliary machinery such
as purifiers, fresh water generator, oily water separator, pumps, sewage treatment
plant, etc. should be provided
• The engineer officer should ensure that all the important parameters regarding main
and auxiliary machines are suitably recorded in the engine room log book.

DISCUSS DUTIES OF A 4TH ENGINEER.

According to policies of all shipping companies, seafarers joining any vessel have to be
competent, qualified and experienced. Joining a ship as a fourth engineer is the first step
towards a sailing career on ship. It is only after becoming a fourth engineer that a mariner
experiences real responsibility on a ship.

A 4th engineer, upon joining a vessel, should carry out the following duties.

• Upon joining a vessel, the relieving 4th engineer shall report his presence on board to
the Chief Engineer or in his absence to the 2nd Engineer.
• The 4th engineer should take a thorough round of the engine department with the
signing off engineer and do a proper taking over of the duties.
• He should check the inventory and location of all purifier and compressor spares.
• He should check Inventory and location of pumps spares and tools.
• He should check running hours and maintenance schedule of his designated
machinery.
• He should check general condition of machinery and special procedure for operation.
• Condition and layout of bunkering system including valve operation, tanks and
sounding pipe location should be checked.
• Condition and layout of sludge and bilge discharge system including valves and pump
operation should also be checked.
• Thorough sounding of all fuel tanks, bilge and sludge tank should be taken.
• Daily consumption of lube oil, fuel oil, marine diesel or gas oil and cylinder oil for daily
record keeping in sounding log is to be checked.
• Daily production of bilge and sludge on board for record keeping of waste water
sounding log.

After completion of the engine room round together, the 4th engineer shall report the details
to the 2nd engineer and notify differences observed, if any.

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The 4th Engineer as in charge of Purifier, Compressor, and machinery other than main
engine, auxiliary engine and boiler, is responsible for:

• Record keeping of machinery running hours under his charge.

• For carrying out planned maintenance routine under the supervision of chief or
second engineer.
• Taking daily tank sounding of fuel oil, diesel oil, lube and cylinder oil on board ship and
record keeping of the same.
• Record keeping of sludge and bilge on board.
• Acting as assistant in charge to chief engineer for operation during bunker of fuel,
diesel and lube oil.
• Completing the month end official papers for his designated machinery.
• Compliance of environment policy and MARPOL requirements under the guidance of
Chief Engineer.
• Maintenance and up keeping of the engine room log book and all those files on board
advised by the Chief Engineer.

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